Abstract:
A deployable set of nested ramp segments supporting a motorcycle thereon are sequentially extended or pulled in across the door edge in a carrier vehicle by sets of springs that oppose the spooling collection of a belt wound on a powered spool. Once partly extended by the springs to bring the main portion of the motorcycle to the exterior of the vehicle doorway the weight bias of the motorcycle then provides the necessary outward bias to bring it to the ground where it is released from the supporting ramp segment. On return the spooling contraction of the belt brings the motorcycle back into the vehicle.

Description:
BACKGROUND OF THE INVENTION 
       [0001]    1. Reference to Related Applications 
         [0002]    This application obtains the benefit of the earlier filing date of U.S. Provisional Application Ser. No. 61/125,084 filed on Apr. 22, 2008. 
         [0003]    2. Field of the Invention 
         [0004]    The present invention relates to motorcycle carriers, and more particularly to vehicle borne articulated carrier structures useful in lifting and moving a motorcycle mounted thereon into and out of an enclosed motor vehicle such as a van or a sports utility vehicle. 
         [0005]    3. Description of the Prior Art 
         [0006]    Motorcycle carriers have been known in the past, most often taking the form of an articulated ramp which in the course of its movement either raises or lowers a motorcycle mounted and secured thereon on top of or down from an open bed of a motor vehicle. Examples of such carriers may be found in the teachings of U.S. Pat. No. 6,695,565 issued to Franchuk; U.S. Pat. No. 6,698,994 issued to Barrett; U.S. Pat. No. 6,524,056 issued to Kloster; U.S. Pat. No. 6,634,849 issued to Clary; U.S. Pat. No. 6,739,823 issued to Shirvell; the U.S. Pat. Nos. 4,790,713 and 4,932,829 issued to me; and others. In each of these references the motorcycle is carried on the vehicle bed fully exposed to the elements and/or to vandalism or theft when left unattended. 
         [0007]    The transport of a motorcycle within the enclosed interior of a sports utility vehicle [SUV] or a van has had lesser attention in the prior art because of the limiting customary dimensions of its access openings and/or the volumetric limits of the interior enclosure. For these reasons the size of the transported article needs to be limited, as for example the size limitations of a service cart transported in the interior of a van exemplified in U.S. Pat. No. 5,183,372 issued to Dinvemo. Alternatively, a specially altered vehicle needs to be used, as in U.S. Pat. No. 5,649,803 issued to Bennett in which only a van modified to carry a wheel chair has been found useful for transporting motorcycles. 
         [0008]    Simply, those in the prior art has concluded that there are prohibiting dimensional constraints, as even expressly stated in the &#39;803 patent to Bennett, between the structural height of the deployable ramp mechanism together with the motorcycle mounted vertically thereon and the typical dimensions of the access door and the interior dimensions of the enclosure. As result there have been few attempts at achieving a solution resolving this dilemma. 
         [0009]    In the past I have disclosed in my published US application 2005/0111945 an articulated ramp assembly useful in deploying and retrieving a wheeled dolly for launching a personal water craft carried on a truck bed. Even in these related arts dealing with the transport of fairly fragile and expensive articles little hope and ambition were ascribed for such transport within the confines of a closed van or sports utility vehicle [SUV]. Simply, it is the perceived dimensional paradox resulting from the needed vertical height and lateral width of the necessary frame around any door opening that has effectively precluded any significant developments in these arts. 
         [0010]    Of course, the need for a robust frame surrounding a door is a known requirement, particularly where light-weight monocoque or semi-monocoque structures are entailed. But then, efficient use of power demands a light weight in a transport vehicle and at least a semi-monocoque vehicle form is now the standard. At the same time venerable habits and conventions, like the size of an attached garage, have limited the dimensional notions of vehicles conformed for personal use as do bridges driveways, gates and the like. Thus it is only the coordinated movement of the ramp articulating mechanism that can resolve this structural and dimensional paradox and it is one such mechanism that is disclosed herein. 
       SUMMARY OF THE INVENTION 
       [0011]    Accordingly, it is the general purpose and object of the present invention to provide a trolley support for a nested array of telescoping ramp segments that advances the end thereof to the sill of the door opening in order to define the principal maneuvering pivot and balance fulcrum thereat. 
         [0012]    Other objects of the invention are to provide a transport mechanism for a nested and articulated deployable ramp assembly that aligns its weight balances and pivotal axes at the threshold of a vehicle door opening. 
         [0013]    Yet other and further objects shall become apparent in the course of inspection of the detailed teaching and illustrations below. 
         [0014]    Other and further objects will become apparent upon review of the specification that follows in conjunction with the drawings appended hereto. 
         [0015]    Briefly, these and other objects are accomplished within the present invention by way of a spring biased rolling trolley assembly mounted on a set of tracks fixed to the floor of the van or SUV to be drawn by the spring tension to the track end abutting against the lower frame piece of the rear door opening against the tension of a belt tied to a nested ramp assembly mounted on the trolley. In this manner the ramp assembly is allowed to translate within the vehicle interior to extend the end of its lowest ramp piece over the door sill as the deployment belt is spooled out, thereby providing a fulcrum right beyond the door edge around which the various weight balances can be resolved as the further portions of the ramp mechanism is extended. In this manner the alignment of the motorcycle can be conveniently modified right in the course of its passage through the door opening to capitalize on the variation in height along its length. 
         [0016]    To take benefit of this door opening alignment the ramp assembly is configured as a set of nested ramp channels generally similar to the nested arrangement described in my previously published US application 2005/0111945 [hereinafter referred to as the &#39;945 application] the teachings whereof I now incorporate as if fully repeated herein. While generally similar in its nested nature the instant ramp mechanism includes a plurality of selective travel and pivotal alignment limits of the trolley relative its track, the lower ramp segment relative the trolley and the upper motorcycle carrier segment so that variously sized vehicle interiors and openings together with variously sized motorcycles can be accommodated and it is these teachings that are set out herein. 
         [0017]    More precisely, both the outward and pivotal excursion of the trolley along its track and its upward tilting about its rollers in response to the weight balance shifts during its outward translation allowed by the release of the spooled belt, are limited by a set of selectable limits. Similarly, the relative movement between the lower ramp segment and the trolley, urged by the spring bias of a second set of springs between the trolley and the segment, is also limited in its rolling translation by selective deployment of a set of limit posts within outwardly opposed lateral channels in which a pair of end rollers on the trolley are captured. The pivotal inclination of the lower segment, in turn, is controlled by a further pair of lateral rollers on the sides of the lower ramp segment as they advance along the vertically shaped edges of the trolley. 
         [0018]    This whole sequence is controlled by the spooled release of the belt extending its end that is tied to the nested inner carrier segment with the motorcycle thereon fitted for outward sliding translation within the lower segment from a limit stop in its forward end. The spring urged and thereafter weight unbalance driven movement of the lower segment is thus confined to occur first, thereby assuring that its extension movement clears the door frame before the carrier segment is released to roll onto the ground. In this manner the geometric relationship of the several relatively moving components assures the optimization of the stored geometry within a mechanism that locates all its movements by reference to the door opening, thus fixing the whole movement geometry to the most confining dimension. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0019]      FIG. 1  is a perspective illustration, separated by parts, of my prior art carrier structure useful in loading onto, and unloading from, a water craft on a transport vehicle; 
           [0020]      FIG. 2  is a perspective view of the inventive motorcycle carrier assembly currently described in its partially extended alignment from an enclosed transport vehicle; 
           [0021]      FIG. 3  is a further perspective illustration of the inventive motorcycle carrier assembly in a substantially advanced state of its outward deployment out of the door opening of said transport vehicle; and 
           [0022]      FIG. 4  is a rear angle view, in perspective, illustrating the end portions of the outward deployment of the inventive motorcycle carrier. 
       
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENT 
       [0023]    Articulated ramp assemblies have been known in the past usually conformed as a lifting structure for moving one vehicle onto and from another. Included in the various examples thereof is the articulated ramp assembly disclosed in my prior &#39;945 published application which both loads and unloads for launching a personal watercraft the teaching whereof I now summarize by particular reference to  FIG. 1 . In each instance the primary focus of these prior teachings has been the coherent articulations of the various portions of the ramp assembly relative each other in order to minimize loading and the like but little attention has been directed to the task of in the tight dimensional confinements of a doorway in an enclosed transport structure. 
         [0024]    For example, by reference once more to the structure illustrated in  FIG. 1  my prior art teachings useful in transporting personal watercraft WC includes a ramp assembly generally designated RA defined by a bottom ramp segment BR mounted on a truck bed TB in which an intermediate ramp segment IR is nested and supported on laterally spaced wheels SW for rolling translation on the lateral edges FF of the base segment. A tensioned spring SP 1  stretched between the base segment BR and the intermediate segment IR then provides an outwardly directed spring bias to the inner segment against the tension provided by a spooled belt BT paid out from a motorized spool assembly MT. A roller supported dolly DL tied to the end of belt BT and nested in the intermediate segment IR against a front stop FT is then useful to support the watercraft WC within cradles CG both during transport on the truck bed TB and once lowered onto the ground. 
         [0025]    In order to provide a pivoting weight bias once translated to a particular point along the edges FF of base segment BR a set of upwardly sloped portions EE which limit all further outward translation until the pivotal motion removes the slope EE and thereafter directs the rollers SW into a captured receipt within a pair of channels CW closed at the end of the segment. It is only once these limits are reached that the unsupported weight bias of the dolly assembly results in further pivotal movement until the dolly reaches the ground. Thus in this arrangement the transported article, i.e., the water craft WC, is first lifted before it is pivoted, a movement wholly inconsistent with the usual dimensional limits of a door opening. 
         [0026]    By reference to  FIGS. 24  the inventive ramp assembly, generally designated by the numeral  10 , includes a rolling track  11  defined by left and right tracks  11 L and  11 R extending longitudinally towards the rear door opening RO of the closed vehicle CV from a motorized spool MT from which a belt BT is paid out Preferably the spool MT is mounted adjacent to or between the front seating to maximize the available interior volume within which the motorcycle MC is contained A trolley frame  12  supported on front and rear rollers  12 F and  12 R is then mounted for translation on the on track  11 , biased towards rearward movement by a spring assembly  14  to extend its rear end ME beyond the door sill frame portion DS of the rear door opening DO in the enclosed transport vehicle CV. 
         [0027]    Laterally trolley  12  is provided with a right and left vertical side panel  15 R and  15 L each including a stepped upper edge defined by a straight forward edge portion  16  and a raised rear edge portion  17  joined by a slanted edge segment  17 S. At the rear end ME both the right and left side panels  15 R and  15 L each include inwardly deployed support wheels  18  respectively captured within the interiors of slotted side channels  21  fixed on the opposing exterior end portions of an intermediate channel segment  20  which at its forward lateral surfaces deploys a pair of rollers  22  aligned for rolling contact along and against the edge portions  16  and  17  and the slanted connecting edge segment  17 S thereby supporting the forward weight portion of the intermediate channel segment  20  with the carrier ramp segment  30 .having the motorcycle MC mounted thereon nested in segment  20 . 
         [0028]    Yet another spring assembly  24  stretched between trolley  12  and channel segment  20  also imposes an outward spring bias thereto to complement the outward bias of spring  14  on the trolley  12  which provides its rolling support These combined outward biasing forces are, in turn, opposed by the connection of belt BT to the carrier ramp channel segment  30  confining the motorcycle with this opposing force then transferred to segment  20  by a stop panel  26  extending across the front of the segment. Thus both the spring assemblies  14  and  24  urge the motorcycle out the vehicle door when the motorized spool MT is released. 
         [0029]    The stroke of the outwardly biased movement of the trolley is determined by the selective insertion of a stop pin  19  into the corresponding openings  19 - 1  in both the lateral panels  15 R and  15 L to engage the vertical supports  51  of a roller assembly  50  bridging across track  11  on which the trolley rests when fully retracted. Similarly, the movement range of segment  20  relative the trolley is determined by the limits of motion of the rollers  18  respectively captured within the interiors of the slotted side channels  21  fixed on the opposing exterior end portions of an intermediate channel segment  20  which at its a limit again determined by the selective insertion of a limit pin  29  spanning transversely the channel. 
         [0030]    When these limits are reached, the resulting weight and geometry will allow rotation of segment  20  and the cantilevered deployment of the carrier segment  30  with the motorcycle fixed thereon. However, as segment  20  approaches its rear limit the center of gravity of the resulting combination will then be to the rear of the rear rollers  12 R of the trolley  12 , lifting the forward end of the trolley to engage the underside of the transverse roller  50 . A pair of stop post  79 extending from the lateral walls  1   5 L and  15 R are then to the rear of the transverse roller  50  and the combined weight then restrains the trolley in this interlocked position until the subsequent retrieval process moves the center of gravity of the combined translating assembly once again forward of the rear rollers  12 R. 
         [0031]    During the deployment segment  30  is lowered by its own weight in response to further unwinding of the spooled belt BT until the rear set of rollers  34  contact the ground GR. At this point the further unwinding of the belt BT results in the rearward translation of rollers  34 , lowering the carrier  30  to the ground. Once fully lowered onto the ground surface GR the front and rear retaining assemblies  35  and  36  are disengaged to release the motorcycle from the carrier. Of course, the reverse of this same sequence is then useful to retrieve the motorcycle back into the vehicle CV in the retraction sequence effecting the weight biases described above. 
         [0032]    It will be appreciated that the restraining brackets  35  and  36  may be variously implemented and may include conventional structures like turnbuckles to compress the suspension height of the motorcycle MC to fit into the door opening. Examples of such restraining structures are described in my co-pending U.S. patent application Serial No. 12/231,267 filed on Sep. 2, 2008 and those prior art references considered therein. 
         [0033]    Those skilled in the art will appreciate that the usual configuration of the motorcycle MC has its highest dimension at its handlebars HB. These same conventional practices, however, also rake the handlebar HB rearwardly, with the resulting rearward shift in the maximum height by aligning the effective pivot center right outside the rear opening RO. These dimensional attributes are inventively optimized here, optimizing the dimensional solution of the paradox inherent in loading a motorcycle through the limited dimensions of a vehicle door further improved by tensioning the tie-downs to compress the suspension height which also limits the unwanted motorcycle motions during transport. 
         [0034]    Obviously many modifications and variations of the instant invention can be effected without departing from the spirit of the teachings herein. It is therefore intended that the scope of the invention be determined solely by the claims appended hereto.