Abstract:
A pair of car ramps is provided, each with integral rollers that allow the drive wheels of a vehicle to turn while the vehicle remains stationary. Each ramp is a two-piece unit with a removable inclined section and a separate recessed wheel section. This feature allows the units to store easily as well as aiding in transportation. Additionally, the recessed wheel section is lined with a series of rollers with bearings. These rollers are what allows the drive wheels to turn, while the vehicle remains stationary. The rollers are also provided with a locking mechanism that prevents the rollers from moving to allow the vehicle to drive on and off the invention. A separate but stationary roller prevents the tire from overshooting the recessed rollers. All surfaces that contact grade are covered with rubber protectors to prevent damage.

Description:
RELATED APPLICATIONS 
     The present invention was first described in Disclosure Document Registration 500,879 filed on Oct. 5, 2001 under 35 U.S.C. §122 and 37 C.F.R. §1.14. There are no previously filed, nor currently any co-pending applications, anywhere in the world. 
    
    
     BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The present invention relates generally to vehicle repair ramps. More specifically, the present invention relates to vehicle repair ramps with an integral rolling system. 
     2. Description of the Related Art 
     While the modem motor vehicle is generally a reliable and robust machine, it is not without its repair headaches. Many of these headaches originate from problems that occur while driving, but cannot be duplicated in the shop, such as drive train or suspension problems. Even if the vehicle is completely off of the ground, either by a lift, or by multiple jacks or jack stands, the problem may not be duplicated, since the wheels are free spinning and not under any load. While large repair shops or dealerships may have a dynamometer type test stand to allow the vehicle to operate under load, it is generally too expensive to be used by smaller repair shops or do-it-yourselfers. 
     A search of the prior art did not disclose any patents that read directly on the claims of the instant invention; however, the following references were considered related. 
     U.S. Pat. No. 6,257,054 issued in the name of Rostkowski et al., describes a roller dynamometer having at least one supporting carriage having a rotatable roller and dynamometer. 
     U.S. Pat. No. 6,247,357 issued in the name of Clayton Jr. et al., describes a chassis dynamometer including a frame, a roll set for engaging wheels and an eddy current braker/inertia simulating unit. 
     U.S. Pat. No. 5,429,004 issued in the name of Cruickshank, describes an inertia flywheel assembly for a dynamometer which is portable. 
     U.S. Pat. No. 5,193,386 issued in the name of Hesse Jr. et al., describes an apparatus for retaining contact of a wheel having a first and second sidewall. 
     U.S. Pat. No. 5,154,076 issued in the name of Wilson et al., describes a dynamometer for simulating the inertia and road load forces for motor vehicles. 
     U.S. Pat. No. 4,576,098 issued in the name of Belanger et al., describes a power operated elevator ramp for use in an automobile conveyor. 
     U.S. Pat. No. 4,266,482 issued in the name of Barber, describes a selectable dolly vehicle conveyor system. 
     U.S. Pat. No. 3,554,023 issued in the name of Geul, describes a roller testing stand for motor vehicles. 
     Consequently, there exists a need for a cost-effective means by which the drive wheels of a motor vehicle can be operated while the vehicle remains stationary for diagnostic purposes. 
     SUMMARY OF THE INVENTION 
     It is therefore an object of the present invention to include vehicle supports and drivetrain testing devices in combination. 
     It is a feature of the present invention around a portable vehicle ramp that can accommodate vehicle fire rotation. 
     Briefly described according to one embodiment of the present invention, a pair of car ramps is provided, each with integral rollers that allow the drive wheels of a vehicle to turn while the vehicle remains stationary. Upon initial observation, the invention looks remarkably like a pair of conventional car ramps that are commonly used by do-it-yourselfers, with an inclined driving surface and a recessed wheel area. However, after closer inspection, it can be seen that each ramp is a two-piece unit with a removable inclined section and a separate recessed wheel section. This feature allows the units to store easily as well as aiding in transportation. Additionally, the recessed wheel section is lined with a series of rollers with bearings. These rollers are what allows the drive wheels to turn, while the vehicle remains stationary. The rollers are also provided with a locking mechanism that prevents the rollers from moving to allow the vehicle to drive on and off the invention. A separate but stationary roller prevents the tire from overshooting the recessed rollers. All surfaces that contact grade are covered with rubber protectors to prevent damage. 
     The use of the present invention provides professionals and do-it-yourselfers alike a powerful tool in diagnosing suspension and drive train problems on all types of motor vehicles. 
     An advantage of the present invention is that it functions like a pair of car ramps, but with rollers on top that aids in diagnosing motor vehicle problems that occur only when the wheels are turning and under load. 
     Another advantage of the present invention is that the can be used like regular ramps as well. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The advantages and features of the present invention will become better understood with reference to the following more detailed description and claims taken in conjunction with the accompanying drawings, in which like elements are identified with like symbols, and in which: 
     FIG. 1 is an isometric view of the vehicle repair ramps with an integral rolling system, shown in a utilized state, according to the preferred embodiment of the present invention; 
     FIG. 2 is a side view of the roller unit as used with the vehicle repair ramps with an integral rolling system; 
     FIG. 3 is a side view of the ramp unit as used with the vehicle repair ramps with an integral rolling system; 
     FIG. 4 is a top view of the roller section as used with the vehicle repair ramps with an integral rolling system; and 
     FIG. 5 is a sectional view of the roller section as used with the vehicle repair ramps with an integral rolling system as seen along a line I—I as shown in FIG.  4 . 
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     The best mode for carrying out the invention is presented in terms of its preferred embodiment, herein depicted within the FIGS. 
     1. Detailed Description of the FIGURES 
     Referring now to FIG. 1, an isometric view of the vehicle roller ramps with integral rolling system  10 , shown in a utilized state, according to the preferred embodiment of the present invention. The vehicle roller ramps with integral rolling system  10 , used in pairs as shown, are used on the drive wheels  15  of a motor vehicle  20 . FIG. 1 depicts a front-wheel drive vehicle, as evidenced by the front wheels being the drive wheels  15 , but it should be noted that the vehicle roller ramps with integral rolling system  10  could be equally effectively used on rear-wheel drive vehicles as well. Each vehicle roller ramp with integral rolling system  10  consists of a ramp unit  25  and a roller unit  30 . The ramp unit  25  is used to allow the motor vehicle  20  to be driven up onto the roller unit  30 . The ramp unit  25  is mechanically connected to the roller unit  30  as will be described herein below. Once the motor vehicle  20  is in place on the roller unit  30  as shown, the ramp unit  25  can be removed to allow access to the underside of the motor vehicle  20 . At the front edge of the roller unit  30 , a stop roller  35  is provided to prohibit the motor vehicle  20  from driving off of the front edge of the roller unit  30 . The stop roller  35  allows rotation of the drive wheels  15  against its surface, but does not allow forward movement of the drive wheels  15  or its associated motor vehicle  20 . The motor vehicle  20  gains access to the pair of vehicle roller ramps with integral rolling system  10  in much the same manner that conventional motor vehicle repair ramps are utilized. The vehicle roller ramps with integral rolling system  10  are spaced apart on a hard surface such as concrete, such that their spacing corresponds with the spacing or stance of the drive wheels  15 . Next the motor vehicle  20  engages the ramps by simply driving up the ramp unit  25  and stopping on the roller unit  30 . 
     Referring next to FIG. 2, a side view of the roller unit  30  as used with the vehicle roller ramps with integral rolling system  10 , is disclosed. An overall frame  40  holds a fist base  45  and a handle  50 . The first base  45  is in direct contact with the grade “G” and the handle  50  allows for ease of carrying and transportation. A roller holder  55  located on the top of the overall frame  40  holds a series of four rollers  60  each supported by a respective high speed bearing  65 . The rollers  60  are in direct physical contact with the drive wheels  15  (as shown in FIG. 1) and allow the motor vehicle  20  (as shown in FIG. 1) to be analyzed while operating under load, yet not be in motion. A connection protrusion  70  allows for the connection of the ramp unit  25  (as shown in FIG. 1) as will be described in greater detail herein below. A restraint shoe  75 , whose operation and movement will also be described herein below, is used to immobilize the rollers  60  when the motor vehicle  20  (as shown in FIG. 1) is driven on and off the vehicle roller ramps with integral rolling system  10 . Additionally, with the restraint shoe  75  engaged against the rollers  60 , the vehicle roller ramps with integral rolling system  10  Can be used like conventional car ramps. The spacing and configuration of the rollers  60  are such that drive wheels  15  (as shown in FIG. 1) of virtually any radius can utilize them. On smaller radius tires, only the center rollers  60  will be engaged. On larger radius tires, all rollers  60  will be engaged. Finally, the stop roller  35 , provides additionally protection against over traveling the roller unit  30 , by providing a hard stop against the drive wheels  15  (as shown in FIG.  1 ). 
     Referring now to FIG. 3, a side view of the ramp unit  25  as used with the vehicle roller ramps with integral rolling system  10  is depicted. An inclined surface  80  is supported by a first vertical support member  85  and a second vertical support member  90 . The opposite ends of the first vertical support member  85  and the second vertical support member  90  connect to a second base  95 , which rests upon grade. A connection hook  100 , located at the upper end of the first vertical support member  85  mates to the connection protrusion  70  (as shown in FIG.  2 ). Such a connection is easy to make by simply hooking the connection hook  100  over the connection protrusion  70  (as shown in FIG. 2) and physically placing it close proximity. Such a connection is also easy to remove once the motor vehicle  20  (as shown in FIG. 1) is in place on the roller unit  30  (as shown in g FIG. 1) and access to the underside of the motor vehicle  20 , immediately near the roller unit  30 , is required. A series of protector fittings  105  is provided along the outer edge of the ramp unit  25  for multiple reasons. First, since it is envisioned that the protector fittings  105  is to be made of a material such a shard rubber, the protector fittings  105  will provided protection against damaging of the grade or pavement, the ramp unit  25  is placed upon. Secondly, the physical nature of the protector fittings  105  will not slip and slide when accessing or leaving the ramp unit  25 . Finally, the protector fittings  105  reduces the noise level associated with the motor vehicle  20  (as shown on FIG. 1) when accessing or leaving the ramp unit  25 . The overall configuration of the ramp unit  25 , and its reduced slope allow easy access for all vehicles, regardless of vehicle horsepower. 
     Referring next to FIG. 4, a top view of the roller unit  30  as used with the vehicle roller ramps with integral rolling system  10  is disclosed. The rollers  60  in conjunction with the roller holder  55  provide the planar surface upon which the drive wheels  15  (as shown in FIG. 1) rest. A series of four connection points  110 , envisioned to be threaded inserts, such as nuts, welded into place provide the means of fastening the components of the roller unit  30  together. The stop roller  35  is provided in a parallel placement to restrict the drive wheels  15  in forward, but not rotational movement. The connection protrusion  70 , shown along the right side, is more clearly visible in this FIG., as a slot configuration. The handle  50  is shown along the bottom. Two locking restraint handles  115 , for the purposes of engaging the restraint shoe  75  (as shown in FIG. 2) are provided, and will be described in greater detail herein below. 
     Referring finally to FIG. 5, a sectional view of the overall frame  40  as seen along a line I—I, as shown in FIG. 4 is shown. The locking restraint handles  115  (of which only one is shown here for sake of clarity), travels along a path as depicted by a travel path  120 . In its lower or horizontal position, it lays against the first base  45 . In its upper or vertical position, the locking restraint handles  115  is held in place by a stop  125  and a restraint nub  130 . Additionally, in this position, it acts against and compresses a spring  135 . The spring  135  is mounted on a connecting shaft  140  and is free to move about along with the restraint shoe  75 . Thus, with the spring  135  compressed, the restraint shoe  75  can be pressed against the rollers  60 , thus immobilizing them. The connecting shaft  140  is physically connected to the connection points  110  at both ends. This description is typical for all four corners of the overall frame  40  and is depicted here as a singular unit for purposes of clarity. 
     It is envisioned that other styles and configurations of the present invention can be easily incorporated into the teachings of the present invention, and only one particular configuration shall be shown and described for purposes of clarity and disclosure and not by way of limitation of scope. 
     2. Operation of the Preferred Embodiment 
     The present invention is designed with ease of operation features in mind that allow it to be utilized by a common user with little or no training or experience in a transparent manner. After acquisition of a pair of vehicle roller ramps with integral rolling system  10 , the set of ramp units  25  are joined to the set of roller units  30 . They are then set upon a load-bearing grade surface such as concrete, a set distance apart to match the distance of the drive wheels  15  spacing on the motor vehicle  20 . Next, it is ensured that the restraint shoe  75  is engaged against the rollers  60  by placing of the locking restraint handles  115  against the restraint shoe  75  and locking them in place with the aid of the restraint nub  130 . This action is repeated for each pair of locking restraint handles  115  on each roller unit  30 . At this point, the pair of vehicle roller ramps with integral rolling system  10  is ready to receive the motor vehicle  20  under test. 
     The motor vehicle  20  is carefully and slowly driven up the ramp unit  25  and onto the roller unit  30 . It is envisioned that another person would indicate to the driver when the vehicle has traveled a sufficient distance, but if one is not available, the stop roller  35  would engage the drive wheels  15  of the motor vehicle  20  to indicate that the drive wheels  15  of the motor vehicle  20  is engaged with the rollers  60  of the roller unit  30 . The motor vehicle  20  is then immobilized, and the opposite set of wheels not engaged with the vehicle roller ramps with integral rolling system  10  would also be immobilized with the aid of a restraining device such as wheel chocks. After another check to see that the drive wheels are centered and engaged upon the rollers  60 , the restraint shoe  75  is released by placing the two locking restraint handles  115  on each roller unit  30  in the horizontal position. At this point the motor vehicle  20  can be operated in a driving configuration to evaluate operation and any possible malfunction of the motor vehicle  20  under load conditions. 
     After the evaluation of the motor vehicle  20  is complete, the locking restraint handles  115  are again placed in the vertical position to allow engagement of the restraint shoe  75  with the rollers  60  to immobilize them and allow the motor vehicle  20  to be driven back off of the vehicle roller ramps with integral rolling system  10 . At this point in time, the utilization of the vehicle roller ramps with integral rolling system  10  is complete. 
     The foregoing descriptions of specific embodiments of the present invention have been presented for purposes of illustration and description. They are not intended to be exhaustive or to limit the invention to the precise forms disclosed, and obviously many modifications and variations are possible in light of the above teaching. The embodiments were chosen and described in order to best explain the principles of the invention and its practical application, to thereby enable others skilled in the art to best utilize the invention and various embodiments with various modifications as are suited to the particular use contemplated. It is intended that the scope of the invention be defined by the claims appended hereto and their equivalents. Therefore, the scope of the invention is to be limited only by the following claims.