Patent Publication Number: US-2007122259-A1

Title: Motorcycle lift and transport system

Description:
BACKGROUND  
      This invention relates to lift and transport devices for motor vehicles. Specifically, vehicle mounted lift systems for lifting a heavy “Load” such as a two wheeled Motorcycle, from ground level up to the bed of a vehicle. This Lift System, like some prior art, attaches to vehicle using Receiver Type trailer hitch located below the rear bumper at center of vehicle. Vehicle mounted trailer hitches have been refined and simplified and come as standard equipment on all types of cars and trucks. The broad utility and strength of this receiver hitch/mating hitch system is proven each day as trailers weighing up to 10,000 pounds are safely operated at highway speeds using this type of hitch system.  
      Devices including U.S. Pat. No. 5,899,655 to Miller and U.S. patent application 2001/0036395 to Talbott also attach to vehicle using the standard trailer hitch connection system. Herein described Lift System offers substantial advantages over these and other prior art because the large mass of the lifted object or Load is lifted to and transported in a central position in the truck bed. For transport, a centered, weight-forward position is much preferred as it distributes Load mass to all four tires, providing improved vehicle handling and control for all road surface and driving conditions. Certain previously developed lift and transport mechanisms position the Load up to two feet behind the vehicle rear bumper. This Load position defeats the preferred vehicle weight balance and may over stress the rear tires and suspension components and cause unstable and unsafe handing of vehicle.  
      The gear reduction Winch, using wire rope cable, is widely accepted as a simple and compact mechanism for pulling and securing heavy loads. The Motorcycle Lift and Transport System described here combines the proven function of the commercially available winch with a plurality of other engineered components to provide a unique, practical and highly efficient solution to lifting and transporting heavy Loads on a Pick-Up truck or other flat bed vehicle.  
     SUMMARY  
      The invention, an improved Lift and Transport System enables one person, the Operator, to safely lift and transport an object or “Load”, weighing up to 1200 pounds. Large touring motorcycles with maximum load in side bags and trunk will weigh less than 1200 pounds. Said Lift System includes mechanisms to first secure the Load to a rigid frame, and additionally to guide and lift the Load up to Truck bed and additionally to slide the Load to the full-forward position in Truck bed. Said Lift System additionally includes mechanism to tightly fasten the Load to Truck Box for stable transport on highway. Said Lift System is totally self-contained and will attach to vehicle via standard receiver type trailer hitch. This type of hitch is standard equipment on many Pick-Up Trucks and other motor vehicles and provides a rigid and central mounting point for the described Lift System. The most common version of vehicle receiver hitch, a 2-inch square hitch is used for all depictions. Truck tailgate is detached and set aside to use said Lift System. Permanent modifications to Truck are not required to attach and use said Lift System. Invention is completely portable so that no permanent or obtrusive feature remains on vehicle when said Lift System is not in use. All necessary attachment hardware is included in Lift System. All component parts of said Lift System can be configured for storage inside the truck when not in use. Throughout this document the terms forward or front will always reference the direction toward vehicle front or driver&#39;s compartment of vehicle. The terms rearward or rear will always indicate the vehicle area furthest away from driver&#39;s compartment. The term bar will indicate a metal part that is cut to length from standard size stock such as bar-stock. The term plate will indicate a metal part which is cut or trimmed in length and height or a part that has one or more holes drilled in part. 
    
    
     BRIEF DESCRIPTION OF THE FIGURES  
       FIG. 1 —A perspective view, identifying main components and assemblies of the system. The front and rear tire and wheel assemblies  97  and  98  depict Load. Leader lines with arrows show assemblies that will be expanded in latter views.  
       FIG. 2 —A perspective view, showing the main components of the system, including Load, in a Partially Loaded position.  
       FIG. 2A —A perspective view showing detail of cable routing for loading and relative positions of loading sub-assembly. Includes Component identification numbers.  
       FIG. 2B —A perspective view showing cable routing for loading with cable attachment method to Main Frame  4 . Includes Component identification numbers.  
       FIG. 3 —A perspective view having some parts or sections of parts removed for enhanced clarity. View shows Main Frame  4  with Load in the fully loaded and secured position.  
       FIG. 3A —A perspective view having some parts or sections of parts removed for enhanced clarity. View shows Main Frame  4  with Load in the fully loaded position with cable attached to begin unloading.  
       FIG. 3B —A perspective detail view having some parts or sections of parts removed for enhanced clarity. View shows cable position and routing at start of unloading.  
       FIGS. 3C, 3D ,  3 E, and  3 F—Set of four perspective views of Main Frame  4  with Load and truck box showing sequential positions during loading process.  
       FIG. 4 —A perspective view showing front section of truck box and Front Tire, Front Tire Clamp and Cross Bar Clamp. Includes Component identification numbers.  
       FIG. 4A —A perspective detail view showing part of Front Tire, Front Tire Clamp, and Cross Bar Clamp. Includes Component identification numbers.  
       FIG. 4B —An overhead view of truck box, Cross Bar Clamp and Main Frame  4  with Load.  
       FIG. 4C —An overhead detail view showing part of Front Tire, Front Tire Clamp, and Cross Bar Clamp. Includes Component identification numbers.  
       FIG. 5 —A perspective view, showing alignment and positions of components attached to Truck hitch, prior to start of lifting.  
       FIG. 6 —A perspective view of Hitch Frame  1  including component identification numbers.  
       FIG. 7 —A perspective view of Roller Frame  2  including component identification numbers.  
       FIG. 7A —A perspective view of bottom of Roller Frame  2  showing both cable guide bearings and adjacent components.  
       FIG. 8 —A perspective view of Winch Assembly  3  including component identification numbers.  
       FIG. 8A —A bottom perspective view of Winch Assembly  3  showing component identification numbers and relative positions of fasteners and related components.  
       FIG. 9 —A perspective view of Main Frame  4  including component identification numbers.  
       FIG. 9A —A perspective detail view of bearing assembly that attaches to rear of Main Frame  4 .  
       FIG. 10 —A front perspective front view of Main Frame  4  including Front Tire Guide, Wheel Clamp, and features for Cable routing. Includes Component identification numbers.  
       FIG. 11 —A right side view of Cross Bar Clamp  5  with section view of Truck box cap  8  showing Cross Bar Clamp  5  engaged to Truck box Cap  8 . Includes Component identification numbers.  
       FIG. 11A —A perspective detail view of central region of Cross Bar Clamp  5 . Includes Component identification numbers.  
       FIG. 11B  through  11 E—A set of four views, two overhead and two plan views, showing alternate positions of Cross Bar Clamp lock plates  101 .  
       FIG. 12 —A perspective view of a foldable version of Main Frame  4  showing hinging elements attached to top tube on each side of Main Frame  4 .  
       FIG. 12A —A perspective detail view of a foldable version of Main Frame  4  showing hinging elements attached inside each side rail tube of Main Frame  4 .  
       FIG. 13 —A perspective view of a foldable version of Main Frame  4  shown folded for storage inside vehicle cab or elsewhere. Lower pair of connecting lugs shown with fastener removed.  
       FIG. 13A —A perspective detail view of a foldable version of Main Frame  4  shown folded for storage inside vehicle cab or elsewhere.  
       FIG. 14 —Drawing Reference Numerals for items  20  to  53 .  
       FIG. 15 —Drawing Reference Numerals for items  54  to  89 .  
       FIG. 16 —Drawing Reference Numerals for items  90  to  114 . 
    
    
     DETAILED DESCRIPTION—FIGS.  1  THRU  13 A—PREFERRED EMBODIMENT  
      A preferred embodiment of Lift and Transport System is shown in FIGS.  1  thru  13 A. This preferred embodiment describes the lifting and transport of a two-wheeled motorcycle. However this Lift System is easily adaptable to lift many other sizes and shapes of objects. Changing the size and shape of Main Frame  4  and the interfaces between Load and Main Frame  4  will allow lift and transport of a plurality of other devices including but not limited to All-Terrain Vehicles (ATV&#39;s), Snowmobiles, Lawn Mowers, Tillers, Appliances, etc. All other components of lift system are suitable, as described below, to lift and transport these and many other devices. The terms Load and Motorcycle are equivalent in this document, Load being used in the more generic instances.  
       FIG. 1  includes identification numbers and names of truck parts and Lift System assemblies.  FIGS. 1 through 3 F show Main Frame  4  with Load in Unloaded, Partially Loaded, and Fully Loaded positions.  FIGS. 4, 4A , and  5  provide detail views to enhance the understanding of alignment and clamping features of System. FIGS.  6  thru  11  provide further detail and component identification for assemblies from  FIG. 1 . Part numbering scheme assigns a unique name and number to each component of the five main assemblies starting with Hitch Frame  1  and ending with Cross Bar Clamp  5 . Component parts having multiple references are typically shown only once with respective number.  
      Lift System attaches only to Front Wheel and Tire Assembly  97  and Rear Wheel and Tire Assembly  98 , therefore the size and shape of motorcycle body, engine and frame is not critical and is not depicted. Main Frame  4  is made longer or shorter to fit any motorcycle wheelbase. On all drawings components may be removed or made transparent to provide best possible detail and understanding of primary components in said view.  
      Hitch Frame  1  is a rigid lightweight welded structure welded at all part interfaces as shown in  FIG. 6 . Channel  23  is the structural base for this assembly. Channel  23  contacts truck receiver hitch  10  and supports a majority of Load mass. Tubes  24  are welded flat against wide edge of channel  23  on a plane generally upward and slanting rearward from truck rear bumper. Tubes  25  are welded flat against the wide edge of channel  23  and extend below channel  23 . Tubes  26  are welded to tubes  25  and to the narrow edge of channel  23 . Horizontal spacing between pairs of tubes  25  and  26  is equal to width of truck receiver hitch  10  at its widest point, usually the collar around rear end of receiver hitch  10 . Hex nuts  28 A are welded together then threads are removed to form a bushing surface. Hex nut  28  is welded to front side of one tube  26 . Hex nut  28 A is welded to other tube  26 . Width between hex nuts  28  and  28 A is set to just exceed width of main tube section of truck receiver hitch  10 . Final welded position of hex nuts  28  and  28 A to tubes  26  determine fixed angle of tubes  24 . Required angle for Tube  24  will vary based on key vehicle measurements. Height of receiver hitch  10  from ground and height of truck bed  9  from receiver hitch  10  are of particular importance and vary substantially in today&#39;s truck market.  
      Tubes  20  are welded to tubes  24  and plates  22  are welded to tubes  20 . Bar  21  is welded at right angles to plates  22 . Bar  21  sets flatly on Truck Bed  9  to provide additional rigidity and reduce Load mass acting directly on Receiver Hitch  10 . Angle between tubes  20  and tubes  24  is set such that bar  21  will set flat on to truck bed  9 . Bolt  30  provides one side of a pivotal axis at center of bearing  43 L and Roller Frame  2 . Bolt anchor  31  is made from bolt similar to bolt  30  with a short piece of channel iron welded to head of bolt. Bolt anchor  31  provides other axis point for Roller Frame  2  at center of bearing  43  and also provides anchor for bar  66  part of Winch Assembly  3 . Channels  27  are welded to channel  23  and also welded to tubes  20 . Inside surfaces of channels  27  provide lateral constraint for Roller Frame  2  as it pivots about bolt  30  and bolt anchor  31 .  
      Hitch Frame  1  attaches to outside and top surfaces of truck Receiver Hitch  10 . Hitch Frame  1  fits tight against sides of Receiver Hitch  10 . Hole in hex nut  28  and hex nuts  28 A aligns with hole in Receiver Hitch  10 . Bolt  29  inserts through hex nuts  28 A and through receiver hitch  10 . Hitch Frame  1  is secured to truck receiver hitch  10  when bolt  29  is tightened into hex nut  28 . Designed thusly Hitch Frame  1  is both lightweight and very rigid while remaining highly configurable to fit the plurality of vehicle bed heights and hitch positions seen in today&#39;s market.  
      Roller Frame  2  attaches to Hitch Frame  1  using bolt  30  and bolt anchor  31  as described above. Roller Frame  2  is a ladder design frame the sides of which are formed by tubes  33 . Channel  38  is welded at right angles to tubes  33  near rear of tubes  33 . Heavy wall tube  39  is welded to tube  33  on one side and to channel  38  on one end per  FIG. 7A . Plates  40  are welded to outside of tubes  33  and extend beyond end of tubes  33  to provide lateral constraint for Main Frame and Load. Bolt  41  provides mounting axis for bearing  43 RR and bearing  34 R. Tube  39  is drilled for bolt  41  to pass through and tube  39  acts to stiffen bearing mount and prevent twisting as lifting force is transferred from cable  70  into bearing  34 R. See  FIG. 7A . Each plate  45  is welded to tube  33  with some overlap as shown in  FIG. 7 . Hex nut  46  is welded to plate  45  such that hex-tip of nut  46  will be at same planar position as top surface of bearings  43 ,  43 L,  43 RL and  43 RR. Channel  48  and tube  49  are welded at both ends to plates  45  spaced such that thick hex nut  46  will just fit between them. Hex nut  46  is welded in said position to tube  49  and channel  48  keeping top surfaces of all parts flush. Bolt  51  is placed into washer  50  and bearing  34  and threaded into hex nut  46  until just snug. Hex nut  47  is threaded onto bolt  51  then tightened against hex nut  46  to lock components into said position._Channel  52  is welded to side of tube  33 . Hex nuts  53  are welded to each end of channel  52 . Using the above described design and assembly methods Hitch Frame  2  will be seen as a precision yet inexpensive assembly. Said precision is proven as the top surfaces of bearings  43 ,  43 L,  43 RL and  43 RR are positioned substantially on one plane to provide a stable base for Main Frame  4  with Load to roll across.  
      A unique method is used to attach bearing  43 RL to plates  40  and  37 . Through rigorous testing it is known that hex nut  42  which is a metric M10 nut will press fit into bearing  43 RL and many other bearings having 0.750 inch bore. To mount bearing  43 RL one hex nut  42  is welded at correct position on plate  40 . Another hex nut  42  is welded in correct position to plate  37 . Weld bead may protrude onto surface of hex nut  42  because only about one half of surface width of hex nut  42  will be pressed into bearing  43 RL. Weld may also be applied to inside of nut  42  since nut  42  is only a few millimeters thick and internal threads are not used for this mounting method. A sub-assembly is made from plate  37  with welded on hex nut  42  and pressed on bearing  43 RL. Said sub-assembly is centered over welded on hex nut  42  of plate  40 . Plates  40  and  37  are pressed together with c-clamp or vice until plate  37  contacts tube  33 . Plate  37  is welded to tube  33  and process is complete. Contact occurs only between bore of bearing  43 RL and the six hex-tips of hex nut  42  producing a solid assembly without using excessive press force.  
      Bearings can thusly be affixed in a precise and desired position on any plate or flat steel surface without drilling any hole in the plate or flat steel surface. This method is well suited for roller and conveyor type applications and saves the cost hole drilling through two steel plates, machined bushing, axis bolt, and lock washer. Said bearing attachment method is also used to locate rear bearings  85  on Main Frame  4  as shown in  FIG. 9A . One additional benefit of this assembly method is proven as bars  83  in  FIG. 9A  are positioned closer together than plates  40  and  37  described above. Using this method plates may be positioned from less than 0.5 inches apart to nearly 1.5 inches apart simply by choosing different standard versions of M10 hex. Jam nut  86  affords the thinnest such version. Regular nut  85  is standard width, a thick hex nut not used here is also available all having the same outer diameter. For assemblies as in  FIG. 7A  where bolt is used to hold multiple components on one axis hex nut  42  may have threads removed prior to pressing hex nuts  42  into bearing  43 RR. Used in this manner the hex nuts  42  become a low cost replacement for a more costly precision bushing.  
      The Lift System herein proposed uses the common hex nut to yield additional unique and cost effective assembly methods. Standard assembly method to produce a linkage arm or bracket is to drill two holes in the base steel part having a measured and precise distance between said holes. Lift System herein proposed improves on this standard method for a plurality of applications by positioning two hex nuts at a correct distance apart then welding the base steel part, cut generally to fill the space between nuts, to said hex nuts. Using this method no drilling is required. Hex nuts may be sized to either engage threads of mating fastener or to just slip over mating fastener as in a bushed fit as hex nuts are available in the market having a great variety of thread bore diameters. This method is especially appropriate when said final assembly will be held in place with a threaded fastener, as any looseness of fit is removed when said fastener is tightened. The cost of two hex nuts is generally insignificant and in all cases much below time and effort required to drill two precisely positioned holes through steel base material, Assemblies such as the proposed Lift System have a multitude of interfaces. Efficient design and assembly methods as described above must be protected as the best tool remaining for the individual or small entity builder to provide a cost competitive and attractive final product in today&#39;s market.  
      Winch Assembly  3  includes two simple tubular frames attached to a common hand winch as shown in  FIG. 8 . Hand winch would be purchased and used as a complete unit and breakdown here into component parts does not suggest otherwise. A tubular base is configured per  FIG. 8A  with tubes  64  welded together at one end. At said end also bar  66  is welded to both tubes  64 . Nut  56  is welded to both tubes  64  and nut  65  is welded at free end of each tube  64 . Attachment to winch housing  59  is made using hex bolts  67  and hex nuts  63  completing tubular base. Tube  55  is welded at right angles to each tube  54 . Nut  56  is welded to end of each tube  54  such that outer surface of each nut  56  is flush with outer surface of each tube  54  as shown in  FIG. 8 . At other end of each tube  54  a hole is drilled one inch from end of tube  54  to accept 0.375″ diameter bolt  72 . Bolt  72  is held in place with nut  57 .  
      Winch Assembly  3  is fixed into its operational position as bar  66  is set into channel  31  and bolt  72  is set through hex nuts  56  and  53  after hex nuts  56  are centered outside of hex nuts  53 . Winch Assembly  3  will thusly become part Roller Frame  2  expressly so cable  70  of Winch Assembly  3  will remain in optimal alignment with bearings  34  and  34 R regardless of attitude of Main Frame  4 . This construction is shown in  FIGS. 7 and 7 A. The complete assembly will rotate about axis of bolt  30  and bolt anchor  31 .  
      Referring to  FIG. 9 , Main Frame  4 , a reinforced weldment of substantial stiffness is constructed primarily of lightweight steel tubing. Main Frame  4  has a front end which may be secured or clamped to the truck box cap  8  after the load has been properly positioned in the box. Main Frame  4  also has a rear end where bearings or wheels  84  may be optionally attached. Tubes  73  and  73 R define an upwardly extending portion which provides lateral support for the Load. Tubes  73  and  73 R also defines bottom and outside shape for Main Frame  4 . Tube  75  sets above tube  73  and  73 R and is connected to tube  73  and  73 R by a series of steel bars  76 . Bar  81  is welded vertically at rear or tube  73  connecting tube  73  and tube  75  and also vertically at rear of tube  73 R connecting tube  73 R and tube  75 . Each bar  76  is welded at right angles connecting tubes  75  to  73  on one side, and tubes  75  to  73 R on opposite side. This construction method provides the desirable level of longitudinal stiffness. Two tubes  78  are welded to channel  79  flush at rear and bottom surfaces as shown in  FIG. 9 . Pin  87 R is welded to top of channel  79 . Channel  79  is welded to tube  73 R. Other end of tube  78  is welded to tube  73 . Tubes  78  serve as support for Rear Tire and Wheel  98 . Channel  80  is welded to tube  73 R. Pin  87  is welded to top of channel  80 . Tubes  78  are welded to side of channel  80  flush to front of channel  80 . Other end of tubes  78  is welded to inside of tube  73  to create support for Front Wheel and Tire  97 . Tube  82  is welded to each tube  73  and  73 R and short tubes  77  are also welded to each tube  73  and  73 R at top of each tube  82 . Tube  74  is welded to each tube  73  and  73 R to provide a top crossbar between tubes  73  and  73 R. Thusly constructed, superior stiffness without bulk is provided to all sections of Main Frame  4 .  
      Angle  96 G is welded to each side of Main Frame  4  contacting both tubes  73  an  75  on one side and tubes  73 R and  75  on other side. Bar  94  is welded to each side of each angle  96 G as shown in  FIG. 10 . Main Frame  4  also includes feature to constrain Motorcycle from front to rear and up and down motion. Angle  96 C is welded to both tubes  73  and  82  on one side and to tubes  73 R and  82  on other side. Tube  95  is welded to edge of each angle  96 C. Bar  94  is welded to each side of tube  95 . Tube  95  is sized such that hex bolt  92  will slip into tube  95 . Front Wheel Clamp  93  attaches over wheel surface with bolts  92  and will lock Front Wheel and Tire  97  securely to Main Frame  4 . Thusly Front Wheel and Tire will be constrained after motorcycle is rolled fully forward in Main Frame  4 . Rear Wheel and Tire  98  is laterally constrained also by Rear Tire Guide  89 ; This clamping method prevents side-to-side movement of Tires and Motorcycle within Main Frame  4  during transport. This clamping method fully isolates Load from lifting and pulling stresses as these stresses are applied to and remain within Main Frame  4 , isolating the sensitive component parts of Load from these potentially damaging stresses.  
      Winch Assembly  3  contains adequate length of high strength Steel Cable  70 . Cable  70  has formed end loop  69  for fit to pin  87  and pin  87 R. End loop  69  of cable  70  is formed by attaching crimp sleeve  68  a few inches up from end of cable  70  per  FIG. 8 . Per common practice a hand winch provides two cable wind options: 1) Ratchet-Lock, where Cable  70  is ratcheted inward in short increments and locked against unwinding as handle  61  is rotated and 2) Free-Spool, where Cable  70  unwinds freely with no ratchet action. In Free-Spool mode Cable  70  will unwind without resistance from Winch Assembly  3 . Cable routing path for loading begins at hub  60  of Winch Assembly  3 , continues below washer  50 , around top Bearing  34  then rearward to bearing  34 R between Washers  36  then down between guide nuts  90  over pin  91  through Channel  80  and also through Channel  79 . Cable End Loop  69  fits around Pin  87 R welded to top of channel  79 . See  FIGS. 2A and 2B  for cable routing path for loading operation and  FIGS. 7, 7A , and  8  for component location detail.  
      Winch handle  61  is held in place by bolt  71  and hex nut  58 . Rotation of handle  61  causes pulling force to act through Cable End Loop  69  on to Main Frame  4  at pin  87 R on top of Channel  79 . Main Frame  4  cannot move forward due to contact with bearings  43 RL and  43 RR. Pulling force of cable  70  acts on bottom edge of Pin  91  to pull Main Frame upwards, keeping Main Frame  4  with Load in contact with rear bearings  43 RL and  43 RR.  
      Design of Main Frame  4  supports Load up to 1200 pounds. Main Frame  4  with Load is not raised vertically but pulled against rear bearings  43 RL and  43 RR causing Load mass to be raised with minimal friction as Winch Assembly  3  is operated in Ratchet-Lock mode. As Main Frame  4  and Load move upward only bearings  43 RL and  43 RR are engaged. After about 24 inches of travel the curved lower surface of Main Frame  4  near bottom of Front Tire  97  will pass over bearings  43 RL and  43 RR. At this point the direction of travel for Main Frame  4  with Load will become less vertical and follow generally along the plane created by top surfaces of bearings  43 ,  43 L,  43 RR and  43 RL. Continuing operation of Winch Assembly  3  will move Main Frame and Load to the position shown in  FIG. 2 . Soon thereafter the ground engaging bearings  84  will lift from ground plane. Main Frame  4  with Load will be completely supported and aligned by Roller Frame  2  and Hitch Frame  1  as shown in  FIG. 3E .  
      Continuing operation of Winch Assembly  3  will cause mass of Main Frame  4  with Load to become forward biased and pivot downward about the pivot axis created by bolt  30  and bolt anchor  31 . Main Frame  4  with Load will then move downward and contact truck bed  9 . Roller Frame  2  is held generally parallel to Main Frame  4  due to contact between bottom surface of Main Frame  4  and top edge of hex nuts  46  as hex nuts  46  are attached forward of pivot axis of bearings  43  and  43 L. Once Main Frame  4  with Load is in contact with and parallel to truck bed  9  the winching effort is much reduced. Pulling action up the incline ceases and Main Frame  4  with load move smoothly along horizontal and corrugated surface of truck bed  9 . Continued winching will cause Main Frame  4  with Load to engage two guide Bolts  113  part of Cross Bar Clamp  5 . Bolts  113  align into tubes  77 . Threaded end of Bolts  113  receive Nuts  102  to complete the Loading Process. See  FIGS. 4, 11  and  11 A for added detail. Four distinct positions in the loading sequence are shown in  FIGS. 3C through 3F .  
      Cross Bar Clamp  5  is a weldment with included features to attach to Truck Box  6  at four central contact points and two perimeter contact points and lock Main Frame  4  with Load in a substantially fixed position on truck bed  9 . Cross Bar Clamp  5  includes a non-movable portion (the bar), and a movable portion (the clamp). Each half of Cross Bar Clamp  5  is configured thusly: flat bars  100  are welded to long tube  99  forming a shallow angle between them. Front ends of bars  100  are butt welded to channel  104 . Tube  103  is welded to channel  104  and functions to engage the rear top edge of truck box cap  8 , See  FIGS. 11 and 11 A. Lower bar  100  is welded to flat side of channel  106  and hex nut  109  is welded to top of channel  106  to connect the two bars  100  on each side. Hex nut  107  is welded at each side to channel  106 . Hole in hex nut  107  is sized such that no thread engagement will occur to bolt  113 . Hex nut  107  will thusly provide a very low cost and therefore preferred method to locate and constrain bolt  113  during clamping process. Hole is drilled near outer end of each tube  99  to accept hex bolt  112 .  
      The clamp mechanism of Cross Bar Clamp  5  consists of channel  110  welded near bottom of and at right angle to each vertical channel  105 . Hex nut  108  is welded to top of each channel  105 . A clamp is thusly defined which pulls against rear edge of truck box cap  8  as hex bolts  113  are tightened into hex nuts  108 . Plates  101  engage truck box pocket  7  on each side of truck box  6 . Prevailing torque type hex nut  111  is welded to each plate  101 . As Bolt  112  is rotated into hex nut  111  plate  101  will rotate freely only 90 degrees at which point widest surface of Plate  101  contacts narrow opening dimension of truck box pocket  7  preventing further rotation. Plate  101  also engages beneath metal upper edge of truck box pocket  7 . Continuing to tighten Bolt  112  locks both ends of Bed Brace  5  tight into truck box pockets  7  and truck box  6 . Fastened thusly Bed Brace  5  provides front-to-rear, side-to-side, and top-to-bottom constraint and insures Main Frame  4  with Load remain tightly clamped and stable during transport. For unusually long Motorcycles such as custom or chopper designs an additional tower clamp  114  is installed after loading as shown in  FIG. 3 .  
      Main Frame  4  is constructed primarily of welded steel tubing to provide high strength at lowest weight. Tire and Wheel assemblies  97  and  98  support mass of Load during lift just as they do when Load is at rest. Since Front Tire and Wheel  97  and Rear Tire and Wheel  98  are held in position in Main Frame  4 , Motorcycle suspension components do not have to be drawn down or compressed as is required with Tie-down strap systems frequently used in Motorcycle transport. The Motorcycle&#39;s internal suspension components may remain active during transport allowing sprung mass of Motorcycle to float up and down as road bumps are encountered.  
      Design of said lift system allows insertion of Standard 2 inch square trailer ball hitch inside truck receiver hitch  10 . Trailer ball hitch is held in place by bolt  29  and nut  28 . With Main Frame  4  and Load secured on Truck Bed  9  the substantial distance between truck receiver hitch  10  and bottom of Main Frame  4  allows unhindered access to receiver hitch  10 . This design feature enables a camper, boat, or many types of trailers to be coupled to truck and transported at the same time Main Frame  4  with Load is transported.  
      Lift System as defined above incorporates basic principals of the inclined Plane then adds numerous enhancements. Main Frame  4  with Load is not lifted vertically or positioned to be hanging free as seen in pedestal type lifts in the market. This Lift System causes Main Frame  4  with Load to remain in constant contact with guiding and rolling mechanisms. Rolling interface is provided initially by bearings  43 RL and  43 RR and finally by contact with four bearings  43 , 43 L,  43 RL and  43 RR. Guide function is caused initially through proximity position of plates  40  of Roller Frame  2  and subsequently by proximity position of channels  27  and plates  22  of Hitch Frame  1 . Using these and other efficiently designed and fabricated components and connection methods provides a product with a level of alignment and stability previously not seen in the art. Another advantage of said Lift System is the reduced operator supplied cranking force required to rotate winch handle  61  when compared to any vertical lift mechanism moving the same mass from ground level to truck bed level.  
      The invention may further be described as a Lift System to Load, Transport, and Unload Objects weighing up to 1200 pounds from a starting position at or near ground level up to the elevation of a Truck bed comprising a substantially rigid frame that connects to Load holding Load generally vertical and isolating Load from pulling and lifting stresses during loading and transport, and a ramp mechanism which connects to vehicle using standardized vehicle mounted receiver type hitch attaches at such position as to not overstress any vehicle component during loading provides a pivotal axis for the rigid frame with Load allows usage of trailer hitch and ball for pulling other trailer, aligns and supports said rigid frame with Load as rigid frame with Load is pulled along the defined loading path on low friction ball type bearings from starting to final position by operation of Manual Winch device and a clamping system adequate to constrain rigid frame and Load in the forward position on truck bed during transport, whereby as few as one operators will conduct complete and efficient Loading, Clamping, and Unloading functions without need for or use of additional or external clamping or tie-down mechanisms.  
      The invention may further be described as a Lift System wherein the manually operated Cable Winch is replaced by an Electric powered Cable Winch.  
      The invention may further be described as a Lift System wherein the manually operated Cable Winch is replaced by an hydraulically powered cable Winch.  
      The invention may further be described as a Lift System wherein no Winch of any sort would be used resulting in a lower cost Lift System but requiring additional Operators to slide Main Frame  4  with Load up into truck and back down off truck.  
      The invention may further be described as a Lift System wherein Main Frame  4  includes a hinge mechanism near center of Frame with detachable fasteners at bottom connection points and permanent fasteners at top hinge points as shown in  FIGS. 12, 12A ,  13 , and  13 A. Thusly configured Frame can be folded to approximately one-half its original length to simplify storage when not in use.  
      The invention may further be described as a Lift System wherein Main Frame  4  includes an extension feature allowing Main Frame  4  to extend to full length for use and compress for storage inside truck or elsewhere when not in use.  
      The invention may further be described as a Lift System wherein the wall thickness of tubular components is increased in conjunction with adding gussets to stiffen welded joints to handle loads above 1200 pounds.  
      The invention may further be described as a Lift System wherein the lifted and transported object is rolled into Main Frame  4  and loaded onto the truck “rear wheel first,” in order to position Front Wheel and Tire near rear edge of Truck bed.  
      The invention may further be described as a Lift System wherein an additional Tire and Wheel clamp such as the clamp illustrated in  FIG. 3  is added to improve stability during transport of extra-long objects such as Custom or Chopper type Motorcycles.  
      The invention may further be described as a Lift System wherein an additional Tire and Wheel clamp such as the Tower Clamp  114  illustrated in  FIG. 3  is added to improve stability during transport of standard or custom length Motorcycle or other Load placed on short box truck where part of Load protrudes beyond edge of truck bed.  
      The invention may further be described as a Lift System wherein the extra-s long object would be lifted and transported “rear wheel first,” in order to position Front Wheel and Tire out beyond rear edge of truck bed.  
      The invention may further be described as a Lift System wherein ramp mechanism connects to vehicle by method other than standardized vehicle mounted trailer hitch. Examples would include nuts and bolts, welding, etc.  
      The invention may further be described as a Lift System wherein rigid frame with Load moves along the defined loading path on low friction surfaces other than ball bearings.  
      The invention may further be described as a Lift System wherein major components or assemblies are stamped from steel using process such as progressive die suitable for higher volume of production.  
      The invention may further be described as a Lift System wherein ramp mechanism is lengthened substantially so that Main Frame  4  and Load could be manually pushed up ramp and on to truck bed.  
      The invention may further be described as a Lift System wherein Main Frame  4  would include a caster wheel at each corner to allow rolling Main Frame  4  with Load easily in any direction for storage inside garage or other building.  
     OPERATION OF INVENTION—FIGS.  1  THRU  5 —PREFERRED EMBODIMENT  
      A preferred embodiment of this lift and transport system includes all hardware required to lift a two-wheeled Motorcycle or similar Load from ground level to the bed of a Truck and securely fasten said Motorcycle to Truck Bed  9  for transport. Motorcycle loading process or the lifting from ground level to truck bed, will be described in detail below. Motorcycle unloading or lowering process will be described only where it differs from loading process.  
      Main Frame  4  is set to a position where front edges of tubes  73  and  73 R contact bearings  43 RL and  43 RR respectively. Cable end loop  69  part of Winch Assembly  3  is attached to pin  87 R. Winch handle  61  is rotated to take up cable slack and pull Main Frame  4  tight against two bearings  43 RL and  43 RR. Motorcycle is rolled or driven onto Main Frame  4 . Front wheel and tire  97  rolls against bars  94  and is held firm. Front wheel and tire  97  is clamped securely by installing Front wheel clamp  93  and tightening bolts  92 .  
      Operation of Winch Assembly  3  lifts front end of Main Frame  4  with Load. Continued operation of Winch Assembly  3  rolls Main Frame  4  with Load along bearings  43 RL and  43 RR, bearings  43  and  43 L and finally up to surface of Truck Bed  9 . Lastly Main Frame  4  engages bolts  113  of Cross Bar Clamp  5 . Hex nuts  102  are installed and tightened, completing the loading process. Winch Handle  61  is rotated one or two more clicks of ratchet mechanism to pull Cable taut during transport.  
      Motorcycle is now clamped and secure and will not move appreciably in any direction during transport. No additional strapping or tie-down of motorcycle is needed. After motorcycle has been transported to destination, hex nuts  102  are removed from bolts  113  allowing Main Frame  4  to be moved rearward. Winch Handle  61  is rotated slightly and Winch Assembly  3  is set to Free-Wheel position so Cable end loop  69  is free to be removed from rear Pin  87 R on Main Frame  4 . Cable  70  is routed for unloading per  FIGS. 3A and 3B . Cable  70  is set beneath washer  50  and around rear side of bearing  34  then forward up through Channel  80 . Cable end loop  69  is now set over front pin  87 . Winch Assembly  3  is set to Ratchet-Lock position. Operation of Winch Assembly  3  will now pull Main Frame  4  with Load backwards toward rear of truck bed  9 . Above described position is shown in  FIG. 3A . Cable routing path for above described position is shown in  FIG. 3B .  
      As Main Frame  4  with Load approach the balanced front-to-rear or free-to-pivot position, rotation of Winch Handle  61  is halted. Winch Assembly  3  is set to free-wheel position to remove cable  70  from pin  87 . Cable End Loop  69  is placed back per initial routing and re-attached over rear Pin  87 R on top of Channel  79 . Winch Assembly  3  is set to Ratchet-Lock position and rotated as needed to remove slack from cable. Operator grasps rear of Main Frame  4  with Load and applies a slight downward force causing Main Frame  4  with Load and Roller Frame  2  to pivot downward at axis of bearings  43  and  43 L until contacting surface of Hitch Frame  1 . As Cable slack tightens Main Frame  4  with Load will roll slightly downward and be held fast by tight cable. The unique and functional design of this system allows Winch Assembly  3  to pivot on same axis as Roller Frame  2  and Main Frame  4 . This feature keeps cable  70  taut during operation and prevents jerking or pinching of cable  70  as Main Frame  4  with Load changes attitudes during the loading process. Winch Handle  49  is rotated slightly and held tight as Winch Assembly  3  is set to Free-Wheel position. Main Frame  4  with Load is lowered by controlled operation of Winch Handle  49 . Bearings  84  contact ground first causing Main Frame  4  with Load to continue rolling rearward until all of bottom surface of Main Frame  4  rests on ground. Motorcycle is detached from Main Frame  4  and is ready for use.  
      While the invention has been described with reference to an exemplary embodiment, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the invention. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the invention without departing from the essential scope thereof. Therefore, it is intended that the invention not be limited to the particular embodiment disclosed as the best mode contemplated for carrying out this invention, but that the invention will include all embodiments falling within the scope of the appended claims.