Pivoting Wheel Grid for Variable Track Width Towing
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Solution Overview
Problem
Existing wheel grids struggle to accommodate a wide range of track widths and tire sizes, leading to potential damage or difficulty in towing various vehicles due to design limitations.
Innovation Solution
A wheel grid with adjustable and pivotable components, including L-arms and crossbar ends, that can rotate into stowed positions to fit different vehicle sizes, and features like spring-extended crossbar ends and removable wheel brace members to ensure safe and effective towing.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If the wheel grid uses fixed-length crossbar and L-arm components, then the structure is simple and easy to manufacture, but it cannot accommodate a wide range of track widths and tire sizes
Solution Approach 1:
The wheel grid employs rotatable L-arms that can pivot between engaged and stowed positions, and spring-extended crossbar ends that dynamically adjust to different vehicle configurations. This dynamic capability allows the same structure to accommodate various track widths and tire sizes without requiring multiple fixed-size components.
Solution Approach 2:
The wheel grid is divided into separable components including removable wheel brace members and modular L-arms. This segmentation allows the components to be independently positioned and configured for different vehicle types, enhancing adaptability while maintaining manufacturing simplicity for each individual component.
2Adaptability or versatility
If the L-arm extends far from the crossbar to reach wide track vehicles, then it can engage larger vehicles, but it may contact and damage the undercarriage during rotation
Solution Approach 1:
The L-arms are designed to rotate dynamically from an engaged position to a stowed position beneath the crossbar. This rotational movement allows the L-arms to reach wide track vehicles when engaged, then retract safely underneath the crossbar during towing, eliminating undercarriage contact risks.
Solution Approach 2:
The L-arms are positioned to nest beneath the crossbar when in the stowed position. This nesting arrangement allows the L-arms to extend outward for vehicle engagement while retracting into the space under the crossbar during towing, preventing contact with the towed vehicle's undercarriage.
3Adaptability or versatility
If the crossbar end is fixed and rigid, then the manufacturing is simple, but it cannot adjust to different tire sizes and may cause damage
Solution Approach 1:
The crossbar ends are equipped with springs that allow them to extend and retract dynamically. This spring mechanism enables the crossbar ends to adapt to different tire sizes by flexing and extending as needed, while the manufacturing remains relatively simple as it only requires adding spring components to standard crossbar ends.
Data Source
AI summary
A wheel grid includes a crossbar configured to be coupled to a main boom of a wheel lift tow vehicle and a first L-arm rotatably coupled to the crossbar at a first pivot point. The first L-arm includes a first extension member and a first wheel brace member. The first wheel brace member is configured to engage a first tire of a towed vehicle when the first L-arm is in an engaged position. The wheel grid further includes a first crossbar end coupled to a first side of the crossbar. The first L-arm is configured to rotate from the engaged position into a stowed position in which the first wheel brace member contacts and displaces the first crossbar end.