AU2007202666A1 - Connection for trailer - Google Patents
Connection for trailer Download PDFInfo
- Publication number
- AU2007202666A1 AU2007202666A1 AU2007202666A AU2007202666A AU2007202666A1 AU 2007202666 A1 AU2007202666 A1 AU 2007202666A1 AU 2007202666 A AU2007202666 A AU 2007202666A AU 2007202666 A AU2007202666 A AU 2007202666A AU 2007202666 A1 AU2007202666 A1 AU 2007202666A1
- Authority
- AU
- Australia
- Prior art keywords
- prong
- trailer
- chassis
- assembly
- sleeve
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Landscapes
- Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)
Description
1
AUSTRALIA
Patents Act 1990 MATHEWS CIVIL AND ASPHALT PTY LTD COMPLETE SPECIFICATION STANDARD PATENT Invention Title.
Connection for trailer The following statement is a full description of this invention including the best method of performing it known to us:- 2 "Connection for trailer"
;Z
00 Cross Reference to Related Applications O The present application is a divisional of International patent application No PCT/AU2005/001707 claiming priority from Australian Provisional Patent No S2004906431 filed 9 November 2004, the content of which is incorporated herein by \reference and also claims priority from Australian Provisional Patent No 2006903256, O filed 16 June 2006, the content of which is also incorporated herein by reference.
Field of the Invention This invention relates to a connection for a trailer.
Background of the Invention In Australia, and particularly in outback areas, it is common for a single rig to pull two trailers. The lead or tailer is mounted on a turntable to the rig and the second or trailer is mounted on a turntable so that it can rotate relative to the "A" trailer.
The problem with such an arrangement, is that the trailer travels very close behind the trailer, so in the case of say refrigerated vans where the van is loaded from the rear, access to the rear of the van for loading the trailer is very limited. In order to provide better access to the for loading it is necessary to unhitch the "B" trailer, which, with existing systems, is a complicated, time consuming and consequently, relatively expensive process.
It is an object of the present invention to address or at least alleviate the problems of the prior art as discussed above.
Any discussion of documents, acts, materials, devices, articles or the like which has been included in the present specification is solely for the purpose of providing a context for the present invention. It is not to be taken as an admission that any or all of these matters form part of the prior art base or were common general knowledge in the field relevant to the present invention as it existed before the priority date of each claim of this application.
Summary of the Invention According to a first aspect of the present invention, there is provided a releasable connection means for connecting a second trailer to a first trailer comprising: 3 a female sub-assembly, in the form of a tapering sleeve having an open end for ;receiving a prong and means for mounting the sub-assembly in the chassis of a trailer; 0 a male sub-assembly including a chassis defining a turnplate for attachment of the second trailer thereto mounted on top of the chassis, and including a prong having a relatively wider end proximal to the chassis and a narrower distal end extending away Ifrom the chassis configured for insertion in the sleeve defined by the female sub- Iassembly; Owherein the tapering prong defines a longitudinal axis and defines a first wear surface at or adjacent its wider end and a second wear surface spaced apart from the first wear surface and located at or near the distal end of the prong; and wherein the prong defines a slot extending transverse to its longitudinal axis for receiving a locking pin; and at least one locking pin for rigidly locking the prong inside the sleeve and preventing movement of the prong relative to the sleeve.
The advantage of the present invention is that the prong may be removed from the slot to separate the second trailer from the rear of the lead trailer thereby allowing access to the rear of the lead trailer. This enhances the loading/unloading capabilities of lead trailers by forklift or the like, an allows easier unloading by means of rear tipping.
Typically, the prong tapers from a relatively wider end at the chassis to a relatively narrower free end which defines one or more apertures for receiving a locking pin. In like manner the slot tapers from a relatively wider open end to a relatively narrower, typically closed, end which defines one or more apertures for receiving the locking pin, thereby locking the prong in the slot.
Typically, the prong has a generally rectangular cross-section and tapers in height and width, and the slot likewise has a generally rectangular cross-section and tapers in height and width.
It is preferred that the prong defines wear surfaces at each end, said wear surfaces having a slope of from about 12 to 180.
when the locking pin is inserted and held in the apertures the prong and slot may be secured together by means of a spring loaded ram operated by compressed air acting on the pin.
In a related aspect the present invention provides a vehicle and trailer assembly comprising: a prime mover defining a first turnplate; a lead trailer having a chassis mounted on the first turnplate; O4 a female sub-assembly in the form of a tapering sleeve having an open end for ;receiving a prong fitted in the chassis of the lead trailer at the rear of the trailer; 00 a male sub-assembly including a chassis defining a second turnplate for attachment of a second trailer thereto mounted on top of the chassis, and including a prong having a relatively wider end proximal to the chassis and a narrower distal end IDextending away from the chassis configured for insertion in the sleeve defined by the Ifemale sub-assembly; Owherein the tapering prong defines a longitudinal axis and defines a first wear surface at or adjacent its wider proximal end and a second wear surface spaced apart from the first wear surface and located at or near the distal end of the prong; and wherein the prong defines a slot extending transverse to its longitudinal axis for receiving a locking pin; at least one locking pin rigidly locking the prong inside the sleeve and preventing movement of the prong relative to the sleeve; and a second trailer mounted on the second turnplate of the male sub-assembly.
The present invention may also be used for towing a single trailer behind a nonarticulated truck having a fixed body, thus in a further aspect, there is provided a vehicle and trailer assembly comprising: a non-articulated truck having a chassis; a female sub-assembly in the form of a tapering sleeve having an open end for receiving a prong fitted in the chassis of the rear end of the truck; a male sub-assembly including a chassis defining a turnplate for attachment of a trailer thereto mounted on top of the chassis, and including a prong having a relatively wider end proximal to the chassis and a narrower distal end extending away from the chassis configured for insertion in the sleeve defined by the female sub-assembly; wherein the tapering prong defines a longitudinal axis and defines a first wear surface at or adjacent its wider proximal end and a second wear surface spaced apart from the first wear surface and located at or near the distal end of the prong; and wherein the prong defines a slot extending transverse to its longitudinal axis for receiving a locking pin; at least one locking pin rigidly locking the prong inside the sleeve and preventing movement of the prong relative to the sleeve; and and a trailer mounted on the turnplate of the male sub-assembly.
In a further aspect of the present invention, there is provided a releasable connection means for connecting a second trailer to a first trailer comprising: a female sub-assembly, the female sub-assembly defining a slot for receiving a ;prong and means for mounting the sub-assembly in the chassis of a trailer; 00 a male sub-assembly including a chassis defining at least one axle and a O turnplate for attachment of the second trailer thereto mounted on top of the chassis, and including a prong extending away from the chassis for insertion in the slot of the IDfemale sub-assembly wherein the prong includes a transverse pivot which extends IDparallel to the axle to allow the prong to pivot relative to the chassis; and Slocking means for locking the prong inside the slot preventing relative movement of the same.
The transverse pivot allows relative vertical movement only between the trailer (N and second trailer. This allows the connection to better absorb vibrations bumps and the like caused by uneven road surfaces and allows the assembled road train to carry more weight.
The particular mechanism forming the pivot is not critical. In one embodiment a simple greased steel pin or shaft and metal bush could be used. Alternatively, a pivot pin or shaft could be mounted in rubber.
Brief Description of the Drawings Specific embodiments of the present invention will now be described by way of example only and with reference to the accompanying drawings in which: Figure 1 illustrates a double trailer arrangement comprising a rig or tractor unit, an trailer and a trailer; Figure 2 is a schematic drawing of the rear of an trailer with a first embodiment of a hitch connection means attached; Figure 3 shows the hitch connection means of Figure 2 disconnected from the trailer; Figure 4 shows a rig with the trailer disconnected from the trailer illustrating improved access to the rear of the trailer enabling tipping from the "A" trailer; Figure 5 is a plan view of male and female components of the first embodiment of the hitch connection; Figure 6 is a side elevation of male and female components of the embodiment of the hitch connection; and Figure 7 shows a side view of a variant of the hitch connection means of Figures 1 to6.
6 Detailed Description of a Preferred Embodiment ;Referring to the drawings, Figure 1 shows a prime mover I 1 defining a turnplate 12 on which a lead or A" trailer is mounted. The prime mover and trailer assembly 00 12 on which a lead or trailer is mounted. The prime mover and trailer assembly Salso includes a trailer 16 which is mounted to a turnplate 18 which forms part of a rigid hitch connection means 20 embodying the present invention.
IND With reference to Figures 2 and 3 the connection means 20 comprises a male IDsub-assembly 22 and a female sub-assembly 24. The female sub-assembly fits inside (Ni Sthe chassis 26 of the trailer 14, and is locked in position by a pair of pins 27, described (Ni in more detail below.
The male sub-assembly includes a chassis 28 supported on a pair of axles and (N wheels 30. The turnplate 18 for attachment of a trailer is mounted on top of the chassis 28. An elongate prong 32 extends away from the chassis 28 and defines a slot 34 at one end. The prong is insertable into the female sub-assembly 24 fitted inside the chassis of the trailer.
Figures 5 and 6 show the male and female elements in more detail in plan and elevation, respectively.
One, relatively wider, end 35 of the prong 32 is welded to the chassis 28. The prong has a generally rectangular cross-section which tapers in both height and width from the wider end 35 to a narrower free end 36. The ends 34 and 36 define wear surfaces which have a slope of about 12 to 18'. The male element is welded to the chassis 26 defines two contact areas/wear surfaces at the base and tip of the male prong, 38 and 40 respectively, each having a 12 to 180 slope, but which could be varied. The wear surfaces function is to resist damage to the prong as it is inserted and removed from the female sub-assembly.
The female sub-assembly 24 comprises a tapered slot having a rectangular cross-section which sized and configured to receive the prong 32 in a relatively close fit, defining a relatively wider open end 42 and a, relatively narrower, closed end 44. A mounting flange 44 is welded the wider end 42 of the tapered slot. Two tubes 46 extend away from the relatively narrower end 44 at the end of which mounting plates 48 are located. The mounting plates/flanges 44, 48 are used for mounting the female sub-assembly to the chassis 26.
Also illustrated in Figures 5 and 6 are two round pins 50 having tapered flats 52 which are used to lock the prong 32 inside the slot 40 and which passes through holes 27 in the slot and 34 in the prong. Typically a spring loaded air ram 54 will be used to hold the pin in place.
7
O
In use the female sub-assembly is first fitted inside the chassis at the rear of the ;lead or trailer and welded in place as shown in Figure 3. The prong 32 of the male 0sub-assembly is then inserted in the female subassembly of the trailer and locked by means of the locking pins passing through the slots 34 in the tip of the prong and 27 in the slot. Once locked the connection is rigid and strong enough to pull a trailer Ivia the turnplate 18. The locking pins an then be simply removed to allow the separation of the trailer from the trailer by removal of the prong from the slot Seasy access to the rear of the trailer. Figure 4 illustrates the separation of a "B" Strailer from a lead trailer to allow rear tipping of the lead trailer.
Figure 7 illustrates a variant of the connection means shown in Figures 1 to 6, in which a transverse pivot axis 34 is defined at one end of the prong 32. The axis is parallel to the axles of the chassis and allows the prong to rotate in the directions A and A' about the axis and hence allows the trailer being towed to move in the vertical plane only relative to the trailer behind which it is towed.
The particular mechanism forming the pivot is not critical. In one embodiment a simple greased steel pin or shaft and metal bush could be used. Alternatively, a pivot pin or shaft could be mounted in a rubber bush which would have the advantage of reducing the need for greasing/lubrication.
The pivot 34 allows the trailer being towed to move in the vertical plane only relative to the trailer behind which it is towed. This in turn allows the trailer to carry more weight, improves performance particularly on uneven surfaces and the pivoting or twisting about the pivot helps reduce wear and tear by dissipating forces due to bumps and the like.
It will be appreciated that the connection means of the present invention could also be used between a second and third trailer of a road train, and between a nonarticulated truck towing a trailer.
It will be appreciated by persons skilled in the art that numerous variations and/or modifications may be made to the invention as shown in the specific embodiments without departing from the spirit or scope of the invention as broadly described. The present embodiments are, therefore, to be considered in all respects as illustrative and not restrictive.
Claims (12)
1. A releasable connection means for connecting a second trailer to a first trailer 0comprising: a female sub-assembly, in the form of a tapering sleeve having an open end for receiving a prong and means for mounting the sub-assembly in the chassis of a trailer; a male sub-assembly including a chassis defining a turnplate for attachment of the second trailer thereto mounted on top of the chassis, and including a prong having a Srelatively wider end proximal to the chassis and a narrower distal end extending away from the chassis configured for insertion in the sleeve defined by the female sub- assembly; wherein the tapering prong defines a longitudinal axis and defines a first wear surface at or adjacent its wider end and a second wear surface spaced apart from the first wear surface and located at or near the distal end of the prong; and wherein the prong defines a slot extending transverse to its longitudinal axis for receiving a locking pin; and at least one locking pin for rigidly locking the prong inside the sleeve and preventing movement of the prong relative to the sleeve.
2. A releasable connection means as claimed in claim I wherein the prong has a generally rectangular cross-section and tapers in height and width and wherein the first and second wear surfaces extend around the prong.
3. A releasable connection means as claimed in claim 2 wherein the sleeve has a generally rectangular cross-section and tapers in height and width.
4. A releasable connection means as claimed in any preceding claim wherein the locking pin is inserted and held in the apertures securing the prong and slot together by means of a spring loaded ram operated by compressed air.
5. A releasable connection means as claimed in any preceding claim wherein the first wear surface slope at an angle of 12 to 18 degrees relative to the longitudinal axis of the prong.
6. A releasable connection means as claimed in any preceding claim wherein the second wear surface slopes at an angle of 12 to 18 degrees relative to the longitudinal axis of the prong. 9 O O
7. A releasable connection means as claimed in any preceding claim wherein the 00 locking pins define tapered flats.
8. A releasable connection means as claimed in any preceding claim wherein the Iprong includes a transverse pivot which extends parallel to the axle to allow the prong Ito pivot relative to the chassis
9. A vehicle and trailer assembly comprising: a prime mover defining a first turnplate; a lead trailer having a chassis mounted on the first turnplate; a female sub-assembly in the form of a tapering sleeve having an open end for receiving a prong fitted in the chassis of the lead trailer at the rear of the trailer; a male sub-assembly including a chassis defining a second turnplate for attachment of a second trailer thereto mounted on top of the chassis, and including a prong having a relatively wider end proximal to the chassis and a narrower distal end extending away from the chassis configured for insertion in the sleeve defined by the female sub-assembly; wherein the tapering prong defines a longitudinal axis and defines a first wear surface at or adjacent its wider proximal end and a second wear surface spaced apart from the first wear surface and located at or near the distal end of the prong; and wherein the prong defines a slot extending transverse to its longitudinal axis for receiving a locking pin; at least one locking pin rigidly locking the prong inside the sleeve and preventing movement of the prong relative to the sleeve; and a second trailer mounted on the second turnplate of the male sub-assembly.
A vehicle and trailer assembly as claimed in claim 9 wherein the prong includes a transverse pivot which extends parallel to the axle to allow the prong to pivot relative to the chassis
11. A vehicle and trailer assembly comprising: a non-articulated truck having a chassis; a female sub-assembly in the form of a tapering sleeve having an open end for receiving a prong fitted in the chassis of the rear end of the truck; a male sub-assembly including a chassis defining a turnplate for attachment of a ;trailer thereto mounted on top of the chassis, and including a prong having a relatively 00 wider end proximal to the chassis and a narrower distal end extending away from the chassis configured for insertion in the sleeve defined by the female sub-assembly; wherein the tapering prong defines a longitudinal axis and defines a first wear IOsurface at or adjacent its wider proximal end and a second wear surface spaced apart ~from the first wear surface and located at or near the distal end of the prong; (Ni INO from the first wear surface and located at or near the distal end of the prong; and wherein the prong defines a slot extending transverse to its longitudinal axis for receiving a locking pin; at least one locking pin rigidly locking the prong inside the sleeve and preventing movement of the prong relative to the sleeve; and and a trailer mounted on the turnplate of the male sub-assembly.
12. A vehicle and trailer assembly as claimed in claim 11 wherein the prong includes a transverse pivot which extends parallel to the axle to allow the prong to pivot relative to the chassis DATED this eighth day of June 2007 Mathews Civil and Asphalt Pty Ltd Patent Attorneys for the Applicant: F.B. RICE CO.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| AU2007202666A AU2007202666A1 (en) | 2004-11-09 | 2007-06-08 | Connection for trailer |
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| AU2004906431 | 2004-11-09 | ||
| AU2006903256 | 2006-06-16 | ||
| AU2006903256A AU2006903256A0 (en) | 2006-06-16 | Improvements in connections for trailers | |
| AU2007202666A AU2007202666A1 (en) | 2004-11-09 | 2007-06-08 | Connection for trailer |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| PCT/AU2005/001707 Division WO2006050558A1 (en) | 2004-11-09 | 2005-11-08 | Connection for trailer |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| AU2007202666A1 true AU2007202666A1 (en) | 2007-07-05 |
Family
ID=38283815
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| AU2007202666A Abandoned AU2007202666A1 (en) | 2004-11-09 | 2007-06-08 | Connection for trailer |
Country Status (1)
| Country | Link |
|---|---|
| AU (1) | AU2007202666A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114379915A (en) * | 2020-10-02 | 2022-04-22 | 丰田自动车株式会社 | Conveyance system, conveyance method, and computer-readable storage medium |
-
2007
- 2007-06-08 AU AU2007202666A patent/AU2007202666A1/en not_active Abandoned
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114379915A (en) * | 2020-10-02 | 2022-04-22 | 丰田自动车株式会社 | Conveyance system, conveyance method, and computer-readable storage medium |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US8191914B2 (en) | Roll coupling trailer hitch assembly | |
| US7490846B2 (en) | Self-adjusting fifth wheel trailer hitch | |
| US7967321B2 (en) | Roll coupling trailer hitch assembly | |
| US7188857B2 (en) | Transformable utility/ATV trailer | |
| US9290071B2 (en) | Coupler assembly | |
| US5806870A (en) | Utility vehicle having two pivotable chassis | |
| US5240273A (en) | Tow bar for a trailer | |
| US4049289A (en) | Composite automotive vehicle, components thereof, and a method of constructing and using the same | |
| US8430419B2 (en) | Vehicle coupling device | |
| CA2590448C (en) | Gooseneck coupler having an anti-rattle device | |
| US7984816B2 (en) | Load stabilizer for an automobile | |
| AU2007202666A1 (en) | Connection for trailer | |
| DE102006022567A1 (en) | Wood transport vehicle e.g. truck-trailer combination, has traction system exhibiting loading surface with associated supporting frame, and tractable rear axle arranged behind non-tractable driven rear axle | |
| US4288091A (en) | Apparatus for coupling a tractor, a dump trailer and a dump truck | |
| US6203046B1 (en) | Adaptor structure for towing a trailer having a pintle eye behind a truck having a fifth wheel mount | |
| US20080258430A1 (en) | Connection for Trailer | |
| US20050158161A1 (en) | Wheel-lift device with tongue for towing vehicles -(3) | |
| CN2830212Y (en) | Farm trailer | |
| US8505656B1 (en) | Automotive hauling system | |
| US20130147158A1 (en) | Implement Hitch With Ring and Clevis | |
| US20060087100A1 (en) | Gooseneck trailer hitch | |
| US20080042399A1 (en) | Towable trailer assembly | |
| AU2009201870B2 (en) | Vehicle coupling device | |
| US7192045B2 (en) | Fifth wheel trailer hitch | |
| US20230018310A1 (en) | Multideck trailer |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MK4 | Application lapsed section 142(2)(d) - no continuation fee paid for the application |