AU2003100982A4 - Trailer configuration and tipping system - Google Patents

Description

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TITLE

"TRAILER CONFIGURATION AND TIPPING SYSTEM" FIELD OF THE INVENTION The present invention relates to semitrailers and methods, systems and arrangements for reversibly connecting a semitrailer to a drive unit, truck or other trailer.

In particular the invention relates to a modified trailer for connection to a first trailer or truck having adaptations to facilitate operation and, in particular, tipping.

BACKGROUND OF THE INVENTION The use of prime mover and semitrailer combinations in trucks is ubiquitous in industry and essential to the conduct of commercial activities in virtually every country.

The application of this means of road transport extends to industries including transport of earth, rubble, grain, coal and a host of other materials.

The most capital intensive component in a commercial vehicle is the driving unit such as the prime mover of a semitrailer combination. In a non-articulated vehicle, this cost can include a permanently fixed body, which may be adapted for tipping.

It is known to attach a second trailer in operative connection to the back of first trailer. This arrangement may be referred to as a double road train which is usually taken to refer to a combination of a tractor unit or prime mover and two semitrailers connected in tandem. The trailers may be connected through a converter dolly or dolly which may be an auxiliary axle assembly equipped with a fifth wheel or quick release turn table towed by a semitrailer and supporting the front of and towing another semitrailer. In road trains, a further trailer may be connected to the second trailer and the combination known as a triple road train. A dog trailer is a secondary trailer having front and rear axles to support a load independently of any other structure or vehicle. The dog trailer is connected to the rear of a primary trailer by a double articulated draw bar. The ability to control the dog trailer is less direct than in the case of a semitrailer and as a result, the size of a dog trailer may be limited. Additionally, any dog trailer may be difficult to steer during reversing manoeuvres owing to the dual articulation. In situations where the contents of the primary and dog trailers are tipped for discharge, it is necessary to manoeuvre the dog laterally to a longitudinal axis of the vehicle arrangement to thereby allow emptying of the front or primary tray. If this is not accomplished correctly, discharge of the contents may block the path of the dog trailer and the load of the primary trailer or truck may be dumped onto the draw bar of the second trailer.

One response to carrying loads and providing more direct control has been the development of secondary or following semitrailers which comprise a rear axle or axles and an anterior upper coupler for engaging a fifth wheel on a primary or forward trailer.

The upper coupler may be understood to refer to a load bearing surface on the underside of the front of the semitrailer which rests on the fifth wheel of a tractor or on a trailer and has a downward protruding king pin which may be captured by the locking jaws of the fifth wheel. The fifth wheel in turn is a coupling device attached to a tractor or trailer, which supports the front of a semitrailer and locks it to the tractor or trailer. The fifth wheel centre is designed to accept a trailer's kingpin around which the trailers and tractor pivot in turn while providing considerable control advantages. It has been the practice to place the fifth wheel on the centre line of the vehicle and between paired or triple rear axles. To provide access to the fifth wheel, clear space is created by terminating the body considerably forward of the last axle or axles of the truck or primary trailer. In operation it is necessary to disconnect the second trailer from the primary trailer for unloading the contents by tipping.

One sophisticated advance has been the development of a sliding chassis for selective positioning of hitching gear relative to the body or bin of the primary trailer. The chassis may be extended for connection of the rearward or secondary semitrailer. After disconnection of the secondary semitrailer, the chassis may be retracted for emptying the primary trailer. This avoids the problem of tipping contents of the primary trailer onto the hitching gear. This development, while effective, is clearly expensive, time consuming and still requires disconnection of the secondary trailer prior to emptying. Additionally, because of the load distribution in this system it has been found necessary to maintain the volume of the primary semitrailer at a smaller level than that of the secondary semitrailer.

It would be of advantage to provide a system which allowed for a semitrailer coupling between a secondary trailer and primary trailer or truck while also providing the ability for discharge of contents from both the truck or primary trailer and second trailer without disconnection of either.

-3- The reference to any prior art in this specification is not, and should not be taken as, an acknowledgment or any form of suggestion that that prior art forms part of the common general knowledge in any country.

SUMMARY OF THE INVENTION Throughout this specification, unless the context requires otherwise, the word "comprise", or variations such as "comprises" or "comprising", will be understood to imply the inclusion of a stated element or integer or group of elements or integers but not the exclusion of any other element or integer or group of elements or integers.

In one form, although not necessarily the broadest form, the invention resides in a trailer combination comprising: a truck or first trailer, said truck or first trailer including a first coupling element positioned rearwardly in a recess between the first trailer or truck body and an axle of a rearmost axle assembly of the first trailer or truck; and a secondary semitrailer, said secondary semitrailer including a second coupling element engageable with the first coupling element, the second coupling element located anteriorly on a chassis extension member extending forwardly of a body of the secondary semitrailer.

The truck and first trailer and second trailer are preferably adapted to discharge their loads by tipping through elevation of their respective body or bin. The first trailer is preferably a semitrailer. The term "semitrailer" includes a trailer of the type designed and used with a motor vehicle and which has some part of its own weight and that of its load rest on or carried by another vehicle.

The first coupling element may be a fifth wheel. The fifth wheel may be positioned centrally of the rearmost axle assembly.

Most preferably, the body of the first semitrailer or truck has an anteriorly raked tailgate and surrounds. In this regard, "raked" means at an angle to a longitudinal axis of the truck or first semitrailer, where the angle is less than 90 degrees. Reference to the raked tailgate may include a reference to the surrounding structure such as side walls also being substantially correspondingly raked. The anteriorly raked tailgate may be operable for movement between closed and open positions. The tailgate may be operable through use of one or more mechanical operator means. The mechanical operator means is preferably a fluid operated means. The fluid operative means may be at least one pneumatic ram or hydraulic ram or combination thereof.

Switch control means may be provided for operating the mechanical operator means. Preferably the switch control means is located in the cabin of a prime mover or the truck. The switch control means be in signal connection with lifting control means for tipping the body of the truck, trailer or semitrailer and adapted to prevent elevation or lowering of the body unless the tailgate is open.

The chassis extension member may be formed integrally with the chassis of the secondary semitrailer. Alternatively, the chassis extension member may be engaged with the chassis of the secondary semitrailer. The chassis extension member may be formed as an A-frame draw bar. The second coupling element may be a kingpin. The extension member may extend forward of the body in the range of 1900-2300 millimetres.

The anterior rake of the tailgate and supporting structure is preferably between 55-85 degrees but may be any suitable angle less than 90 degrees.

In a further aspect, the invention resides in a first semitrailer or truck as described above.

In yet a further aspect the invention resides in a second or secondary semitrailer formed as described above. The second or secondary semitrailer may be adapted at its back end to accept and engage yet another rear semitrailer. That is, a coupling means, preferably in the form of a ring feeder coupling may provide a connection onto a dog type trailer.

In still a further aspect, the invention may reside in a method of producing a tipping trailer, semitrailer or truck, said method including the steps of: forming a recess between a rearward portion of a body of the semitrailer or truck and a rearmost axle assembly of the trailer, semitrailer or truck; and positioning a coupling element in the recess and adapted to receive a corresponding coupling element from a semitrailer.

The method preferably further includes the step of forming a tailgate of a body of the semitrailer with an anteriorly raked orientation. The rear portion of the body is preferably also anteriorly raked in complementary fashion to correspond with the tailgate.

In a further aspect, the invention resides in a method for forming a semitrailer for towing, said method comprising the steps of: providing a chassis with an anteriorly extending chassis member wherein the chassis member extends anteriorly of a body of the semitrailer; and forming a coupling element towards the front of the anteriorly extending chassis member and adapted to engage a complementary coupling member on a towing truck, prime mover or semitrailer.

The anteriorly extending chassis member is preferably dimensioned to allow tipping of a body or bin on a truck or trailer directly ahead. The truck or trailer may have an anteriorly raked tailgate. The chassis member may extend forward of the body or bin in the range of 1900-2300 millimetres.

In still a further aspect, the invention resides in a method of hitching a semitrailer rig, said method comprising the steps of: hitching a first trailer to a prime mover; supporting a secondary semitrailer on extendable legs; aligning a fifth wheel of the first trailer with a kingpin of the second semitrailer, wherein the first trailer has its fifth wheel positioned in a recess between a rear axle assembly and a body of the first trailer and the kingpin of the second semitrailer is positioned anteriorly on an extension member extending forwardly of a body of the second semitrailer. The first trailer and the semitrailer are preferably configured to allow tipping of the trailer when the semitrailer is directly behind the trailer. The first semitrailer may have an anteriorly raked tailgate. The extension member may extend forward in the range of 1900-2300 millimetres.

BRIEF DESCRIPTION OF THE DRAWINGS Figures 1A to 1E show side views of prior art trailer arrangements and an arrangement of the present invention.

Figure 2 is a perspective view of the rear of a modified primary trailer.

Figure 3 is a side view of the rear tailgate arrangement of a primary trailer or truck.

Figure 4 is a side view of the secondary trailer hitched to the primary trailer or truck.

Figure 5 is a side view of the arrangement of the invention showing the tipping operation of the primary trailer or truck when all vehicles are in line.

Figure 6 is a top view of the arrangement of Figure 5 when jack knifed.

DETAILED DESCRIPTION OF THE DRAWINGS Figure 1A shows a truck 10 with a tipping body 11 engaged with a tipping dog trailer 12 which has anterior tandem axles 13. The anterior tandem axles 13 are rotatably engaged with the body 14 of the dog trailer 12 through ball race turntable The dog trailer and its load are further supported by rear tandem axles 16.

The dog trailer 12 is connected to the rear of the truck by draw bar 17 and a quick hitch coupling with pin 18. A hoist well 19 is shown in hidden outline in the truck and trailer. This arrangement provides a dual articulation as the ball race turntable 15 and coupling 18 both provide points where components of the system may move relative to each other.

Figure IB shows a standard B double unit 20 comprising a prime mover 21, a primary, forward or anterior semitrailer 22 and a secondary or rear semitrailer 23. As is apparent in this view, the load carrying bin in the form of body 24 of the primary trailer 22 terminates considerably forward of the rear tandem axle and wheel assembly 26. This is necessary to provide space for coupling of the secondary semitrailer 23 to the fifth wheel 27 of the primary semitrailer 22. A problem that arises in this arrangement is that the secondary or rear semitrailer 23 must be disconnected for discharging of the load in the bin 24 or else the latter may hit the bin of the secondary trailer 23 during elevation. Further, the contents of the bin 24 may be discharged over the connection area and rear tandem axle assembly 26.

One response to the problems of the arrangement of Figure lB is shown in Figure ID wherein a sliding chassis 28 is provided with a quick release turntable coupling or fifth wheel 29.

The rear trailer 30 is shown connected to the forward trailer 31. Once the rear trailer 30 is disconnected, the sliding chassis 28 may be retracted so that the wheels are positioned as shown in outline 32 thereby avoiding any problems during discharge of the contents of the forward trailer 31. Although reasonably effective it is still necessary to disconnect the rear trailer 30 prior to emptying the forward trailer 31 and also retract the chassis for emptying. It is then necessary to reverse all the above steps to reattach the components of the rig.

Figure lE shows a semitrailer 42 adapted for use in the arrangement of Figure 1D. The tandem axle and wheel assembly 43 slides along the chassis 44 anteriorly to thereby retract and clear the rear end of the body of the trailer 42. Weight in this case is also supported by extended legs Figure IC shows an arrangement of the present invention. The prime mover 21 is again connected to a primary tipping trailer 33 which has been adapted for engagement with the secondary trailer 34. The primary trailer 33 has a recess 35 formed between the body 36 and the rear wheel and axle assembly 37. A quick release turn table 38 is located centrally above the rear wheel and axle assembly 37 for coupling with an extension member 39 extending from and integrally formed with the chassis 40 of the secondary trailer 34.

The rear tail gate 41 of the primary trailer 33 is raked anteriorly which facilitates operation of the front trailer 33 during tipping operations as described in more detail below. Both the primary and secondary trailers are built to discharge their loads.

Referring to Figure 2 there is seen a perspective view of the rear of the modified primary trailer or truck. A recess 46 is formed as a cut out in a chassis beam rail 47 and accommodates quick release turntable coupling or fifth wheel 48 which accepts a rear trailer connection. The tailgate 49 is raked anteriorly. The angle of rake is preferably in the range of 55-85 degrees although other angles may be suitable. Provision of the raked tailgate facilitates clearance of the body of a following or secondary trailer.

This permits the drawbar or chassis extension of the second or secondary trailer to be refined in length to provide the necessary stability in travel and other operations. The length of the chassis extension member or drawbar may be raised to co-operate with the angle of rake chosen and thereby provide the preferred operation of tipping of the primary trailer while the secondary trailer is directly behind. The length/angle relationship may be easily determined and varied by a person skilled in the field. The angle is selected to provide clearance in operation so that the top of the tailgate and the tailgate when opened clear the rear trailer. A top hinge bar for the tailgate 50 is provided, as is a bottom hinge pin 51. This basic connection mechanism provides considerable advantages and may be used more widely than in tipping arrangements. It may for example be used in refrigerated vans, Pantechs, flat bed assemblies and other applications known to a skilled addressee.

Figure 3 shows the rear tailgate arrangement in operation wherein the tailgate 49 is mechanically operated and rotated to an open position. The tailgate and its connection to the body are adapted to provide clearance of the discharge opening of the body and are configured to clear the following trailer. Mechanical activation is provided by fluid actuator means which in this case is a hydraulic ram 52 fed and operated using hydraulic hoses 53. It is clear to a skilled addressee that a pneumatic ram or a mechanically rotated hand operated device may also be used. However, there is an advantage in efficiency and ease of effort by using machine-operated methods. Control of the hydraulic ram 52 is preferably located in a cabin of a truck or prime mover. It is also preferred that circuitry is provided which prevents elevation of the primary trailer body 36 unless the tailgate 49 is positioned in an open disposition as shown. Opening movement of tailgate 49 is demonstrated by arrow 54.

Figure 4 shows primary trailer or truck 33 and secondary trailer 34 hitched together. The tailgate 49 is closed thereby shutting off the body of first trailer or truck 33.

An extension member 55 is provided projecting forwardly of the chassis 56 of the second trailer 34. The extension member provides a clearance zone between the rear of the first trailer or truck 33 and the front of the body 36 of the second trailer 34. In a preferred embodiment, the extension member 55 is formed integrally with the chassis 56. It is also clear to a skilled addressee that the extension member 55 may be bolted, welded or otherwise suitably attached to the chassis 56. The extension member 55 may be formed in any suitable shape or configuration. It may be a single substantially planar, solid member or alternatively may be formed as an A-frame or other suitable shape. Positioned towards the front of the extension member 55 is a trailer kingpin 57 which is located at the centre of the rear semitrailer's 34 upper coupler and is captured by the locking jaws of the fifth wheel to attach the rear trailer 34 to the forward trailer 33. Landing gear or support legs are shown in an extended position thereby taking the anterior load of the rear trailer 34 and allowing coupling of the two trailers. The fifth wheel 62 is shown centred over axle 58 which in turn supports wheel 59 shown in outline to demonstrate the suspension mechanism utilised. In this case, an air ride suspension supports the load on an air filled rubber bag 60 which is supplied with compressed air by an engine driven air compressor and reservoir tanks. The bag is in operative connection with pivot arm 61.

Figure 5 shows a side view of a prime mover 71 coupled with a primary semitrailer 72 and secondary semitrailer 73. This view shows the body 74 of the primary semitrailer 72 in outline in horizontal position and also when tipped with the tailgate 49 open. As is apparent in this view, tipping can occur for rear end discharge of load even while the rear trailer 73 is connected. Movement of the tailgate to an open position prevents it contacting the anterior of the body of the trailer 73. Likewise the rake angle on the rear of the body 74 of the primary trailer 72 prevents the top of the rear of the body 74 from contacting the rear trailer 73 and provides greater clearance for the tailgate 49. This adaptation is particularly suited to pit dumping but may also be used with flowable materials which will not block the passage of the rear trailer 73. The hoist 81 is shown in extended position for tilting the body 74.

Figure 6 is a top view of the arrangement of Figure 5 wherein the rear trailer 73 is jack knifed. The kingpins 82, 83 of both the forward trailer 72 and rear trailer 73 respectively, are highlighted to indicate the points of articulation between the relative components of the system. The rear trailer may be adapted to receive a further rearward trailer in the same manner described herein.

Although particular emphasis has been placed on the use of the trailer with the prime mover, it should be noted that a truck may also be adapted to receive a rear semitrailer in like fashion. In this specification, a truck may include a vehicle which carries cargo in a body mounted to its chassis rather than on a trailer towed by the vehicle.

There are numerous advantages both in operation and in safety in the present invention. It provides a significant level of control of the rear trailer in operation and also facilitates discharge of the contents of the trailers without the need for prolonged procedures involving disconnection of trailers or potential damage between forward and rear tipping trailers. If the forward and rear trailers are of different capacity, the owner of the prime mover may choose a trailer size as appropriate for any intended job and simply hitch up the preferred size vehicle for operation. Under the statutory regime of many jurisdictions, the present arrangement allows for extra tonnage being safety transported and in compliance with regulations. The extra tonnage may be as much as 5 tonnes or up to of the present allowable loads when using a dog trailer.

The present arrangement also causes an even distribution of weight throughout the support elements of the vehicle assembly.

The invention provides a serviceable, flexible and highly efficient means of carrying loads in heavy vehicles.

Throughout the specification the aim has been to describe the preferred embodiments of the invention without limiting the invention to any one embodiment or specific collection of features. Those of skill in the art will therefore appreciate that, in light of the instant disclosure, various modifications and changes can be made in the particular embodiments exemplified without departing from the scope of the present invention. All such modifications and changes are intended to be included within the scope of the appendant claims.

Claims (4)

1. A truck/trailer or trailer/trailer combination comprising: a truck or first trailer, said truck or first trailer adapted for tipping its load through a tailgate and including a first coupling element positioned towards the rear of the truck or first trailer; and a semitrailer, which is attached to the truck or first trailer, the semitrailer including a second coupling element releasably engaged with the first coupling element, the second coupling element located anteriorly on a chassis extension member extending forwardly of a body of the semitrailer; wherein the tailgate is anteriorly raked.

2. The combination of claim 1 wherein the first coupling element is a fifth wheel arrangement located substantially in a recess between a body of the truck or first trailer and an axle of a rear most axle assembly and the chassis extension member extends forwardly in the range of 1900-2300 millimetres.

3. The combination of claim 1 or claim 2 wherein the tail gate is raked at an angle in the range of 55-85 degrees to a longitudinal axis of the truck or first trailer.

4. A truck or trailer for use with an attachable semitrailer, the truck or trailer adapted for emptying its load by tipping and having an anteriorly raked tailgate and connection means for releasably engaging the attachable semitrailer, the connection means positioned, at least in part, beneath a load carrying body of the truck or first trailer. A semitrailer for attachment to a truck or another trailer, the semitrailer having a coupling element for engaging a corresponding coupling element on the truck or the trailer wherein the coupling element is located on a chassis extension member extending forwardly of a body of the semitrailer and of sufficient length to allow opening of an anteriorly raked tailgate and tipping of a body of the truck or other trailer. DATED this first day of December 2003. Lusty EMS Pty Ltd by DAVIES COLLISION CAVE Patent Attorneys for the Applicant