AU2013273645B2 - A wheel handling arrangement for a vehicle - Google Patents

Abstract

A wheel handling arrangement for a vehicle comprising: a support member assembly comprising: a mounting arrangement for mounting to a vehicle, and; a support member, a first part thereof coupled to the mounting arrangement; a wheel support formation, for supporting at least one wheel thereon, coupled to a second part of the support member; wherein the wheel support formation is moveable, by movement of at least the support member, between a stowed position on the vehicle and a deployment position; and wherein the movement of the support member for moving the wheel support formation between the stowed position and the deployment position comprises movement from a first position in which it is inclined steeply upwards from the mounting arrangement to a second position in which at least the second part of the support member is lower than it is in said first position. FIG. 21 FOR PUBLICATION rDJ rD ra rW

Description

AWHEEL HANDLING ARRANGEMENT FOR A VEHICLE

FIELD

The present disclosure relates to a wheel handling arrangement for a vehicle. The disclosure also relates to a vehicle including a wheel handling arrangement.

The present disclosure relates especially, but not exclusively, to a spare wheel handling arrangement for a heavy load carrying vehicle such as a semi-trailer and it will therefore be convenient to present the disclosure herein with reference to this example vehicle. However, at the same time it must be recognized that the present disclosure is capable of broader application. For example the present disclosure has potential application to many other types of vehicles having wheels.

DEFINITIONS in this specification the term “wheel” is to be interpreted broadly as including a wheel hub in combination with a fitted tyre.

In this specification the term “vehicle” shall be understood to refer to a vehicle for travelling over a support surface and having ground engaging wheels, and to include both towed vehicles, such as trailers and dollies, and vehicles which include an engine to provide motive power.

In this specification the term “comprises” and its variations, such as “comprising” and “comprised of” is used throughout in an inclusive sense and not to the exclusion of any additional features.

BACKGROUND A semi-trailer, in use, may be connected to a prime mover in a way that permits the trailer to articulate relative to the prime mover.

The trailer includes multiple pairs of wheels operatively mounted on a plurality of wheel axles that are located along the trailer somewhat towards the rear thereof. The wheels comprise a wheel hub and a pneumatic tyre mounted on the hub. It will readily be appreciated that a pneumatic tyre is capable of being damaged and rendered unsuitable for use during travel of the vehicle along a road. It is therefore necessary to carry several spare tyres on the semi-trailer.

The trailer may have a load deck comprising a planar main load region and a goose neck region that is forward of the main load region and is raised relative to the main load region. The goose neck region may support a fifth wheel coupling, which projects downward there from for mounting the trailer to the prime mover.

One or more spare wheels of a semi-trailer may be mounted on the gooseneck region of the trailer. The semi-trailer may have a passive stand or rack within which the spare wheels, or on which the spare wheels, are mounted. in use, if one of the wheels in service which is operatively mounted on a wheel axle becomes damaged, for example if the tyre is punctured or blows out, then it may need to be replaced by the driver of the semi-trailer on the road. Often this might occur when the tyre suffers a puncture or a blow out. It will be appreciated that a driver of a semi-trailer often travels alone and will therefore have to perform this task alone on the road without the assistance of another person.

To replace a damaged tyre with one of the spare tyres on the stand or rack on the raised gooseneck region, the driver must manually lower a spare wheel from the gooseneck region. The driver must then replace the damaged wheel with the spare and iift the damaged wheel back on to the gooseneck region for storage until the vehicle returns to base and the wheel can be repaired. A spare wheel typically weighs of the order of 40kg and further the goose neck is raised quite high off the ground. Accordingly it will readily be understood that lowering or raising a wheel from or onto its stowage position on the gooseneck is a demanding physical activity and requires the driver to have a considerable amount of physical strength. Furthermore, in some instances trailer wheels can be presented in pairs, with a weight of around 80kg, which presents an even more challenging task.

It will therefore be understood that unloading a spare wheel and then returning a damaged wheel to a rack or stand on the gooseneck is a difficult and effort-intensive operation. Each wheel is heavy and needs to be manually lifted and/or lowered through quite a considerable height, with good control, and without any assistance.

It will readily be appreciated that a driver performing this physical task will require considerable strength and also some experience and ability in manoeuvring the replacement wheel off the rack and onto the ground and the replaced wheel up onto the rack. There is a risk of injury in performing such strenuous operations. Further, changing of wheels may need to be performed at the side of a busy road, where a challenging task may reduce the driver’s awareness of nearby moving vehicles, and where a dropped wheel, which may bounce or roll uncontrolled, may present a danger to other road users. Accordingly there is also an occupational health and safety imperative to improve the practices of lowering and lifting heavy tyres in this situation.

Clearly therefore it would be advantageous if a contrivance or arrangement could be devised to assist the lowering and lifting of wheels when a wheel needs to be replaced with a spare wheel, particularly on a heavy vehicle.

SUMMARY

According to a first aspect of the disclosure, there is provided a wheel handling arrangement for a vehicle comprising: a support member assembly comprising: a mounting arrangement for mounting to a vehicle, and a support member, a first part thereof coupled to the mounting arrangement; a wheel support formation, for supporting at least one wheel thereon and configured to support the at least one wheel in a substantially vertical configuration and the axis of rotation of each wheel substantially transverse to the longitudinal direction (front to rear) of the vehicle and the wheel support formation is coupled to a second part of the support member; wherein the wheel support formation is moveable, by movement of at least the support member, between a stowed position on the vehicle in which the support member is inclined steeply upwards from the mounting arrangement and the wheel support formation hangs from the second part of the support member and a deployment position; wherein the movement of the support member for moving the wheel support formation between the stowed position and the deployment position comprises movement from the stowed position in a plane substantially transverse to the longitudinal direction of a vehicle to which the wheel handling arrangement is mounted to the deployment position in which at least the second part of the support member is lower than it is in said stowed position and lower than the first part of the support member and the wheel(s) are in light contact with, or closely adjacent the ground.

In an embodiment, the support member may be coupled to the mounting arrangement by a rotatable coupling so that the support member can move relative to the mounting arrangement by rotation about a substantially horizontal axis that in use is substantially parallel to a longitudinal direction of the vehicle.

In an embodiment, the coupling of the wheel support formation to the second part of the support member may comprise a rotatable coupling so that the wheel support formation can move relative to the support member by rotation about a substantially horizontal axis that in use is substantially parallel to a longitudinal (front to rear) direction of the vehicle and the centre of gravity of the wheel support formation remains substantially beneath the rotatable coupling whilst the support arm moves between the stowage and the deployment positions.

In an embodiment, the wheel support formation may comprise a wheel support member that is elongate and extends generally parallel to the longitudinal axis of the vehicle.

In an embodiment, the wheel support member may have a thickness which is smaller than its length in the direction of elongation, so that the wheel support member is generally plate-like.

In an embodiment, the wheel support member may comprise at least one upstanding projecting portion for rotational coupling to the second part of the support member.

In an embodiment, the wheel support formation may comprise two or more pairs of wheel attachment arrangements, and each pair of wheel attachment arrangements comprises a wheel attachment arrangement on a first side of the wheel support formation and a wheel attachment arrangement on a second side of the wheel support formation.

In an embodiment, at least two wheel attachment arrangements may be spaced on the wheel support formation to provide an accommodating space, between respective wheels attached thereto, which in use can accommodate at least part of a support member therein.

In an embodiment, the at least one wheel attachment arrangement may comprise a hub portion for fitting into a central aperture of a wheel.

In an embodiment, the support member may be shaped so that a region thereof at least partially defines a space, below where the wheel support formation is coupled to the second part of the support member, for accommodating the wheel support formation in at least the stowed position.

In an embodiment the wheel handling arrangement may comprise a support member assembly that comprises a plurality of support members including two spaced apart support members.

In an embodiment, the two spaced apart support members may be spaced apart sufficiently to accommodate therebetween a wheel to be handled by the wheel handling arrangement.

In an embodiment, each of the two spaced apart support members may be coupled at a first part thereof to the mounting arrangement and the two spaced apart support members may be arranged so that, in use, they are spaced apart in a longitudinal direction of a vehicle to which the wheel handling arrangement is mounted. in an embodiment, each of the two spaced apart support members may be coupled to the mounting arrangement for movement relative to the mounting arrangement by rotation about a substantially horizontal axis and the axes of rotation of the two spaced apart support members are co-axial.

In an embodiment, the support member assembly may comprise a plurality of pairs of support members.

In an embodiment, the wheel handling arrangement may comprise a support member restraining arrangement for restraining at least one support member against substantial inadvertent movement.

In an embodiment, the wheel handling arrangement may comprise a wheel support formation restraining arrangement for restraining movement of the wheel support formation against substantial inadvertent movement relative to the support arrangement.

In an embodiment, the wheel handling arrangement may further comprise a raising and lowering arrangement for moving the wheel support formation between the stowage and deployment positions, the raising and lowering arrangement comprising a powered actuator.

In a further aspect, there is disclosed a vehicle comprising a wheel handling arrangement for a vehicle in accordance with present disclosure.

The vehicle may be a semi-trailer with a main load region and a gooseneck region adjacent the front of the main load region and a wheel handling arrangement is mounted on both sides of the gooseneck region.

In accordance with a further aspect of the present disclosure there is provided a wheel handling arrangement for a vehicle comprising: a support member assembly comprising: a mounting arrangement for mounting to a vehicle, and; a support member, a first part thereof coupled to the mounting arrangement; a wheel support formation, for supporting at least one wheel thereon, coupled to a second part of the support member; wherein the wheel support formation is moveable, by movement of at least the support member, between a stowed position on the vehicle and a deployment position; and wherein the movement of the support member for moving the wheel support formation between the stowed position and the deployment position comprises movement from a first position in which it is inclined steeply upwards from the mounting arrangement to a second position in which at least the second part of the support member is lower than it is in said first position.

In an embodiment, the movement of the support member between the first position and the second position comprises rotation about a substantially horizontal axis.

In an embodiment the first position is the stowed position.

In an embodiment the first position is a position through which the support member moves when moving between the stowed position and the deployment position.

In an embodiment, in the first position said support member is inclined upwards from the mounting arrangement at an angle of greater than 45 degrees.

In an embodiment, in the first position said support member is inclined upwards from the mounting arrangement at an angle of greater than 60 degrees.

In an embodiment, in the first position said support member is inclined upwards from the mounting arrangement at an angle of greater than 70 degrees.

In an embodiment, in the first position said support member is inclined upwards from the mounting arrangement at an angle of greater than 80 degrees.

In an embodiment, the inclination of the support member in the first position comprises the inclination of a line which passes through the first and second parts of the support member.

In an embodiment the support member is coupled to the mounting arrangement so that the support member can move relative to the mounting arrangement by rotation about a substantially horizontal axis.

In an embodiment the support member is adapted to move from the stowed position to the deployment position by rotation about a substantially horizontal axis.

In an embodiment the substantially horizontal axis is, in use, substantially parallel to a longitudinal (front to rear) direction of the vehicle.

In an embodiment the support member is coupled to the mounting arrangement by a rotatable coupling.

In an embodiment the rotatable coupling comprises a bush and a pin provided at least partially within the bush.

In an embodiment the pin is substantially horizontal in use.

In an embodiment the pin is mounted to the mounting arrangement so that the pin is adapted to be substantially horizontal when the mounting arrangement is mounted to a vehicle for use.

In an embodiment the support member is adapted to move in a plane substantially transverse to the longitudinal direction of a vehicle to which the wheel handling arrangement is mounted.

In an embodiment, in the deployment position the support arm is inclined downwardly from the mounting arrangement.

In an embodiment the support member is shaped so that a region thereof at least partially defines a space, below where the wheel support formation is coupled to the second part of the support member, for accommodating the wheel support formation in at least the stowed position.

In an embodiment a region of the support member which at least partially defines the space for accommodating the wheel support formation, comprises a part of the support member which is spaced from a straight line which extends between where the first part of the support member is coupled to the mounting arrangement and where the second part of the support member is coupled to the wheel support formation.

In an embodiment the mounting arrangement comprises one or more brackets.

In an embodiment the apparatus comprises a support member restraining arrangement for restraining at least one support member against substantial inadvertent movement.

In an embodiment the support member restraining arrangement is for restraining at least one support member against substantial inadvertent departure from the stowage position. The support member restraining arrangement may be distinct from any actuator used to actuate movement of the support member(s) and may act to restraining at least one support member against substantial inadvertent movement even in the event of failure any such actuators. The support member restraining arrangement may comprise one or more straps, moveable metal bars, locking pins, catch arrangements, or any other suitable restraining or locking arrangement.

In an embodiment the apparatus comprises a wheel support formation restraining arrangement for restraining movement of the wheel support formation against substantial inadvertent movement relative to the support arrangement.

In an embodiment the wheel support formation restraining arrangement is for restraining movement of the wheel support formation against substantial inadvertent movement relative to the support arrangement, when the support arrangement is in a stowage position, for example during transit. The wheel support formation restraining arrangement may comprise one or more straps, moveable metal bars, locking pins, catch arrangements, or any other suitable restraining or locking arrangement.

In an embodiment the support member assembly comprises a plurality of support members.

In an embodiment said plurality of support members comprises two spaced apart support members. in an embodiment the two spaced apart support members are spaced apart sufficiently to accommodate therebetween a wheel to be handled by the wheel handling arrangement.

In an embodiment the two spaced apart support members are spaced apart by a distance greater than the diameter of a wheel to be handled by the wheel handling arrangement.

In an embodiment each of the two spaced apart support members is coupled at a first part thereof to the mounting arrangement.

In an embodiment the first parts of the two spaced apart support members are arranged so that, in use, they are spaced apart in a longitudinal direction of a vehicle to which the wheel handling arrangement is mounted.

In an embodiment each of the two spaced apart support members is coupled to the mounting arrangement for movement relative to the mounting arrangement by rotation about a substantially horizontal axis.

In an embodiment the axes of rotation of the two spaced apart support members are co-axial.

In an embodiment the mounting arrangement comprises a plurality of brackets.

In an embodiment said plurality of brackets comprises two spaced apart brackets.

In an embodiment the two spaced apart brackets are spaced apart by a distance greater than the diameter of a wheel to be handled by the wheel handling arrangement.

In an embodiment each of the two spaced apart brackets is coupled by a rotatable coupling to at least one support member.

In an embodiment the mounting arrangement comprises two spaced apart rotatable couplings, each for coupling at least one support member to at least one bracket.

In an embodiment the two spaced apart rotatable couplings are spaced apart sufficiently to allow a wheel, to be handled by the wheel handling arrangement, to be accommodated therebetween respective support members coupled to the two, respective, spaced apart rotatable couplings.

The support member assembly may comprise more than two spaced apart support members, mutually spaced apart by a distance greater than the diameter of a wheel to be handled by the wheel handling arrangement.

The support member assembly may comprise more than two spaced apart brackets, mutually spaced apart by a distance greater than the diameter of a wheel to be handled by the wheel handling arrangement.

The support member assembly may comprise more than two spaced apart rotatable couplings.

The support member assembly may comprise a plurality of pairs of support members.

In an embodiment the wheel support formation comprises one or more wheel attachment arrangements for attaching wheels thereto.

In an embodiment the wheel support formation comprises at least one wheel attachment arrangement on a first side thereof and at least one wheel attachment arrangement on a second side thereof.

In an embodiment the wheel support formation comprises two or more pairs of wheel attachment arrangements,

In an embodiment the each pair of wheel attachment arrangements comprises a wheel attachment arrangement on a first side of the wheel support formation and a wheel attachment arrangement on a second side of the wheel support formation.

In an embodiment at least two wheel attachment arrangements are spaced on the wheel support formation to provide an accommodating space, between respective wheels attached thereto, which in use can accommodate at least part of a support member therein.

In an embodiment at least three wheel attachment arrangements are spaced on the wheel support formation to provide two or more accommodating spaces, each accommodating space being provided, in use, between two wheels attached to respective wheel attachment arrangements, and each accommodating space being for accommodating at least part of a support member arm therein.

In an embodiment the coupling of the wheel support formation to the second part of the support member allows the wheel support formation to hang from the support member assembly.

In an embodiment the coupling of the wheel support formation to the second part of the support member comprises a rotatable coupling.

In an embodiment the rotatable coupling is adapted to allow relative rotation between the wheel support formation and the support member about a substantially horizontal axis.

In an embodiment the coupling of the wheel support formation to the support member assembly comprises two or more rotatable couplings. In an embodiment each of two or more rotatable couplings is adapted to couple part of the wheel support formation to at least one support member.

In an embodiment each rotatable coupling is adapted to allow relative rotation between the wheel support formation and a part of the wheel support formation coupled thereto, about a substantially horizontal axis.

In an embodiment the horizontal axes of the two or more rotatable couplings are substantially horizontal in use.

In an embodiment the horizontal axes of the two or more rotatable couplings are substantially coaxial in use.

In an embodiment the wheel support formation comprises a wheel support member.

In an embodiment wheel support member is elongate, and extends generally parallel to the longitudinal axis of the vehicle.

In an embodiment wheel support member comprises a wheel support plate.

In an embodiment the wheel support formation comprises at least one coupling portion, for coupling to a support arm.

In an embodiment the at least one coupling portion comprises at least one upwardly extending coupling portion, for coupling to a support arm.

In an embodiment the at least one coupling portion comprises at least one coupling portion of the wheel support member.

In an embodiment the at least one coupling portion of the wheel support member comprises at least one upwardly projecting portion of the wheel support member.

In an embodiment the wheel handling arrangement is adapted to allow wheels to be moved from the stowage position on a vehicle to a wheel unloading surface (e.g. the ground), without any substantial movement of the wheel support formation in the longitudinal direction of the vehicle.

In an embodiment the wheel handling arrangement is adapted to allow wheels to be moved from the stowage position on a vehicle to a wheel unloading surface (e.g. the ground), whilst maintaining wheels mounted on the wheel support formation in a substantially vertical orientation (i.e. with the wheel axis in a substantially horizontal orientation). In an embodiment this provides flexibility regarding the height of unloading surface, since the wheels will be oriented for unloading irrespective of the height of unloading surface.

In an embodiment the wheel handling arrangement further comprises a raising and lowering arrangement for moving the wheel support formation between the stowage and deployment positions. in an embodiment the raising and lowering arrangement comprises a powered actuator.

In an embodiment the powered actuator comprises a pneumatic actuator.

In an embodiment the powered actuator comprises a hydraulic actuator.

In an embodiment the powered actuator comprises an electric actuator.

In an embodiment the powered actuator comprises an expansible and contractible actuator which is used to control movement of the one or more support members.

The expansible and contractible actuator may be selectively operable between a first condition which causes a raising force to be applied to the one or more support members, and a second condition in which the one or more support members can be lowered to a deployment position. in an embodiment the first condition is a contractive condition.

In an embodiment the second condition is an expansible condition.

In an embodiment the powered actuator comprises a cylinder and piston assembly.

In an embodiment a first part of the powered actuator is adapted to be coupled to a vehicle.

In an embodiment a first part of the powered actuator is adapted to be coupled to a vehicle by an actuator mounting.

In an embodiment the actuator mounting comprises an actuator mounting bracket.

In an embodiment the first part of the powered actuator is coupled to the actuator mounting by a rotatable coupling.

In an embodiment a second part of the powered actuator is adapted to be coupled to the support arm.

In an embodiment a second part of the powered actuator is adapted to be coupled to the support arm.

In an embodiment a second part of the powered actuator is coupled to a raising member.

In an embodiment the raising member is arranged to apply a raising force to at least one support member.

In an embodiment the raising member is coupled to said at least one support member, allowing a raising force applied to the raising member by the actuator to be applied to said at least one support member.

In an embodiment the raising member underlies at least part of said at least one support member, allowing a raising force applied to the raising member by the actuator to be applied to said at least one support member.

In an embodiment the raising member is adapted to at least partially disengage from said at least one support member, to prevent undesired forces from the powered actuator being applied to the at least one support member.

In an embodiment the raising member is adapted to at least partially disengage from said at least one support member when the wheel support formation is in the deployment position.

In an embodiment the raising and lowering arrangement comprises a plurality of powered actuators.

In an embodiment at least two of the plurality of powered actuators are coupled to a raising member.

In an embodiment the raising member is arranged to apply a raising force to at least two support members.

In an embodiment the at least two powered actuators are adapted to be operated together.

According to a second aspect of the present disclosure there is provided a wheel handling arrangement for a vehicle comprising: a support member assembly comprising: a mounting arrangement for mounting to a vehicle, and; a support member, a first part thereof coupled to the mounting arrangement; a wheel support formation, for supporting at least one wheel thereon, coupled to a second part of the support member; wherein the wheel support formation is moveable, by movement of at least the support member, between a stowed position on the vehicle and a deployment position; and wherein the movement of the support member for moving the wheel support formation between the stowed position and the deployment position is rotation about a substantially horizontal axis.

In an embodiment said rotation about a substantially horizontal axis comprises rotation of the support member from a first position in which said support member is inclined steeply upwards from the mounting arrangement to a second position in which at least the second part of the support member is lower than it is in said first position.

According to a third aspect of the present disclosure there is provided a wheel handling arrangement for a vehicle comprising: a support member assembly comprising: a mounting arrangement for mounting to a vehicle, and; a support member, a first part thereof coupled to the mounting arrangement; a wheel support formation, for supporting at least one wheel thereon, coupled to a second part of the support member; wherein the wheel support formation is moveable, by movement of at least the support member, between a stowed position on the vehicle and a deployment position; and wherein the wheel support formation is coupled to the support member to allow pivoting of the wheel support formation, relative to the support member, about a generally horizontal axis.

In an embodiment, movement of the support member for moving the wheel support formation between the stowed position and the deployment position is rotation of the support member about a substantially horizontal axis.

In an embodiment said movement of the support member for moving the wheel support formation between the stowed position and the deployment position comprises rotation of the support member from a first position in which said support member is inclined steeply upwards from the mounting arrangement to a second position in which at least the second part of the support member is lower than it is in said first position.

According to a fourth aspect of the present disclosure there is provided a wheel handling arrangement for a vehicle comprising: a support member assembly comprising: a mounting arrangement for mounting to a vehicle, and; a support member, a first part thereof coupled to the mounting arrangement; a wheel support formation, for supporting at least one wheel thereon, coupled to a second part of the support member; wherein the wheel support formation is moveable, by movement of at least the support member, between a stowed position on the vehicle and a deployment position.

According to a further aspect of the present disclosure there is provided a wheel handling arrangement for a vehicle in accordance with of the fourth aspect, when mounted on a vehicle.

According to a further aspect of the present disclosure there is provided a wheel handling arrangement for a vehicle in accordance with any one or more of the first to third aspects, when mounted on a vehicle.

According to a further aspect of the present disclosure there is provided a vehicle comprising a wheel handling arrangement for a vehicle in accordance with the fourth aspect.

According to a further aspect of the present disclosure there is provided a vehicle comprising a wheel handling arrangement for a vehicle in accordance with any one or more of the first to third aspects.

In an embodiment the vehicle comprises a connection region comprising an arrangement for connecting a trailer to a prime mover.

In an embodiment the connection region comprises a gooseneck region of the vehicle.

In an embodiment the vehicle comprises a main load region and the gooseneck region is raised relative to the main load region.

In an embodiment the main load region comprises a deck suitable for supporting at least part of a cargo.

In an embodiment the main load region comprises a fifth wheel coupling suitable to connecting to a further vehicle. The further vehicle may be a trailer.

In an embodiment the wheel handling arrangement is mounted on the goose neck region, e.g. a side thereof.

In an embodiment the vehicle comprises a fifth wheel coupling.

In an embodiment the wheel handling arrangement is mounted on the vehicle substantially adjacent to and/or above the fifth wheel coupling.

In an embodiment the vehicle comprises a kingpin arrangement for coupling to a further vehicle.

In an embodiment the wheel handling arrangement is mounted on the vehicle substantially adjacent to and/or above the kingpin arrangement.

In an embodiment the vehicle is a heavy goods vehicle.

In an embodiment the vehicle is a trailer.

In an embodiment the vehicle is a dolly.

In an embodiment the vehicle is a semi-trailer.

In an embodiment the vehicle comprises a first wheel handling arrangement for a vehicle in accordance with any one or more of the first to third aspects on a first side thereof and a second wheel handling arrangement for a vehicle in accordance with any one or more of the first to third aspects on a second side thereof.

In an embodiment the wheel handling arrangement is configured such that the length of the support member between the first part and the second part thereof is less than the height of the first part of the support member from the ground.

In an embodiment the wheel handling arrangement is configured such that the maximum combined horizontal length, during use, of the support member and the wheel support formation, is less than the height of the first part of the support member from the ground.

Features disclosed above in relation to any of the above aspects may (except where logic dictates otherwise) be incorporated into any of the other aspects.

BRIEF DESCRIPTION OF THE DRAWINGS

Embodiments will now be described, by way of example only, with reference to the accompanying drawings in which:

Figure 1 is an upper three dimensional view of part of a vehicle, illustrating a preliminary implementation of a spare wheel handling arrangement in accordance with one embodiment mounted on the vehicle, showing the spare wheel handling arrangement and spare wheels in a deployed position;

Figures 2(a), 2(b), 2(c) and 2(d) illustrate movement of the spare wheel handling arrangement, and the spare wheels, of Figure 1, from a deployed position 2(a), through first and second intermediate positions 2(b), 2(c) to a stowage position 2(d);

Figure 3 is a front view of the spare wheel handling arrangement and the spare wheels shown in Figure 1, in a deployed configuration, but not showing the rest of the vehicle;

Figure 4 is a side view of the spare wheel handling arrangement and the spare wheels shown in Figure 1, in a deployed configuration, but not showing the rest of the vehicle;

Figure 5 is an upper three dimensional view of the spare wheel handling arrangement and the spare wheels shown in Figure 1, in a deployed configuration, but not showing the rest of the vehicle;

Figure 6 is a three dimensional view of the part of the vehicle and the spare wheel handling arrangement shown in Figure 1, with the handling arrangement shown in a stowage position;

Figure 7 is a front view of the spare wheel handling arrangement and the spare wheels shown in Figure 6, in a stowage configuration, but not showing the rest of the vehicle;

Figure 8 is a side view of the spare wheel handling arrangement and the spare wheels shown in Figure 6, in a stowage configuration, but not showing the rest of the vehicle;

Figure 9 is an upper three dimensional view of the spare wheel handling arrangement and the spare wheels shown in Figure 6, in a stowage configuration, but not showing the rest of the vehicle;

Figure 10 is a three dimensional view of the part of the vehicle and the spare wheel handling arrangement shown in Figure 1, with the spare wheels detached from the spare wheel handling arrangement;

Figure 11 is an upper three dimensional view of part of a vehicle, illustrating an embodiment which is similar to the embodiment of Figure 1 but which is a more detailed and more practical implementation of a spare wheel handling arrangement than that illustrated in Figure 1, showing the spare wheel handling arrangement and spare wheels in a deployed position;

Figures 12(a), 12(b), 12(c) and 12(d) illustrate movement of the spare wheel handling arrangement, and the spare wheels, of Figure 11, from a deployed position 12(a), through first and second intermediate positions 12(b), 12(c) to a stowage position 12(d);

Figure 13 is a front view of the spare wheel handling arrangement and the spare wheels shown in Figure 11, in a deployed configuration, but not showing the rest of the vehicle;

Figure 14 is a side view of the spare wheel handling arrangement and the spare wheels shown in Figure 11, in a deployed configuration, but not showing the rest of the vehicle;

Figure 15 is an upper three dimensional view of the spare wheel handling arrangement and the spare wheels shown in Figure 11, in a deployed configuration, but not showing the rest of the vehicle;

Figure 16 is a three dimensional view of the part of the vehicle and the spare wheel handling arrangement shown in Figure 11, with the handling arrangement shown in a stowage position;

Figure 17 is a front view of the spare wheel handling arrangement and the spare wheels shown in Figure 16, in a stowage configuration, but not showing the rest of the vehicle;

Figure 18 is a side view of the spare wheel handling arrangement and the spare wheels shown in Figure 16, in a stowage configuration, but not showing the rest of the vehicle;

Figure 19 is an upper three dimensional view of the spare wheel handling arrangement and the spare wheels shown in Figure 16, in a stowage configuration, but not showing the rest of the vehicle;

Figure 20 is a three dimensional view of the part of the vehicle and the spare wheel handling arrangement shown in Figure 11, with the spare wheels detached from the spare wheel handling arrangement;

Figure 21 is an upper three dimensional view of part of a vehicle, illustrating an alternative embodiment of a spare wheel handling arrangement mounted on the vehicle, showing the spare wheel handling arrangement and spare wheels in a deployed position;

Figures 22(a), 22(b), 22(c) and 22(d) illustrate movement of the spare wheel handling arrangement, and the spare wheels, of Figure 21, from a deployed position 22(a), through first and second intermediate positions 22(b), 22(c) to a stowage position 22(d);

Figure 23 is a front view of the spare wheel handling arrangement and the spare wheels shown in Figure 21, in a deployed configuration, but not showing the rest of the vehicle;

Figure 24 is a side view of the spare wheel handling arrangement and the spare wheels shown in Figure 21, in a deployed configuration, but not showing the rest of the vehicle;

Figure 25 is an upper three dimensional view of the spare wheel handling arrangement and the spare wheels shown in Figure 21, in a deployed configuration, but not showing the rest of the vehicle;

Figure 26 is a three dimensional view of the part of the vehicle and the spare wheel handling arrangement shown in Figure 21, with the handling arrangement shown in a stowage position;

Figure 27 is a front view of the spare wheel handling arrangement and the spare wheels shown in Figure 26, in a stowage configuration, but not showing the rest of the vehicle;

Figure 28 is a side view of the spare wheel handling arrangement and the spare wheels shown in Figure 26, in a stowage configuration, but not showing the rest of the vehicle;

Figure 29 is an upper three dimensional view of the spare wheel handling arrangement and the spare wheels shown in Figure 26, in a stowage configuration, but not showing the rest of the vehicle; and

Figure 30 is a three dimensional view of the part of the vehicle and the spare wheel handling arrangement shown in Figure 21, with the spare wheels detached from the spare wheel handling arrangement.

DETAILED DESCRIPTION OF EMBODIMENTS A wheel handling arrangement, and a vehicle having the wheel handling arrangement, in accordance with the present invention, may be embodied in a variety of forms. It will be convenient to hereinafter describe embodiments in detail with reference to the accompanying drawings. The primary purpose of providing this detailed description is to instruct persons having an interest in the subject matter of the invention how to carry the invention into practical effect. However, it is to be clearly understood that the specific nature of this detailed description is not intended to limit the scope of the invention.

With reference to Figures 1 to 10, an embodiment of a wheel handling arrangement, in the form of a spare wheel loader generally designated 1, will be described. The embodiment of Figures 1 to 10 as illustrated is somewhat conceptual and a somewhat similar, but more developed, embodiment is illustrated in Figures 11 to 20. Figures 21 to 30 illustrate a further embodiment.

Figure 1 is an upper three dimensional view of part of a vehicle 5, illustrating the spare wheel loader 1 mounted thereon. Figures 2(a), 2(b), 2(c) and 2(d) illustrate movement of the spare wheel loader 1, and of spare wheels 2 carried thereon, from a deployed position, shown in Fig. 2(a), through first and second intermediate positions, shown in Fig.s 2(b) and 2(c), to a stowage position, shown in Fig. 2(d).

The broad structure and operation of the spare wheel loader 1 will first be described with particular reference to Fig.s 1 to 2(d), and specific detail of the structure of this embodiment will thereafter be described with reference to Fig.s 1 to 10. The sequence of drawings begins with Fig. 1, showing the spare wheel loader 1 in a deployed position, rather than with a drawing showing the spare wheel loader 1 in a stowage position to best illustrate the structure and components of the described embodiment.

As illustrated in Fig. 1, the spare wheel loader 1 is, in use mounted on a vehicle 5, only part of which is shown in Fig. 1. In the embodiment illustrated in Fig. 1, the vehicle 5 is a semi-trailer, and the spare wheel loader 1 is, in use, mounted on a goose-neck region 6 of the vehicle 5, in the region of a fifth wheel coupling (not shown) thereof. In use the semi-trailer is, coupled to a prime mover (not shown) by the fifth wheel coupling (not shown). The trailer has a support that is a deck having a main load region 7. The gooseneck region 6 is adjacent the front of the main load region 7. The main load region may be an open deck or may be enclosed by a trailer body. The fifth wheel coupling projects downwardly below the goose neck region 6 and, in use, into its coupling with the prime mover. As illustrated, the spare wheel loader 1 is sufficiently compact for such a spare wheel loader 1 to be fitted on each side of the goose neck region 6 and, in this example for a large additional load, such as a tank 8 to also be provided on the goose neck region 6.

Of course, the spare wheel loader 1 may be mounted at positions other than other than a goose-neck region of a vehicle, and to supporting structures other than a semi-trailer.

The spare wheel carrier 1 comprises a support member assembly in the form of a moveable arm arrangement which comprises at least a first support arm 10. The first support arm 10 is mounted to the vehicle by connection to a first mounting bracket 20 at a first end 10A of the first support arm 10.

The spare wheel carrier 1 further comprises a wheel support formation, for supporting at least one wheel thereon, in the form of a wheel carrier 30 coupled to a second end 10B of the at least one support arm 10.

As illustrated in Fig.s 2(a) to 2(d), the wheel carrier 30 is moveable, by movement of at least the moveable arm arrangement, between a stowed position on the vehicle 5 (Fig. 2(d)) and a deployment position (Fig. 2(a)).

As illustrated in Fig. 2(a), in the deployment position, the wheels, for example spare wheels 2, mounted on the wheel carrier may be in contact with, or close to, the ground 100, or other surface onto which it is desired to unload the wheels. In the deployment position the first support arm 10 extends somewhat downwardly from the first mounting bracket 20 towards the lowered wheel carrier 30.

As illustrated in Fig. 2(d), in the stowed position, the wheels mounted on the wheel carrier are raised off the ground (or other surface), and the first support arm 10 extends upwardly from the first mounting bracket 20 towards the raised wheel carrier 30.

It will be appreciated that movement of the spare wheels 2 from the stowage position (of Fig. 2(d)) to the deployment position (of Fig. 2(a)) is substantially the opposite action to the movement of the spare wheels from the deployment position of (Fig. 2(a)) to the stowage position (of Fig. 2(d)).

In the illustrated embodiment, movement of the spare wheels 2 from the stowage position (of Fig. 2(d)) to the deployment position of (Fig. 2(a)) comprises movement of the first support arm 10, from a first position (in this embodiment the stowed position), in which it is inclined steeply upwards from the mounting arrangement, to a second position (in this embodiment the deployment position) in which at least the second end 10B of the first support arm 10 is lower than it is in said first position. In the illustrated embodiment, to the extent that the support arm 10 can be considered vertical in the stowed position, it will be appreciated that it must move through a steeply inclined position when moving from the stowed position to the deployment position, so that this movement still comprises movement from a first position in which it is inclined steeply upwards from the first mounting bracket 20 to a second position in which at least the end of the support arm distal from the first mounting bracket 20 is lower than it is in the steeply inclined first position.

Further, in the illustrated embodiment the movement of the first support arm 10 is effected by rotation about a substantially horizontal axis. In this embodiment the rotation about a substantially horizontal axis is effected by rotation of the first support arm 10 about its coupling with the first mounting bracket 20.

As illustrated in Fig.s 2(a) to 2(d), the wheel carrier 30 is connected to the second end 10B of the first support arm 10 by a rotatable connection 32, to allow rotation of the wheel carrier 30 relative to the first support arm 10 about a generally horizontal axis. In this embodiment the rotatable connection 32 allows the wheel carrier 30 to hang from the first support arm 10. Thus the centre of gravity of the wheel carrier 30 (including any wheels, such as spare wheels 2 thereon) remains substantially beneath the rotatable connection 32 while the first support arm 10 moves between the stowage and deployment positions. A more specific description of the spare wheel loader 1 will now be provided, with reference to Fig.s 1 to 10, and especially Fig.s 1,4, 5, 8, 9 and 10.

As illustrated in the drawings, in the illustrated embodiment the moveable arm arrangement further comprises second, third and fourth support arms, 12, 14, 16, respectively. The first and second support arms 10,12 are close to each other and run substantially parallel. The third and fourth support arms 14,16 are close to each other and run substantially parallel. The first and second support arms 10, 12 are spaced relatively far apart from the third and fourth support arms 14, 16. Thus the first and second support arms 10, 12 may be regarded as providing a first pair of support arms, and the third and fourth support arms 14, 16 may be regarded as providing a second pair of support arms, spaced apart from the first pair of support arms. In this embodiment the spacing is in the longitudinal direction of the vehicle 5. It will be appreciated that in alternative embodiments each pair of support arms could be replaced by a single support arm.

In the illustrated embodiment the first and second support arms 10,12, are coupled at their respective first ends to first and second mounting brackets 20, 22, and the third and fourth support arms 14, 16, are coupled at their respective first ends to third and fourth mounting brackets 24, 26. In use the first to fourth mounting brackets 20, 22, 24, 26 are connected to the vehicle 5. The first and second mounting brackets 20, 22 are provided with a rotatable coupling 21 for coupling the first and second support arms 10, 12 thereto. The third and fourth mounting brackets 24, 26 are provided with a rotatable coupling 25 for coupling the third and fourth support arms 14, 16 thereto. The rotatable couplings 21,25 permit each of the support arms 10,12, 14, 16 to rotate about a generally horizontal axis while still being secured to the vehicle 5 by the mounting bracket 20, 22, 24, 26. The generally horizontal axes, in the illustrated embodiment, are substantially parallel to the longitudinal (front to rear) direction of the vehicle. In the illustrated embodiment the generally horizontal axes are substantially coaxial.

The rotatable couplings 21,25 may be of any suitable type, and for example may each comprise a pin that is journalled within a bush, e.g. grease filled NYLON bush, within a housing.

The wheel carrier 30 comprises a wheel support member 31, best seen in Fig.s 4, 6, 8 and 10. In this embodiment the wheel support member 31 is elongate, and extends generally parallel to the longitudinal axis of the vehicle. In this embodiment the wheel support member 31 has a thickness which is much smaller than its length in the direction of elongation, so the wheel support member 31 may be regarded as generally plate-like or sheet-like in form.

The wheel carrier 30 includes at least one upwardly projecting portion, for connection to a support arm. In this embodiment the wheel carrier 30 includes first and second upwardly projecting portions 33, 34, which are parts of the wheel support member 31. The first upwardly projecting portion 33 is coupled to respective second ends, for example 10B, of the first and second support arms 10,12, and the second upwardly projecting portion 34 is coupled to respective second ends of the third and fourth support arms 14, 16.

The coupling between each upwardly projecting portion 33, 34 and its respective pair of support arms 10, 12, 14, 16 is a rotatable coupling 32, 35, for example a pin and bush coupling as described above in relation to rotatable couplings 21,25. The rotatable couplings 36, 35 allow the wheel carrier 30 to rotate about a horizontal axis. As indicated above, in this embodiment the rotatable couplings 32, 35 allow the wheel carrier 30 to hang from the support arms 10,12,14,16, so that the centre of gravity of the wheel carrier 30 (including any wheels, such as spare wheels 2 thereon) remains substantially beneath the rotatable couplings 32, 35 while the support arms 10, 12, 14, 16 move between the stowage and deployment positions.

The wheel carrier 30 is provided with one or more wheel attachment arrangements. In this embodiment the wheel attachment arrangements are provided on the wheel support member 31. Each wheel attachment arrangement comprises a hub portion 36 and a plurality of attachment apertures 37. In use a wheel, for example a spare wheel 2, can be mounted to a wheel attachment arrangement by placing the wheel so that the hub portion 36 of the wheel attachment arrangement fits into a central aperture of the wheel. The wheel can be secured on the wheel attachment arrangement by use of bolts or studs which extend though stud holes of the wheel and through or into the attachment apertures 37 of the wheel attachment arrangement. It will be appreciated that the wheel attachment arrangements may provide studs, rather than attachment apertures 37. Wheel nuts may be used to secure the wheel to the bolts or studs. Thus, in this embodiment, attachment of a wheel to a wheel attachment arrangement somewhat mimics attachment of a wheel to a wheel hub of the vehicle to which a wheel would be mounted in use.

In this embodiment six wheel attachment arrangements are provided. The wheel attachment arrangements are provided in pairs, each pair comprising one wheel attachment arrangement on one side of the wheel carrier 30, and one wheel attachment arrangement on the other side of the wheel carrier 30. That is, in this embodiment, one wheel attachment arrangement of each pair is provided on a side of the wheel carrier 30 which is closer to the central axis of the vehicle, and one wheel attachment arrangement is provided on a side of the wheel carrier 30 which is further from the central axis of the vehicle. The pairs of wheel attachment arrangements are spaced apart so that when wheels are mounted thereon spaces which can accommodate the support arms are provided between the wheels mounted on side of the wheel carrier 30 which is closer to the central axis of the vehicle. This can assist in providing a compact size in the stowage position.

The one or more support arms are moveable between the deployed position, shown in Fig. 2(a), and the stowage position, shown in Fig. 2(d), by one or more actuators.

In the illustrated embodiment a first actuator comprises a first cylinder arrangement 50. The first cylinder arrangement 50 comprises a cylinder 51A and a piston 51B. The piston 51B may be extended from, or retracted into, the cylinder 51A by suitable variations in fluid pressure, to increase or decrease the length of the first cylinder arrangement 50. A first end of the first cylinder arrangement 50 is connected to the vehicle 5 by a first actuator mounting bracket 52 which is attached to the vehicle 5. The first end of the first cylinder arrangement 50 is connected to the first actuator mounting bracket 52 by a rotatable coupling 53 (for example, but not necessarily, similar to the rotatable couplings 21,25 described above). The other, second, end of the first cylinder arrangement 50 acts upon at least one support arm close to the first end thereof, selectively providing a raising force or a force to moderate or prevent lowering thereof.

The second end of the first cylinder arrangement 50 may be coupled to at least one support arm by a rotatable coupling (not shown) provided close to, but not at, the first end(s) of the least one support arm. Alternatively, as illustrated, the second end of the first cylinder arrangement 50 may be coupled to a raising member 54, provided under, and normally in engagement with, at least one support arm.

In this embodiment the coupling of the first cylinder arrangement 50 to the raising member 54 allows relative rotation of the first cylinder arrangement 50 and the raising member 54. The coupling of the first cylinder arrangement 50 to the raising member 54 is provided between the first and second support arms 10, 12. In this embodiment the cylinder 51A is coupled to the actuator mounting bracket 52, and the piston 51B is coupled to the raising member 54 (or, if preferred, to one or more support arms).

In this embodiment the cylinder arrangement 50 is a pneumatic cylinder arrangement.

Further, in this embodiment a second actuator in the form of a second cylinder arrangement 60 is provided for controlling the raising and lowering of the support arms. The form and function of the second cylinder arrangement 60 corresponds generally to the form and function of the first cylinder arrangement 50, and comprises a cylinder 61A and a piston 61B which may be extended from, or retracted into, the cylinder 61A by suitable variations in fluid pressure, to increase or decrease the length of the second cylinder arrangement 60. A first end of the second cylinder arrangement 60 is connected to the vehicle 5 by a second actuator mounting bracket 62 by a rotatable coupling 63 (for example, but not necessarily, similar to the rotatable couplings 21,25 described above). The other, second, end of the first cylinder arrangement 60 is coupled to the raising member 54 between the third and fourth support arms 14,16.

In this embodiment the raising member 54 extends under, and is adapted to bear against, all of the support arms 10,12, 14,16.

Further, in this embodiment a bracing member 55 extends between and connects the support arms 10,12,14,16 at or adjacent their second ends, e.g. 10B, providing additional rigidity to the support member (arm) assembly.

It will be appreciated that in normal use the first and second actuators are operated together to control the position of the support arms 10,12,14,16.

Retraction of the pistons 51B, 61B provides a force to raise the raising member 54, which bears against the support arms 10, 12, 14, 16, and consequently raises the support arms 10,12,14,16. In a most retracted position the extension of the pistons 51B, 61B lowers the raising member (or allows the raising member to lower) and consequently lowers the support arms. In use the rate of extension controls the rate of lowering of the support arms.

In the illustrated embodiment the support arms 10, 12, 14, 16 are not in the form of simple straight members extending between their first and second ends, but are shaped so that when they are in their most vertical position (in this embodiment the stowage position, as shown in Fig.s 2(d) and 6 to 9) the wheel carrier 30 can hang with its centre of gravity below the rotatable connections 32, 35 without the midportion of any the support arms 10, 12, 14, 16 fouling the positioning of the wheel carrier 30 or wheels.

Further, as cam be seen in Fig.s 2(d) and 7, the hanging wheel support member 31 is slightly further from the longitudinal centre of the vehicle body than are the rotatable couplings 21, 25 about which the support members (arms) can rotate relative to the vehicle 5. This means that the support members (arms) and the hanging wheel support member 31 will be biased downwardly under gravity. Thus, in an embodiment the actuators must be active to retain the support members (arms) and wheel carrier 30 in the stowage position, and can be controlled to slowly lower the support members (arms) and wheel carrier 30 to the deployment position. Alternatively, if desired, the shaping and weighting of the support arms 10, 12, 14, 16 may be configured to provide sufficient mass on the vehicle-centre side of the rotatable couplings 21, 25 to provide a centre of gravity of the combined support members (arms) and wheel carrier 30 (including wheels) which is to the vehicle-centre side of the rotatable couplings 21,25, so that gravity will tend to maintain the stowage position unless the actuators are operated.

As a safety precaution, in practical embodiments it will generally be desirable to provide a support member restraining arrangement for restraining the support members (arms) against substantial inadvertent departure from the stowage position even in the event of failure of one (or more) of the actuators. In one example one or more suitably positioned tie straps (not shown), for example one or more suitably strong and durable ratchet-operated tie straps, could be coupled to the vehicle body (and/or to one or more couplings attached to the vehicle body) and used to restrain the support members (arms) against substantial inadvertent departure from the stowage position, especially during transit. Such tie straps could be passed over, around and/or through the support members (arms) and tightened (manually and/or by a powered arrangement) to restrain the support members (arms) and loosened and/or released in order to allow the support members (arms) to be moved to the deployment position. In alternative embodiments, means such as one or more moveable metal bars, locking pins, catch arrangements, or any other suitable restraining or locking arrangement could be used.

Further, in practical embodiments it will generally be desirable to provide a wheel support formation restraining arrangement for restraining movement of the wheel support formation against substantial inadvertent movement relative to the support arrangement, for example during transit. In one example a tie-down arrangement could be used, which could be similar to, and/or part of, a support member restraining arrangement, but it will be appreciated that any other suitable restraining or locking arrangement could be used. Practical embodiments of a support member restraining arrangement and of a wheel support formation restraining arrangement are illustrated in and described with reference to, the embodiments of Fig.s 11 to 20 and 21 to 30.

In embodiments in which the raising member 54 bears against, but is not rigidly attached to the support arms 10,12,14,16, if the extension of the pistons 51B, 61B continues after the wheels 2 contact the ground 100 (or other surface upon which the wheels are to be deployed), the support arms 10, 12, 14, 16 will be supported by the wheels 2 and the raising member 54 will move away from the support arms 10, 12, 14, 16 generally downwardly. This avoids operation of the actuators ramming the wheels against the ground. However, for safety reasons, and to facilitate removal of the wheels 2 from the wheel carrier 30, it is highly desirable to have the actuators support the wheel carrier 30 in the deployment position so that the wheels 2 lightly touch, or are slightly above, the ground (or other surface which the wheels are to be deployed). Alternatively, in an embodiment which does not include a raising member which can be decoupled from the support arms as described above, the member designated 54 in the drawings may be a bracing member which is permanently attached to the support arms (for example by welding) and the pistons 51B, 61B may be coupled to such a bracing member or more directly to the support arms, for example via rotatable couplings including pins which extend through apertures in the support arms..

In use, spare wheels 2 are mounted on the wheel carrier 30, which is maintained in the stowage position during vehicle transit. If there is a need to replace one or more damaged or worn road wheels, vehicle is stopped, and the wheel to be replaced is removed from its hub. The actuators are then operated to lower the support arms 10,12,14,16 and wheel carrier assembly 30 to the deployment position so that the spare wheels 2 are in light contact with, or closely adjacent the ground. A spare wheel is removed from the wheel carrier assembly 30, the wheel to be replaced is mounted onto the wheel attachment arrangement vacated by the spare wheel, and the actuators are then operated to raise the support arms 10, 12, 14, 16 and wheel carrier assembly 30 to the stowage position. The spare wheel 2 is then fitted to replace the damaged or worn road wheel. The operation is then complete and the vehicle journey may continue.

Figures 11 to 20 illustrate an embodiment of a wheel handling arrangement, generally designated 101, which is in many ways similar to the embodiment, generally designated 1, of Figures 1 to 10, but which is somewhat more developed, and which includes some features not shown in Figures 1 to 10. Many features of the wheel handling arrangement 101 of Figures 11 to 20 correspond to features of the wheel handling arrangement 1 of Figures 1 to 10, and such similarities will be evident to the addressee from the drawings, so the following description relates mainly to the differences rather than the similarities. In Figures 11 to 20 features which correspond to features of the wheel handling arrangement 1 of Figures 1 to 10 are designated by corresponding reference numerals, but prefixed by the numeral “1” or the numerals “10” as appropriate. Further, the views and configurations illustrated in Figures 11 to 20 correspond to the views and configurations illustrated in Figures 1 to 10, respectively, except of course that they illustrate the wheel handling arrangement 101, rather than the wheel handling arrangement 1. A difference between the wheel handling arrangement 101, as illustrated, and the wheel handling arrangement 1, is that the wheel handling arrangement 101 includes illustrated features which provide a wheel support formation restraining arrangement (as mentioned above) for restraining movement of the wheel support formation, and a support member restraining arrangement (as also mentioned above) for restraining the support members (arms) against substantial inadvertent departure from the stowage position even in the event of failure of one or more of the actuators.

The features which provide a wheel support formation restraining arrangement comprise a restraining member 170 which is pivotally attached at one end to wheel support member 131 (which corresponds generally to wheel support member 31 of wheel handling arrangement 1). The restraining member 170 may be considered to be s form of tie bar. The restraining member 170 is provided with a fixing aperture 170A at an end thereof which is distal from the wheel support member 131. At least one support arm 110 is provided with a complementary fixing aperture 173. The complementary fixing aperture 173 is provided at a position on the support arm 110, such that the fixing aperture 170A can be aligned with the complementary fixing aperture 173. When the fixing aperture 170A is aligned with the complementary fixing aperture 173 a restraining member locking pin 174 can be inserted through these apertures to restrain movement of the wheel support member 131 relative to the support arm 110.

The pivotal connection between the wheel support member 131 restraining member 170 and the wheel support member 131 offers sufficient resistance that the restraining member 170 can be manually rotated about the connection, but is not normally able to rotate under its own weight.

Thus, in use, the wheel support member 131 is raised (by actuators such as actuator 150) from a deployment position, as illustrated in Figure 12(a), to a stowage position, as illustrated in Figure 12(d); the restraining member 170 is manually moved so that the fixing aperture 170A is aligned with the complementary fixing aperture 173; and the restraining member locking pin 174 is inserted though the fixing aperture 170A and the complementary fixing aperture 173 so that movement of the wheel support member 131 relative to the support arm 110 is substantially prevented. The locking pin 174 may be secured against inadvertent removal by a split (cotter) pin (conveniently a spring type split pin), or any suitable alternative fastener or retaining arrangement. When it is desired to deploy the apparatus, the locking pin 174 is removed, effectively unlocking the wheel support member 131 from the support arm 110 (and enabling the wheel support member 131 to hang freely from the support arm 110). The end of the restraining member 170 which is distal from the pivotal connection of the restraining member 170 to the wheel support member 131 is then manually pulled slightly away from the vehicle so that it does not extend downwardly further than the wheels (so that it will not engage the ground before the wheels engage the ground) and the apparatus is moved (using actuators, such as actuator 150) to the deployment position.

It should of course be appreciated that the above description is intended to give a working description of how the wheel support formation restraining arrangement operates rather than an exhaustive description of the structures involved, since this will be appreciated from consideration of the drawings. However, by way of further explanation, the structural arrangement may (and in the illustrated embodiment of Figures 11 to 20, does) include a further complementary fixing aperture (not shown), aligned with complementary fixing aperture 173, in the second support arm 112, and the locking pin 174, as illustrated, is a box section and has a further complementary fixing aperture (not shown), aligned with complementary fixing aperture 170A, so that, in use, the locking pin 174 extends through all four apertures. Further, a second restraining member 171 with aligned fixing apertures, e.g. 171 A, and corresponding complementary fixing apertures (not shown) on the third and fourth support arms 114, 116, provide a further, similar, wheel support formation restraining arrangement.

As mentioned above, the wheel handling arrangement 101 provides a support member restraining arrangement as a precaution against inadvertent movement of the support members in the event of failure of the actuators, for example during transit. In particular, the support member restraining arrangement helps hold the support members in the stowage position, to thereby help prevent inadvertent deployment of the apparatus in the event of actuator failure, which could be extremely dangerous. The support member restraining arrangement may also assist in relieving load from the actuators.

The features which provide the support member restraining arrangement comprise one or more arm fixing apertures provided in the support arms, see for example arm fixing aperture 180 in the first support arm 110, and one or more complementary arm fixing apertures 181, provided at one or more points which do not move relative to the vehicle 105, such that the one or more arm fixing apertures 180 align with the one or more complementary arm fixing apertures 181 when the support arms, e.g. 110, are in the stowage position. In the embodiment illustrated in Figures 11 to 20 the one or more complementary arm fixing apertures 181 are provided on the mounting brackets 120, 122.

When the support arms are in the stowage position, and it is desired to restrain them in this position, a support arm locking pin (not shown) is inserted through the aligned arm fixing aperture(s) 180 and complementary arm fixing aperture(s) 181. The arm locking pin (not shown) may be secured against inadvertent removal by a split (cotter) pin (conveniently a spring type split pin), or any suitable alternative fastener or retaining arrangement.

Prior to operating the actuators to move the support arm arrangement into the deployment position, the support arm locking pin(s) must be removed.

It should be appreciated that the wheel handling arrangement 101 provides two separate support member restraining arrangements, one associated with the first and second support arms 110, 112 and one associated with the second and third support arms 114, 116. More generally, if desired the apparatus may provide a separate support member restraining arrangement associated with any one or more support arms or pairs of support arms, if desired. Further, as foreshadowed above, one or more support member restraining arrangements which are not directly associated with individual support members may be provided. Further, although the wheel support formation restraining arrangement and the support member restraining arrangement as illustrated are manually operable, it would be possible to automate these locking arrangements. For example, locking pins could be inserted into and/or withdrawn from apertures using powered means, such as hydraulic or pneumatic cylinders. If powered and/or automated, the restraining arrangements should beneficially be arranged to default to the locked (restraining) positions in the event of power loss or system failure: for example, springs could be used to bias locking pins to the locked (restraining) positions and hydraulic or pneumatic input required to withdraw the locking pins.

Figures 21 to 30 illustrate a further embodiment of a wheel handling apparatus, generally designated 201, which is in many ways similar to the embodiment, generally designated 101, of Figures 11 to 20. The similarities will be evident to the addressee from the drawings, so the following description relates mainly to the differences rather than the similarities. The views and configurations illustrated in Figures 21 to 30 correspond to the views and configurations illustrated in Figures 11 to 20, respectively, except of course that they illustrate the wheel handling arrangement 201, rather than the wheel handling arrangement 101.

The wheel handling apparatus 201 differs from the wheel handling arrangement 101 mainly in that it is adapted for use where less space is available, and where it is required to carry fewer wheels. Thus the wheel handling arrangement 201 comprises only a single pair of support members 210, 212, and provides a wheel support formation comprising a wheel support member 231 which carries only four wheels. In this embodiment the support members 210, 212 are provided general at the longitudinal centre of the wheel support member 231. As illustrated the wheel handling arrangement 201 is mounted on a vehicle 205 which is a dolly, having a gooseneck region 206 towards the front thereof under which is provided a king pin arrangement (not shown) for coupling to a prime mover, and fifth wheel coupling 207 towards the rear thereof for coupling to a trailer such as a semi-trailer. The wheel handling arrangement 201 is provided at the gooseneck region 206.

The structure and operation of the wheel handling arrangement 101 should be evident from the above description of the wheel handling arrangement, 1 and 101.

It should further be evident that the wheel handling arrangement 201 is provided with a wheel support formation restraining arrangement and a support member restraining arrangement, corresponding to those described in relation to the wheel handling arrangement 101.

Apart from operation of the wheel support formation restraining arrangement and the support member restraining arrangement, and any other differences evident from the drawings and/or described above, the operation of the wheel handling apparatus 101 and of the wheel handling apparatus 201 is substantially the same as operation of the wheel handling apparatus 1.

Some advantages over at least some known arrangements for carrying spare wheels on a vehicle will now be briefly described.

An advantage of the wheel handling arrangements described above with reference to the drawings is that they ease the task of a single person unloading a wheel from a stowage position on the vehicle and/or raising a wheel to the stowage position. In particular the described assemblies can assist a user needing to replace a wheel by lowering the spare wheel down from its stowage position to the road surface and then lifting the replaced wheel up into the stowage position.

Another advantage is that the connection of the support arms to the vehicle by rotatable coupling about a substantially horizontal axis of rotation provides a simple and robust structure, in which the weight of the spare wheels does not inflict torque on the connection other than about the axis of rotation.

Another advantage is that providing a rotatable connection 32 which allows the wheel carrier 30 to hang from the support arms 10, 12, 14, 16 so that the wheel carrier 30, and any wheels thereon remain substantially vertical is that the height of the wheel carrier 30 contributes to the vertical distance spanned by the wheel handling assembly, but does not substantially add to the horizontal space required for operation of the device. This contributes to the wheel handling assembly being useable even where restricted space is available.

Another advantage is that wheel handling arrangements described above can store, and make easily accessible a large number of wheels. Two such wheel handling assemblies may be easily accommodated, one on each side of the vehicle, allowing, for example twelve spare wheels to be conveniently carried and easily accessible. Of course, if space permits, and if there is a need, larger assemblies may be provided, and it will be evident that the described structure is scalable such that longer wheel support formations and correspondingly more support arms and actuators, if desired, may be included. Alternatively, more than one such assembly may be provided, side by side, on a side of a vehicle. A further advantage of the spare wheel handling arrangements described above with reference to the drawings is that the movement between the stowage position and the deployment position can be effected by a single powered movement of the (at least one) support arm. Thus the structure and operation is simple, whilst allowing stowage or deployment of wheels between ground level and the stowed position on a vehicle to be performed entirely under mechanical power with no manually powered operations.

Yet another advantage is that the wheel handling arrangements may be powered by one or more pneumatic cylinders. Many large vehicles use air brakes and thus have a supply of compressed air on the vehicle during normal operation. This air supply can thus also be used to pressurise the one or more pneumatic cylinders to raise and lower the wheels. Thus the use of one or more pneumatic cylinders may make use of existing utilities on the vehicle and not require an additional power supply for its operation (although providing an additional power supply for the wheel handling arrangement is not precluded). A yet further advantage of the wheel handling arrangements described above with reference to the drawings is that they are compact and can be fitted neatly on the goose neck region of a trailer without interfering with a main load region of a load deck, and may also be sufficiently compact to allow the goose neck region to be used to accommodate other matter, such as the tank 8.

Another advantage of some embodiments is that the provision of two actuators which are operated together to control the position of the one or more support members (support arms) provides some redundancy in that even if one of the actuators fails the other actuator will be sufficient to prevent inadvertent lowering of the support members.

Another advantage of some embodiments is that the connection of the support arms to the vehicle is by way of two spaced apart connections (e.g. rotatable couplings 21,25) providing strength and stability.

Many variations and alternative embodiments of the invention are possible.

For example, other types of lifting and lowering arrangements might equally be employed to raise and lower the arm. For example one or more winch arrangements each having a flexible cable connecting an intermediate part of a support arm to a mounting point on the vehicle could be used. This would facilitate the use of electrical power to operate the wheel handling assembly. Vehicle mounted winches are well known per se. As a further alternative one or more pneumatic cylinders could be used. Mounting and operation of pneumatic cylinders on vehicles is well known per se. A further variation is for the wheel carrier to be replaced by another wheel carrier arrangement, such as a cradle, open ended box, or the like, for retaining a wheel in a stowage position and during lowering to the deployment position.

It is to be understood that the invention is not limited to specific features shown or described since the means herein described comprises preferred forms of putting the invention into effect. The invention is, therefore, claimed in any of its forms or modifications within the proper scope of the appended claims appropriately interpreted by those skilled in the art.

Claims (20)

1. THE CLAIMS DEFINING THE INVENTION ARE AS FOLLOWS:

   1. A wheel handling arrangement for a vehicle comprising: a support member assembly comprising: a mounting arrangement for mounting to a vehicle, and a support member, a first part thereof coupled to the mounting arrangement; a wheel support formation, for supporting at least one wheel thereon and configured to support the at least one wheel in a substantially vertical configuration and the axis of rotation of each wheel substantially transverse to the longitudinal direction (front to rear) of the vehicle and the wheel support formation is coupled to a second part of the support member; wherein the wheel support formation is moveable, by movement of at least the support member, between a stowed position on the vehicle in which the support member is inclined steeply upwards from the mounting arrangement and the wheel support formation hangs from the second part of the support member and a deployment position; herein the movement of the support member for moving the wheel support formation between the stowed position and the deployment position comprises movement from the stowed position in a plane substantially transverse to the longitudinal direction of a vehicle to which the wheel handling arrangement is mounted to the deployment position in which at least the second part of the support member is lower than it is in said stowed position and lower than the first part of the support member and the wheel(s) are in light contact with, or closely adjacent the ground.
2. 2. A wheel handling arrangement for a vehicle as claimed in any preceding claim, wherein the support member is coupled to the mounting arrangement by a rotatable coupling so that the support member can move relative to the mounting arrangement by rotation about a substantially horizontal axis that8 in use is substantially parallel to a longitudinal direction of the vehicle.
3. 3. A wheel handling arrangement for a vehicle as claimed in claim 2, wherein the coupling of the wheel support formation to the second part of the support member comprises a rotatable coupling so that the wheel support formation can move relative to the support member by rotation about a substantially horizontal axis that in use is substantially parallel to a longitudinal (front to rear) direction of the vehicle and the centre of gravity of the wheel support formation remains substantially beneath the rotatable coupling whilst the support arm moves between the stowage and the deployment positions.
4. 4. A wheel handling arrangement for a vehicle as claimed in any preceding claim, wherein the wheel support formation comprises a wheel support member that is elongate and extends generally parallel to the longitudinal axis of the vehicle.
5. 5. A wheel handling arrangement for a vehicle as claimed in claim 4, wherein the wheel support member has a thickness which is smaller than its length in the direction of elongation, so that the wheel support member is generally plate-like.
6. 6. A wheel handling arrangement for a vehicle as claimed in claim 5, wherein the wheel support member comprises at least one upstanding projecting portion for rotational coupling to the second part of the support member.
7. 7. A wheel handling arrangement for a vehicle as claimed in any preceding claim, wherein the wheel support formation comprises two or more pairs of wheel attachment arrangements, and each pair of wheel attachment arrangements comprises a wheel attachment arrangement on a first side of the wheel support formation and a wheel attachment arrangement on a second side of the wheel support formation.
8. 8. A wheel handling arrangement for a vehicle as claimed in claim 8, wherein at least two wheel attachment arrangements are spaced on the wheel support formation to provide an accommodating space, between respective wheels attached thereto, which in use can accommodate at least part of a support member therein.
9. 9. A wheel handling arrangement for a vehicle as claimed in claim 7 or claim 8, wherein the at least one wheel attachment arrangement comprises a hub portion for fitting into a central aperture of a wheel.
10. 10. A wheel handling arrangement for a vehicle as claimed in any preceding claim, wherein the support member is shaped so that a region thereof at least partially defines a space, below where the wheel support formation is coupled to the second part of the support member, for accommodating the wheel support formation in at least the stowed position.
11. 11. A wheel handling arrangement for a vehicle as claimed in any preceding claim comprising a support member assembly that comprises a plurality of support members including two spaced apart support members.
12. 12. A wheel handling arrangement for a vehicle as claimed in claim 11, wherein the two spaced apart support members are spaced apart sufficiently to accommodate therebetween a wheel to be handled by the wheel handling arrangement.
13. 13. A wheel handling arrangement for a vehicle as claimed in either of claims 11 or 12, wherein each of the two spaced apart support members is coupled at a first part thereof to the mounting arrangement and the two spaced apart support members are arranged so that, in use, they are spaced apart in a longitudinal direction of a vehicle to which the wheel handling arrangement is mounted.
14. 14. A wheel handling arrangement for a vehicle as claimed in any of claims 11 to 13, wherein each of the two spaced apart support members is coupled to the mounting arrangement for movement relative to the mounting arrangement by rotation about a substantially horizontal axis and the axes of rotation of the two spaced apart support members are co-axial.
15. 15. A wheel handling arrangement for a vehicle as claimed in any of claims 11 to 14, wherein the support member assembly comprises a plurality of pairs of support members.
16. 16. A wheel handling arrangement for a vehicle as claimed in any preceding claim, wherein the wheel handling arrangement comprises a support member restraining arrangement for restraining at least one support member against substantial inadvertent movement.
17. 17. A wheel handling arrangement for a vehicle as claimed in any preceding claim, wherein the wheel handling arrangement comprises a wheel support formation restraining arrangement for restraining movement of the wheel support formation against substantial inadvertent movement relative to the mounting arrangement.
18. 18. A wheel handling arrangement for a vehicle as claimed in any preceding claim, wherein the wheel handling arrangement further comprises a raising and lowering arrangement for moving the wheel support formation between the stowage and deployment positions, the raising and lowering arrangement comprising a powered actuator.
19. 19. A vehicle comprising a wheel handling arrangement for a vehicle in accordance with any preceding claim.
20. 20. A vehicle in accordance with claim 19, wherein the vehicle is a semi-trailer with a main load region and a gooseneck region adjacent the front of the main load region and a wheel handling arrangement is mounted on both sides of the gooseneck region.