CA1235722A - Gull wing door trailer - Google Patents
Gull wing door trailerInfo
- Publication number
- CA1235722A CA1235722A CA000466059A CA466059A CA1235722A CA 1235722 A CA1235722 A CA 1235722A CA 000466059 A CA000466059 A CA 000466059A CA 466059 A CA466059 A CA 466059A CA 1235722 A CA1235722 A CA 1235722A
- Authority
- CA
- Canada
- Prior art keywords
- door
- trailer
- gull wing
- doors
- wing door
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60J—WINDOWS, WINDSCREENS, NON-FIXED ROOFS, DOORS, OR SIMILAR DEVICES FOR VEHICLES; REMOVABLE EXTERNAL PROTECTIVE COVERINGS SPECIALLY ADAPTED FOR VEHICLES
- B60J5/00—Doors
- B60J5/04—Doors arranged at the vehicle sides
- B60J5/0497—Doors arranged at the vehicle sides for load transporting vehicles or public transport, e.g. lorries, trucks, buses
- B60J5/0498—Doors arranged at the vehicle sides for load transporting vehicles or public transport, e.g. lorries, trucks, buses with rigid panels pivoting about a horizontal axis
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
- Lock And Its Accessories (AREA)
- Transition And Organic Metals Composition Catalysts For Addition Polymerization (AREA)
- Closing And Opening Devices For Wings, And Checks For Wings (AREA)
Abstract
ABSTRACT
A trailer having at least one gull wing door as well as conventional rear swing doors permits unhindered access to the interior of the trailer along the full length of the trailer at one time. Each gull wing door is pivoted longi-tudinally at the approximate center of the roof and includes a roof portion which extends outwardly from the pivot axis and an integral sidewall portion which extends downwardly to the bed of the trailer. Latch assemblies are incorporated to secure the doors to the trailer bed. A pair of hydraulic cylinders are pivotally secured between the roof portion of each door and fixed trailer frame elements and are oriented substantially horizontally when the door is in its closed position. Torsion bar spring assemblies disposed colinearly with the axis of pivot provide force which initially opens the door, offsetting the hydraulic cylinders from their substantially horizontal positions such that they are capable of providing sufficient force to raise the doors.
Typically, only the curb side of the trailer will include such gull wing doors but it should be readily apparent that both sides of the trailer may include such doors and that plural doors on one side may be utilized, if desired.
A trailer having at least one gull wing door as well as conventional rear swing doors permits unhindered access to the interior of the trailer along the full length of the trailer at one time. Each gull wing door is pivoted longi-tudinally at the approximate center of the roof and includes a roof portion which extends outwardly from the pivot axis and an integral sidewall portion which extends downwardly to the bed of the trailer. Latch assemblies are incorporated to secure the doors to the trailer bed. A pair of hydraulic cylinders are pivotally secured between the roof portion of each door and fixed trailer frame elements and are oriented substantially horizontally when the door is in its closed position. Torsion bar spring assemblies disposed colinearly with the axis of pivot provide force which initially opens the door, offsetting the hydraulic cylinders from their substantially horizontal positions such that they are capable of providing sufficient force to raise the doors.
Typically, only the curb side of the trailer will include such gull wing doors but it should be readily apparent that both sides of the trailer may include such doors and that plural doors on one side may be utilized, if desired.
Description
~2357,ZZ
The invention relates generally to door assemblies, e.g. for enclosed, cargo transporting trailers and more specifically gull wing door assemblies which open to provide unobstructed access to such trailers from one side thereof.
A conventional cargo trailer, the workhorse of the transportation industry, can be accurately and simply described as an elongate, wheeled container having a width of appro~imately 8 feet, an interior height of between 8 and 10 feet and a length between 30 and 50 feet. The top, sidewalls and bottom of the trailer are typically rigid panels and access to the interior is generally provided by a pair of hinged, rear doors. While this straightforward design has well served the needs of the transportation industry and those dependent thereon, certain disadvantages are inherent in this design.
It is readily apparent that cargo disposed in an elongate trailer wherein interior access is available only through one end must be loaded and unloaded sequentiallyO
Several consequences devolve from such restricted access.
First of all, since the cargo must be loaded in a sequential fashion, the load/unload time clearly is greater than that which would be experienced if access to a greater portion of the trailer could be obtained at one time, thereby facilitating unloading of greater portions of cargo at one time or through simultaneous utilization of plural unloading agencies such as plural lift trucks.
Secondly, if the cargo consists of disparate articles, it is preferable to load the trailer in the inverse order in which such disparate cargo will be utilized. If this is not done, it may be necessary to unload substantially the entire cargo before certain first-needed cargo can be retrieved from the trailer. Such a situation has obvious time loss consequences which 123St722 generally ca~ be overcome only by involving the shipping entity with the material handling requirements of the receiverO Such involvement places a premium on communica-tion and an undue burden on the shipper.
Another difficulty of end loading trailers also relates to the loading/unloading procedure, creates delays and increases the overall time spent in this activity. This difficulty relates to the handling and return of empty parts baskets, pallets or other empty cargo carrying devices.
Since none of the empty cargo carriers can be returned to the trailer at the cargo utilization site until all of the filled cargo carriers have been removed, numerous additional movements of trans~ort vehicles such as forklifts and additional engagements~disengagements of the cargo carriers by such forklifts are necessitated. For example, a bin or basket may be removed from a trailer, transported to a utilization site in a manufacturing facility where a similar empty bin or basket may be engaged and returned to the loading dock. Vntil the trailer has been fully emptied, however, the carrier cannot be placed within the trailer.
This problem can be brought into sharp relief by envisioning a trailer design and system whereby cargo carriers can be removed from the trailer and transported to their utiliza-tion site while empty carriers can be returned to the trailer and placed in the space just vacated.
Recent, significant shifts in production methods, inventory techniques and management theories are directed toward the reduction of manufacturing site inventory, compensated for by rapid and timely delivery of components heretofore warehoused by the user. Such manufacturing and inventory control schemes emphasize, and in fact require, rapid movement of material transported on commercial trailers which is assisted by timely loading and unloading.
It has been determined that side loading trailers facilitate such rapid loadin~ and unloading as well as generally address the difficulties heretofore noted. Side loading ~l23S ~'2Z
trailers further facilitate handling of material of great length such as lumber, pipe and similar elongate goods.
Side loading trailers are known in the prior art. For example, United States Patent No. 4~302,044 discloses a trailer body naving slidably openable side panels as well as hinged top panels to provide access to the interior of the trailer in addition to that provided by conventional pivoted rear doors. United States Patent No. 3,815,518 discloses a railroad freight car having three sliding side doors wherein the doors may be opened to provide access to two-thirds of one wall of the trailer. ~hile the procedures for unlatching and sliding the doors may be somewhat difficult and time consuming,l a more significant difficulty of such designs is the simple fact that they cannot provide access to the entire side of a trailer or railroad car at one time.
Such doors thus interfere with both simultaneous loading or unloading of the trailer or car as well as effectively reduce the overall length of elongate cargo which can be conveniently loaded and unloaded from the trailer or car.
A specific class of side loading trailers incorporates pivotable unitary roofs and sidewalls. Frequently, such designs comprehend a door comprising a roof panel approximately one-half as wide as the roof and an integral sidewall panel. Both sides of the trailer may include such pivoted, openable structures. Such designs are typically referred to as gull wing trailers. The speed and ease with which such trailer designs provide internal access is great.
Unfortunately, problems attendant the configuration and operation of gull wing doors of prior art designs detract fxom their utility. For example, in order to minimize the mass of the gull wing door, some designs comprehend lifting only the roof and upper portion of the sidewall. In such designs, the lower portion of the sidewall comprises one or more hinged panels. ~aining access to the interior of such trailers entails several manual operations and thus requires additional personnel, time, or both relative to a design in 123S~22 which -the enti.re sidewall is secured to and opens with the roof portion. Another dificulty centers upon the gull wing opening mechanism. Because a gull wing door is both relatively massive and represents a large cantilever when initially moved from its closed position, required operating forces can be significant and must be provided by operators of significant size and power. Bulky operators placed in the upper portion of a trailer can be disadvantageous since they may occupy significant internal volume and interfere with cargo transporting capacity.
This difficulty is grea-ter than would first be imagined since large cargo and parts baskets are often sized to wholly occupy a trailer's internal width, height and length. An operator housing of only inches in width and length may interfere with complete utilization of the vehicles's internal space. Unless cargo size can be altered, an obstruction such as an operator housing may create unusable space between the housing and the trailer floor across the entire width of the trailer. From the foregoing, it should be apparent that improvements in the design of the side loading gull wing trailers are both possible and desirable.
The present invention provides a gull wing door assembly for a cargo vehicle comprising, a door including a portion of a vehicle roof and side wall, hinge means attaching the portion of the door to a vehicle roof structure, hydraulic cylinder means, for opening the door, attached at one end thereof to the roof structure and attached at another end thereof to the door, whereby the hydraulic cylinder means is disposed adjacent and substanti.ally parallel to the portion of the door when the door is fully closed, thereby minimizing the intrusi.on of the hydraulic cylinder into usable cargo space of the vehicle, and energy storage means for storing mechanical energy therein upon full closure and latching of the door, the energy storage means exerting a force upon the door by which, upon release of a door latch, the door is caused to 123t~722 open, thereby providing an increased acute angle between the hydraulic cylinder means and the portion of the door.
The invention may be embodied as a cargo trailer having at least one gull wing door extending longitudinally along the trailer. The gull wing door then permits unhindered access to the interior of the trailer along its full length at one time. The gull wing door is preferably pivoted along a longitudinal axis in the approximate center of the roof and includes approximately one-half of the roof width as well as the total height of the adjacent contiguous sidewall. Left and right pairs of gull wing doors as well as multiple doors on one side of the txailer are comprehended by the instant invention.
The hydraulic cylinder means may comprise a hydraulic cylinder or other actuator devices disposed between the trailer frame and each end of each gull wing door. In order to minimize intrusion into the cargo space, the hydraulic cylinders are preferably disposed substantially horizontally when the door is closed and open to a small acute angle when the door is unlatched. Energy for this init~al opening motion of the door may be provided by torsion bar spring assemblies forming the energy storage means and disposed co-linearly with the axis of pivotation of the door, the spring assemblies also providing force which assists the upward, opening motion of the door. The torsion bar spring assemblies store energy while the door is being lowered to its closed position. In a preferred embodiment of the invention, latching mechanisms disposed within the gull wing door secure it to the trailer bed.
Through operation of the latches and opening of the gull wing door or doors by the hydraulic cylinders, unrestricted access to the trailer along its full length can be rapidly and expeditiously achieved.
The instant invention will become more readily apparent by reference to the following description of the preferred embodiment and appended drawings.
~23S722 -5a-Figure 1 is a perspective vi.ew of a gull wing door trailer embodying the instant invention with the doors in their open positions;
~235 ~ Z2 Figure 2 is a perspective view of a gull wing door trailer embodying the instant invention with the doors in their closed positions;
Figure 3 is a fragmentary plan view of a gull wing door trailer embodying the instant invention;
Figure 4 is a fragmentary, side elevational view of a door latch assembly in an open position;
Figure 5 is a fragmentary, side elevational view of a door latch assembly in a closed position;
Figure 6 is a fragmentary perspective view of a door alignment assembly as viewed from the outside of the trailer;
Figure 7 is a fragmentary perspective view of a door alignment assembly as viewed from the inside of the trailer;
Figure 8 is a fragmentary sectional view of a gull wing door taken along line 8-8 of Figure 2;
Figure 9 is a fragmentary sectional view of a gull wing door hinge taken along line 9-9 of Figure 8;
Figure 10 is a fragmentary sectional view of a gull wing door seal taken along line 10-10 of Figure
The invention relates generally to door assemblies, e.g. for enclosed, cargo transporting trailers and more specifically gull wing door assemblies which open to provide unobstructed access to such trailers from one side thereof.
A conventional cargo trailer, the workhorse of the transportation industry, can be accurately and simply described as an elongate, wheeled container having a width of appro~imately 8 feet, an interior height of between 8 and 10 feet and a length between 30 and 50 feet. The top, sidewalls and bottom of the trailer are typically rigid panels and access to the interior is generally provided by a pair of hinged, rear doors. While this straightforward design has well served the needs of the transportation industry and those dependent thereon, certain disadvantages are inherent in this design.
It is readily apparent that cargo disposed in an elongate trailer wherein interior access is available only through one end must be loaded and unloaded sequentiallyO
Several consequences devolve from such restricted access.
First of all, since the cargo must be loaded in a sequential fashion, the load/unload time clearly is greater than that which would be experienced if access to a greater portion of the trailer could be obtained at one time, thereby facilitating unloading of greater portions of cargo at one time or through simultaneous utilization of plural unloading agencies such as plural lift trucks.
Secondly, if the cargo consists of disparate articles, it is preferable to load the trailer in the inverse order in which such disparate cargo will be utilized. If this is not done, it may be necessary to unload substantially the entire cargo before certain first-needed cargo can be retrieved from the trailer. Such a situation has obvious time loss consequences which 123St722 generally ca~ be overcome only by involving the shipping entity with the material handling requirements of the receiverO Such involvement places a premium on communica-tion and an undue burden on the shipper.
Another difficulty of end loading trailers also relates to the loading/unloading procedure, creates delays and increases the overall time spent in this activity. This difficulty relates to the handling and return of empty parts baskets, pallets or other empty cargo carrying devices.
Since none of the empty cargo carriers can be returned to the trailer at the cargo utilization site until all of the filled cargo carriers have been removed, numerous additional movements of trans~ort vehicles such as forklifts and additional engagements~disengagements of the cargo carriers by such forklifts are necessitated. For example, a bin or basket may be removed from a trailer, transported to a utilization site in a manufacturing facility where a similar empty bin or basket may be engaged and returned to the loading dock. Vntil the trailer has been fully emptied, however, the carrier cannot be placed within the trailer.
This problem can be brought into sharp relief by envisioning a trailer design and system whereby cargo carriers can be removed from the trailer and transported to their utiliza-tion site while empty carriers can be returned to the trailer and placed in the space just vacated.
Recent, significant shifts in production methods, inventory techniques and management theories are directed toward the reduction of manufacturing site inventory, compensated for by rapid and timely delivery of components heretofore warehoused by the user. Such manufacturing and inventory control schemes emphasize, and in fact require, rapid movement of material transported on commercial trailers which is assisted by timely loading and unloading.
It has been determined that side loading trailers facilitate such rapid loadin~ and unloading as well as generally address the difficulties heretofore noted. Side loading ~l23S ~'2Z
trailers further facilitate handling of material of great length such as lumber, pipe and similar elongate goods.
Side loading trailers are known in the prior art. For example, United States Patent No. 4~302,044 discloses a trailer body naving slidably openable side panels as well as hinged top panels to provide access to the interior of the trailer in addition to that provided by conventional pivoted rear doors. United States Patent No. 3,815,518 discloses a railroad freight car having three sliding side doors wherein the doors may be opened to provide access to two-thirds of one wall of the trailer. ~hile the procedures for unlatching and sliding the doors may be somewhat difficult and time consuming,l a more significant difficulty of such designs is the simple fact that they cannot provide access to the entire side of a trailer or railroad car at one time.
Such doors thus interfere with both simultaneous loading or unloading of the trailer or car as well as effectively reduce the overall length of elongate cargo which can be conveniently loaded and unloaded from the trailer or car.
A specific class of side loading trailers incorporates pivotable unitary roofs and sidewalls. Frequently, such designs comprehend a door comprising a roof panel approximately one-half as wide as the roof and an integral sidewall panel. Both sides of the trailer may include such pivoted, openable structures. Such designs are typically referred to as gull wing trailers. The speed and ease with which such trailer designs provide internal access is great.
Unfortunately, problems attendant the configuration and operation of gull wing doors of prior art designs detract fxom their utility. For example, in order to minimize the mass of the gull wing door, some designs comprehend lifting only the roof and upper portion of the sidewall. In such designs, the lower portion of the sidewall comprises one or more hinged panels. ~aining access to the interior of such trailers entails several manual operations and thus requires additional personnel, time, or both relative to a design in 123S~22 which -the enti.re sidewall is secured to and opens with the roof portion. Another dificulty centers upon the gull wing opening mechanism. Because a gull wing door is both relatively massive and represents a large cantilever when initially moved from its closed position, required operating forces can be significant and must be provided by operators of significant size and power. Bulky operators placed in the upper portion of a trailer can be disadvantageous since they may occupy significant internal volume and interfere with cargo transporting capacity.
This difficulty is grea-ter than would first be imagined since large cargo and parts baskets are often sized to wholly occupy a trailer's internal width, height and length. An operator housing of only inches in width and length may interfere with complete utilization of the vehicles's internal space. Unless cargo size can be altered, an obstruction such as an operator housing may create unusable space between the housing and the trailer floor across the entire width of the trailer. From the foregoing, it should be apparent that improvements in the design of the side loading gull wing trailers are both possible and desirable.
The present invention provides a gull wing door assembly for a cargo vehicle comprising, a door including a portion of a vehicle roof and side wall, hinge means attaching the portion of the door to a vehicle roof structure, hydraulic cylinder means, for opening the door, attached at one end thereof to the roof structure and attached at another end thereof to the door, whereby the hydraulic cylinder means is disposed adjacent and substanti.ally parallel to the portion of the door when the door is fully closed, thereby minimizing the intrusi.on of the hydraulic cylinder into usable cargo space of the vehicle, and energy storage means for storing mechanical energy therein upon full closure and latching of the door, the energy storage means exerting a force upon the door by which, upon release of a door latch, the door is caused to 123t~722 open, thereby providing an increased acute angle between the hydraulic cylinder means and the portion of the door.
The invention may be embodied as a cargo trailer having at least one gull wing door extending longitudinally along the trailer. The gull wing door then permits unhindered access to the interior of the trailer along its full length at one time. The gull wing door is preferably pivoted along a longitudinal axis in the approximate center of the roof and includes approximately one-half of the roof width as well as the total height of the adjacent contiguous sidewall. Left and right pairs of gull wing doors as well as multiple doors on one side of the txailer are comprehended by the instant invention.
The hydraulic cylinder means may comprise a hydraulic cylinder or other actuator devices disposed between the trailer frame and each end of each gull wing door. In order to minimize intrusion into the cargo space, the hydraulic cylinders are preferably disposed substantially horizontally when the door is closed and open to a small acute angle when the door is unlatched. Energy for this init~al opening motion of the door may be provided by torsion bar spring assemblies forming the energy storage means and disposed co-linearly with the axis of pivotation of the door, the spring assemblies also providing force which assists the upward, opening motion of the door. The torsion bar spring assemblies store energy while the door is being lowered to its closed position. In a preferred embodiment of the invention, latching mechanisms disposed within the gull wing door secure it to the trailer bed.
Through operation of the latches and opening of the gull wing door or doors by the hydraulic cylinders, unrestricted access to the trailer along its full length can be rapidly and expeditiously achieved.
The instant invention will become more readily apparent by reference to the following description of the preferred embodiment and appended drawings.
~23S722 -5a-Figure 1 is a perspective vi.ew of a gull wing door trailer embodying the instant invention with the doors in their open positions;
~235 ~ Z2 Figure 2 is a perspective view of a gull wing door trailer embodying the instant invention with the doors in their closed positions;
Figure 3 is a fragmentary plan view of a gull wing door trailer embodying the instant invention;
Figure 4 is a fragmentary, side elevational view of a door latch assembly in an open position;
Figure 5 is a fragmentary, side elevational view of a door latch assembly in a closed position;
Figure 6 is a fragmentary perspective view of a door alignment assembly as viewed from the outside of the trailer;
Figure 7 is a fragmentary perspective view of a door alignment assembly as viewed from the inside of the trailer;
Figure 8 is a fragmentary sectional view of a gull wing door taken along line 8-8 of Figure 2;
Figure 9 is a fragmentary sectional view of a gull wing door hinge taken along line 9-9 of Figure 8;
Figure 10 is a fragmentary sectional view of a gull wing door seal taken along line 10-10 of Figure
2;
Figure 11 is a fragmentary sectional view of a portion of the roof, roof seal and actuator mechanism taken along line 11-11 of Figure 3;
Figure 12 is a fragmentary plan view with portions broken away of a gull wing door hinge assembly and a torsion bar spring assembly;
Figure 13 is a fragmentary sectional view of the torsion bar spring assembly taken along line 13-13 of Figure 11;
~ ' 123S72;~
' : F~gure 14 is a fragmentary sectional view of the torsion bar spring assembly taken along line 14-14 of Figure 12;
Figure 15 is an exploded perspective view of the torsion bar spring assembly;
Figure 16 is an exploded perspective view of a gull wing door hinge assembly;
Figure 17 is a perspective view of a gull wing door torsion bar spring assembly and actuator assembly;
Figure 18 is a fragmentary sectional view of an actuator assembly of a gull wing door in the closed position taken along line 18-18 of Figure 11; and Figure 19 is a fragmentary sectional view similar to Figure 18 of an actuator assembly of a gull wing door after the latching mechanisms have been disengaged and the energy stored in the torsion bar spring assembly has moved the gull wing door out of its closed and latched position.
Referring now to Figures 1, 2 and 3, a gull wing door trailer is illustrated and generally designated by the reference numeral 10. The trailer 10 includes an elongate frame assembly 12 comprising a pair of parallel, elongate I-beams 14 to which are secured a plurality of spaced-apart crossbeams 16, oblique braces 18 and, ~5 at the forward portion of the trailer 10, a pair of landing gear 20 and a kingpin 22. Disposed at the rearward portion of the trailer 10 and secured to the I-beams 14 is an axle assembly 24 which includes suspension and brake components (not illustrated) and which rotatably supports a plurality of wheels and tires 2~. Also disposed at the rear portion of the trailer 10 adjacent the axle assembly 24 is an optional lift assembly 28 utillzed to position the , .
trailer 10 level with a loading dock. The lift assembly 28 forms no portion of the instant invention. The frame assembly 12 also includes a peripheral rail 30 which extends generally about the trailer lO in a conventional manner.
The peripheral rail 30 is preferably a right angle beam but may be a channel or I-beam, as desired. Supported by the I-beams 14, the crossbeams 16 and extending between the peripheral rail 30 are a plurality of elongate, parallel wood planks which form the floor 32 of the trailer 10. The ~0 trailer floor 32, alternatively, may be fabricated of metallic or wood composition sheets or plates, if desired.
As those familiar with cargo trailers will readily appreciate, the trailer 10 illustrated is of the type commonly referred to as drop frame trailer wherein the floor 32 is at a generally higher level adjacent the kingpin 22 and drops to a lower level along the remainder of the trailer 10 in order to maximize internal cargo carrying volume. With such a trailer floor configuration, two gull wing doors, a forward door assembly 40 and an aft door assembly 42 having a height somewhat greater than the forward door assembly 40 are preferably utilized to provide floor level access to both portions of the floor 32 of the trailer 10. In a trailer of a flatbed design, that is, one having a uniform floor height along its entire length, a single gull wing door may be utilized to provide access along its full ~jength. It should thus be appreciated that the following description relating to a drop frame trailer should be considered illustrative and exemplary of one embodiment of a gull wing trailer and should not be considered limiting. Likewise, although the trailer 10 described herein and illustrated in the appended drawings incorporates gull wing doors 40 and 42 only on one side, the right side, it should be understood that trailers having - gull wing doors on the left side or trailers having gull wing doors on both sides are comprehended by and considered to be a portion of the instant invention.
The trailer 10 also includes a front wall 44 which extends upwardly from the forward termini of the I-beams 14, a roof 46 and a fixed sidewall 48. As noted above, however, the roof 46 and the sidewall 48 may be elements of a gull wing door or doors, such as the doors 40 and 42, if it is desired, for various reasons, to provide access either to the left side of the trailer 10 or both sides of the trailer 10. At the rear of the trailer 10, a pair of conventional hinged rear doors 50 each extends one-half the width of the trailer 10 and together provide access to the interior of the trailer 10 in a conventional manner. A frame member 52 disposea at the discontinuity of the floor 32 between its higher and lower levels supports various elements of the gull wing doors 40 and 42 as well as providing a sealing surface as will be more fully described subsequently. Each of the gull wing doors 40 and 42 includes at least two latch assemblies 54 and larger gull wing doors such as the aft door 42 preferably include door alignment assemblies 56.
Also associated with each of the gull wing doors 40 and 42 are a pair of actuator assemblies 58. A torsion bar spring assembly 60A is operably connected between the forward gull wing door 4U and the roof 46 and a pair of torsion bar spring assemblies 60B and 60C are operably connected between the aft gull wing door 42 and the roof 46. These various assemblies of the trailer 10 will be described below beginning with the latch assemblies 54.
Referring now to Figures 4, 5 and 8, one of the latch assemblies 54 which are disposed in spaced-apart relation-ship along the length of the gull wing doors 40 and 42 is illustrated. Each assembly 54 includes a recessed frame 70 within which is disposed a manually operable pivoted handle 72 movable between a first position illustrated in Figure 4 wherein the gull wing door 40 or 42 may be opened and a second position illustrated in Figure 5 wherein the gull wing door 40 or 42 is secured to the peripheral rail 30 of the frame assembly 12. Through a pivotally secured link 74, 12~5722 the handle 72 is coupled to a locking pin 76. The locking pin 76 is slidably received within a bushing 78 secured to the recessed frame 70 and is received at its opposite end within a stabilizing bracket 80. The lower, terminal portion of the locking pin 76 preferably includes an - obliquely oriented, outwardly facing surface 82. A suitably disposed aperture 84 formed in the peripheral rail 30 receives the terminal portion of the locking pin 76 and cooperates with the obliquely oriented surface 82 to provide a wedging action which securely closes the door when the handle 72 is moved from the position illustrated in Figure 4 to that illustrated in Figure 5. The latch assembly 54 may also include a spring clip 86 disposed within the frame 70 which positively maintains the handle 72 and thus the locking pin 76 in the position illustrated in Figure 4 during, for example, opening of the associated gull wing door 40 or 42. The spring clip 86 may be conveniently manually depressed by an operator such that pivoting motion - of the handle 76 may be readily accomplished when desired.
Referring now to Figures 6 and 7, one of the door alignment assemblies 56 disposed on the aft gull wing door 42 will now be described. Generally speaking, the door alignment assemblies 56 are required only on larger gull wing doors such as the gull wing door 42 which extends along the lower, longer portion of the trailer 19. The door alignment assemblies 56 are intended to facilitate engagement of the latch assemblies 54 described above by ensuring that the gull wing door 42 is properly positioned before the latch assemblies 54 are moved to their closed positions. The door alignment assemblies 56 ensure that this can be accomplished notwithstanding flexing or deformation of the aft door 42 and particularly the frame assembly 12 due to uneven loading, uneven ground support or any other influence which might render insertion of the locking pins 76 within the sockets 84 difficult. The door alignmen-t assemblies 56 include a cooperating cone 90 and /~
~23572~
socket 92 which, in spite of door or frame flexing and possible misalignment as noted above, will be engageable to some extent. Associated with each cone 90 and socket 92 is a pivoted arm 94 which extends through the gull wing door 42 and is pivotally secured thereto. The portion of the lever arm 94 outside the trailer 10 is manually operable and may, like the latch assembly 54, be disposed within a recessed frame lO0. The lever arm 94 includes a centrally disposed slot 96 which may be engaged by a spring-biased latch 98.
The latch 98 retains the lever arm 94 in the recessed frame 96 and selectively releases it with the application ~f upward force thereto. The portion of the lever arm 94 on the inside of the gull wing door 42 includes tapered lateral edges and defines a generally narrowed terminus 102.
Aligned with the terminus 102 of the lever arm 94 and disposed in the peripheral rail 30 is a slot 104. The slot 104 receives the terminus 102 of the lever arm 94. Upward motion of the portion of the lever arm 94 outside the trailer lO urges the door 42 against the rail 30 and the cone 90 into the socket 92, thus appropriately positioning the gull wing door 42 relative to the peripheral rail 30 such that the locking pins 76 of the latch assemblies 54 may be engaged as described above. Disposed generally along the inner, lower marginal edge of each gull wing door 40 and 42 is disposed a leaf spring 106. The leaf spring 106 both provides a seal along the lower edge of the gull wing doors 40 and 42 as well as providing an initial opening foxce which urges the gull wing doors 40 and 42 away from the peripheral rail 30 when the latch assemblies 54 are moved to their open positions.
Referring now to Figures 8 and 9, it will be appr~ciated that a weather-tight seal between the gull wing doors 40 and 42 and either the roof 46 of the trailer 10, or another gull wing door, is achieved along the length of the, `
trailer 10 by a flexible seal 110. The flexible seal 110 !
may be a material such as rubberl similar elastomer, or any ~2~72Z
other material which maintains suitable flexibility and waterproof characteristics over a broad range of temperatures. Each edge of ~he flexible seal 110 is received within a respective one of a pair of sy~metrical, opposed slots 112A and 112B formed in longitudinally - extending channel beams 114A and 114B, respectively. The channel beams 114A and 114B are preferably extrusions and thus uniform along their length. Secured to the channel beams 114A and llAB are various hinge structures such as the right angle brackets 116 secured to the beam 114A and interengaging tongue 118 secured to the beam 114s. The brackets 116 and tongue 118 include aligned apertures within which a hinge pin 120 is positioned. The hinge pin 120 defines the longitudinal axis of pivot of the gull wing door 42 as well as functioning as a load carrying member, cooperating with the brackets 116 and tongue 118. The hinge structure just described provides a positive pivot and, in trailers having doors on only one side, a load transfer point, as noted. However, additional hinges and pivots are utilized to couple ~he gull wing doors 40 and 42 to the trailer 10 and are described subsequently.
Referring now to Figures 10 and 11, it will be appreciated that the frame member 52 is formed to define a pair of channels 124A and 124B which receive a resilient gasket 126 of generally circular cross-section fabricated of rubber or a similar elastomer or other material which retains its resiliency over a wide range of temperatures.
The gasket 126 seals against the back side of the gull wing doors 40 and 42 to provide a weather-tight seal when the gull wing doors 40 and 42 are in their closed positions.
The edges of the gull wing doors 42 and 40 preferably include rolled lips 128A and 128B, respectively, which enlarge the contacted sealing surface of the gasket 126 and thus enhance the seal. It should be understood that the seal structure of the forward gull wing door 40 is in all respects identical to that illustratea in Figure 10 with /,2 123572~
regard to the aft gull wing door 42. Furthermore, it should be understood that if a single gull wing door which extends the length of a trailer is utilized, the seal structure illustrated wili be located at the extreme front and rear of the gull wing door, i.e., the gasket 126 positioned in the channel 124A will be defined by a portion of the extreme forward and aft frame structures of the trailer 10.
Likewise in Figure 11, which illustrates, in section, a portion of the roof section of the gull wing door 42, the channel 124A and the gasket 126 as well as the rolled lip 128A are all seen to extend into that region and provide the same sealing function as just described. Figure 11 also illustrates a portion of one of the actuator assemblies 58 which are disposed adjacent the roof portions of the gull wing doors 40 and 42 as will be more fully described subsequently.
Referring now to Figures 12, 13, 14, 15 and 16, the torsion bar spring assemblies 60A, 60B and 60C will be described. The spring assembly 60A is coupled to the forward gull wing door 40, the spring assembly 60B is coupled to the forward region of the aft gull wing door 42 and the spring assembly 60C is coupled to the rear region of the aft gull wing door 42. At the outset, it should be understood that the configurations of the three torsion bar spring assemblies 60A, 60B and 60C vary in sense, that is, both left hand and right hand assemblies are utilized, and size, depending upon the weight of the associated gull wing door and the number of torsion spring assemblies utilized therewith such that appropriate energy storage and thus opening assisting forces are generated. Notwithstanding these variations, the overall construction and function of the torsion bar spring assemblies 60A, 60B and 60C are substantially the same. In other words, similarities outnumber differences in the three torsion bar spring assen~lies 60A, 60B and 60C and the differences relate simply to matters of orientation and spring torque. With the foregoing in mind, the torsion spring assembly 60B at the forward end of the aft gull wing door 42 will be described. Distinctions between it and the spring assemblies 60A and 60C will then be noted. A sub-frame 132 is secured to the frame member 52 and disposed generally proximate the axis of pivot of the gull wing door 42O The sub-frame 132 may be assembled from various structural shapes which may be secured together to form the following necessary elements. A folded bar forms a clevis 134 which defines a slot 136. The slot 136 receives a hinge component 138 which is secured to the gull wing door 42. The hinge component 138 includes an aperture 140 which aligns with a pair of similarly sized apertures (not illustrated) in the clevis 134. The apertures in the clevis 134 are colinear with the axis of the hinge pin 120 previously described.
The aligned aperture 140 and apertures in the clevis 134 receive a hinge pin 142 which secures the gull wing door 42 to the sub-frame 132 and is retained there by a cotter pin 144 or other suitable removable fastener. The hinge component 138 and sub-frame 132 function as significant load bearing and transferring components for the weight of the doors 40 and 42, particularly in trailers having doors on both sides.
The sub-frame 132 also includes a pair of plates 148 which define a cavity 150 having the common axis of pivot of the hinge pins 120 and 142 disposed at its center. A shim plate or plates 152 may be utilized as necessary to properly size the cavity 150. The cavity 150 receives a plurality of flat, elongate torsion spring bars 154. The length, number and thickness of the torsion bars 154 is chosen to provide suitable opening force to the gull wing door 42 both when the latch assemblies 54 are released and during upward motion of the door 42 as will be subsequently described.
The precise dimensions and spring rates of the bars 154 will thus vary with the application and can be chosen according to conventi~nal design practices and the shim plates 152 may /~
be utilized as noted to compensate for thickness variations of the bars lS~. The torsion bars 154 are contained within an elongate tube 156 having a length somewhat shorter than the length of the bars 154. The elongate tube 156 ensures that the spring bars 154 remain generally disposed along the axis of pivot of the gull wing door 42 previously described and further functions as a hinge pin since it is received within tripartite hinge assemblies 158 comprising pairs of tube receiving bushings 160A secured to the gull wing door 10 42 which are disposed on opposite sides c~f a single bushing 160B secured to the roof 46 and supporting structural members (not illustrated) of the trailer 10 by associated mounting plates 162A and 162B, respectively. ~5 illustrated in Figure 12, it is preferable that both the torsion spring assemblies 60B and 60C associated with the larger, a~t gull wing door 42 include three tripartite hinge assemblies 158 as illustrated. However, the torsion bar spring assembly 60A associated with the forward gull wing door 40 preferably includes but two of the spring bars 154 and the cavity 150 of the sub-frame 132 includes appropriate compensating shim plates 152. The termini of the torsion spring bars 154 opposite the sub-frame 132 each includes an aperture 164.
The ends of the springs 154 including the apertures 164 are coupled to a mounting block 166B secured to the gull wing door 42 by suitable fasteners ~not illustrated). The mounting block 166B includes a horizontal slot 16~ which receives the torsion springs 154. A suitably disposed aperture 170 aligns with the apertures 164 in the spring bars 1S4 and permits passage of a threaded fastener 172 or other suitable retaining means through the mounting block 166B to securely retain the spring bars 154 therein. It should be noted that no axial restraint is applie~ to the ~ opposite ends of the bars 154, that is, the ends disposed ! within the cavity 150, and thus the bars 154 are free at one end so that longitudinal dimensional change occasioned by operation may readily occur.
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Figure 14 illustrates the mounting block 166A of the torsion spring assembly 60A associated with the forward gull wing door 4D. As noted above, since the forward gull wing door 40 is smaller than aft gull wing door 42, it has been determuned that the utilization of two elongate torsion spring bars 154 provides sufficient opening force. In Figure 14, a filot 174 which receives the ~pring bars 154 is clearly shown. It will be noted that the slot 174 is disposed at an acute angle relative to a horizontal plane. The approximate size of the acute angle can be determined with reference to Figure 1 which shows the gull wing door 40 in its open position.
Generally speaking, the angle of the spring receiving slot 174 is such that the spring bars 154 of ~he spring assembly 60A are substantially or fully relieved of torsion in this position since, first of all, there is no particular justi-fication for storing energy at this point in the travel of the gull wing door 40 and since, second of all, this arrangement facilitates assembly since the bars 154 can be installed without contending with torsional or preloading forces. Also as illustrated in Figure 1, it has been found preferable to include two torsion bar spring assemblies 60B
and 60C with the larger, aft gull wing door 42. The torsion bar spring assembly 60B illustrated in Figure 12 associated with the forward portion of the aft gull wing door 42 may be considered to have a certain sense. A similar assembly 60C, which is opposite only in sense, is associated with the rearward portion of the aft gull wing door 42 and is shown in Figure 1.
With reference now to Figures 16 and 17, one of the actuator assemblies 58 will be described. A pair of actuator assemblies 58 are utilized with each gull wing door as illustrated in Figure 1. It will be appreciated that the sub-frame 132 also includes a transversely disposed pivot member 180 which defines a longitudinally oriented aperture 182. The pivot member 180 receives a clevis portion 184 ofl a hydraulic cylinder 186. The clevis portion 184 includes a 1~357Z2 pair of aligned apertures 188. A pivot pin 190 extends through the apertures 188 and 182 and retai~s the hydraulic cylinder 186 on the pivot member 180 of the sub-frame 132.
Suitable removable fasteners such as cotter pins 192 may be utilized to selectively secure the pivot pin 190 as will be .readily understood. The hydraulic cylinder 186 is a conventional, double acting type and as such, includes a piston rod 196 extending from the end opposite the clevis portion 184 which may be~extended and retracted by the appropr.iate application of pressurized hydraulic fluid. The piston rod 196 in turn includes a clevis 198 which is pivotally pinned to a bracket or structural member 200 of the gull wing door 42. Again, it should be understood that while the foregoing description has related to the forward portion of the larger, aft gull wing door 42, reference to Figure 1 will clarify the fact that an actuator assembly 58 .is positioned as described at the forward and aft portions of both the forward gull wing door 40 and aft gull wing door 42. It should therefore be understood that a pair of hydraulic cylinders 186 is preferably associated with each gull wing door whether the gull wing door is small such as the gull wing door 40 or the gull wing door is large, such as the aft gull wing door 42, and extends substantially or completely along the length of the trailer 10.
Reference to Figures 18 and 19 as well as generally to Figures 1 and 2 and those drawing figures illustrating the torsion bar spring assemblies 60A, 60B and 60C will clarify their function and the overall operation of the doors 40 and 42 of the trailer 10. When the aft gull wing door 42, illustrated in Figure 18, or the forward gull wing door 40 is in its closed position, with the latch assemblies 54 engaged, it will be appreciated that the hydraulic cylinder 186 is oriented at but a few degrees from the horizontal.
Such disposition is preferable since it occupies minimal vertical height and thus occasions minlmum interference with the internal volume and thus cargo holding capability of the trailer 10. However, a cursory force resolution analysis of the door raising force the hydraulic cylinder 186 is able to provide in this position reveals that such force is minimal.
When the latch assemblies 54 are moved from their engaged positions, illustrated in Figure 5, to their released positions, illustrated in Figure 4, thus releasing the locking pins 76 from engagement with the apertures 8~
disposed in the peripheral rail 30, both the leaf spring 106 disposed along the lower marginal edge of the gull wing door 42 and primarily the energy stored in the elongate torsion spring bars 154 of the torsion bar spring assemblies 60B and 60C initially opens and lifts the gull wing door 42 to the position illustrated in Figure 19. It will be appreciated that although the repositioning of the gull wing door due to the leaf spring 106 and torsion bar spring assemblies 60B
and 60C is slight, the hydraulic cylinder 186 is now disposed in a far more mechanically advantageous position to provide lift to the gull wing door 42. At this time, pressurized hydraulic fluid is provided to the hydraulic cylinders 186 and the gull wing door 42 may be moved to the elevated position illustrated in Figure 1. It should be understood that operation of the forward gull wing door 40 follows the same procedure.
Closing of the gull wing dooxs 41 and 42 entails simply the reverse application of hydraulic fluid to the cylinders 186 such that the gull wing doors 40 and 42 return to the positions generally illustrated by Figure 19. The doors are then manually pressed closed to the positions generally illustrated in Figure 18, a process which may be assisted by the door alignment assemblies 56 preferably included on any larger gull wing doors such as the aft gull wing door 42.
The latch assemblies 54 may then be engaged and the trailer is secure for movement.
It should be noted that the hydraulic system utilized to provide controlled, pressurized hydraulic fl~id to the double acting hydraulic cylinders 186 of the actuator /~
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assemblies 58 is of a conventional nature and will typically be integrated with a similar system on the tractor associated with the trailer 10. The hydraulic system will therefore not be further described.
lt will thus be appreciated that the trailer lO is capable of providing rapid and unrestricted access along its len~,h. It should be understood'that the frame member 52 would be unnecessary in a trailer having a uniform height floor extending its full length. The substantially horizontal disposition of the hydraulic cylinders of the actuating assemblies 58 as illustrated in Figure 18 provides an absolute minimum incursion into the cargo space and thus a minimum of interference with the cargo holding and hauling capability of the trailer 10 while providing rapid opening and closing of the gull'wing doors 40 and 42 as will be readily appreci-ated.
The foregoing disclosure is the best mode devised by the inventors for practicing this invention. It is appar-ent, however, that apparatus incorporating modifications and variations will be obvious to one skilled in the art of cargo transporting devices. Inasmuch as the foregoing disclosure is intended to enable one skilled in the perti-nent art to practice the instant invention, it should not be construed to be limited thereby but should be construed to include such aforementioned obvious variations and be limited only by the spirit and scope of the following claims.
Figure 11 is a fragmentary sectional view of a portion of the roof, roof seal and actuator mechanism taken along line 11-11 of Figure 3;
Figure 12 is a fragmentary plan view with portions broken away of a gull wing door hinge assembly and a torsion bar spring assembly;
Figure 13 is a fragmentary sectional view of the torsion bar spring assembly taken along line 13-13 of Figure 11;
~ ' 123S72;~
' : F~gure 14 is a fragmentary sectional view of the torsion bar spring assembly taken along line 14-14 of Figure 12;
Figure 15 is an exploded perspective view of the torsion bar spring assembly;
Figure 16 is an exploded perspective view of a gull wing door hinge assembly;
Figure 17 is a perspective view of a gull wing door torsion bar spring assembly and actuator assembly;
Figure 18 is a fragmentary sectional view of an actuator assembly of a gull wing door in the closed position taken along line 18-18 of Figure 11; and Figure 19 is a fragmentary sectional view similar to Figure 18 of an actuator assembly of a gull wing door after the latching mechanisms have been disengaged and the energy stored in the torsion bar spring assembly has moved the gull wing door out of its closed and latched position.
Referring now to Figures 1, 2 and 3, a gull wing door trailer is illustrated and generally designated by the reference numeral 10. The trailer 10 includes an elongate frame assembly 12 comprising a pair of parallel, elongate I-beams 14 to which are secured a plurality of spaced-apart crossbeams 16, oblique braces 18 and, ~5 at the forward portion of the trailer 10, a pair of landing gear 20 and a kingpin 22. Disposed at the rearward portion of the trailer 10 and secured to the I-beams 14 is an axle assembly 24 which includes suspension and brake components (not illustrated) and which rotatably supports a plurality of wheels and tires 2~. Also disposed at the rear portion of the trailer 10 adjacent the axle assembly 24 is an optional lift assembly 28 utillzed to position the , .
trailer 10 level with a loading dock. The lift assembly 28 forms no portion of the instant invention. The frame assembly 12 also includes a peripheral rail 30 which extends generally about the trailer lO in a conventional manner.
The peripheral rail 30 is preferably a right angle beam but may be a channel or I-beam, as desired. Supported by the I-beams 14, the crossbeams 16 and extending between the peripheral rail 30 are a plurality of elongate, parallel wood planks which form the floor 32 of the trailer 10. The ~0 trailer floor 32, alternatively, may be fabricated of metallic or wood composition sheets or plates, if desired.
As those familiar with cargo trailers will readily appreciate, the trailer 10 illustrated is of the type commonly referred to as drop frame trailer wherein the floor 32 is at a generally higher level adjacent the kingpin 22 and drops to a lower level along the remainder of the trailer 10 in order to maximize internal cargo carrying volume. With such a trailer floor configuration, two gull wing doors, a forward door assembly 40 and an aft door assembly 42 having a height somewhat greater than the forward door assembly 40 are preferably utilized to provide floor level access to both portions of the floor 32 of the trailer 10. In a trailer of a flatbed design, that is, one having a uniform floor height along its entire length, a single gull wing door may be utilized to provide access along its full ~jength. It should thus be appreciated that the following description relating to a drop frame trailer should be considered illustrative and exemplary of one embodiment of a gull wing trailer and should not be considered limiting. Likewise, although the trailer 10 described herein and illustrated in the appended drawings incorporates gull wing doors 40 and 42 only on one side, the right side, it should be understood that trailers having - gull wing doors on the left side or trailers having gull wing doors on both sides are comprehended by and considered to be a portion of the instant invention.
The trailer 10 also includes a front wall 44 which extends upwardly from the forward termini of the I-beams 14, a roof 46 and a fixed sidewall 48. As noted above, however, the roof 46 and the sidewall 48 may be elements of a gull wing door or doors, such as the doors 40 and 42, if it is desired, for various reasons, to provide access either to the left side of the trailer 10 or both sides of the trailer 10. At the rear of the trailer 10, a pair of conventional hinged rear doors 50 each extends one-half the width of the trailer 10 and together provide access to the interior of the trailer 10 in a conventional manner. A frame member 52 disposea at the discontinuity of the floor 32 between its higher and lower levels supports various elements of the gull wing doors 40 and 42 as well as providing a sealing surface as will be more fully described subsequently. Each of the gull wing doors 40 and 42 includes at least two latch assemblies 54 and larger gull wing doors such as the aft door 42 preferably include door alignment assemblies 56.
Also associated with each of the gull wing doors 40 and 42 are a pair of actuator assemblies 58. A torsion bar spring assembly 60A is operably connected between the forward gull wing door 4U and the roof 46 and a pair of torsion bar spring assemblies 60B and 60C are operably connected between the aft gull wing door 42 and the roof 46. These various assemblies of the trailer 10 will be described below beginning with the latch assemblies 54.
Referring now to Figures 4, 5 and 8, one of the latch assemblies 54 which are disposed in spaced-apart relation-ship along the length of the gull wing doors 40 and 42 is illustrated. Each assembly 54 includes a recessed frame 70 within which is disposed a manually operable pivoted handle 72 movable between a first position illustrated in Figure 4 wherein the gull wing door 40 or 42 may be opened and a second position illustrated in Figure 5 wherein the gull wing door 40 or 42 is secured to the peripheral rail 30 of the frame assembly 12. Through a pivotally secured link 74, 12~5722 the handle 72 is coupled to a locking pin 76. The locking pin 76 is slidably received within a bushing 78 secured to the recessed frame 70 and is received at its opposite end within a stabilizing bracket 80. The lower, terminal portion of the locking pin 76 preferably includes an - obliquely oriented, outwardly facing surface 82. A suitably disposed aperture 84 formed in the peripheral rail 30 receives the terminal portion of the locking pin 76 and cooperates with the obliquely oriented surface 82 to provide a wedging action which securely closes the door when the handle 72 is moved from the position illustrated in Figure 4 to that illustrated in Figure 5. The latch assembly 54 may also include a spring clip 86 disposed within the frame 70 which positively maintains the handle 72 and thus the locking pin 76 in the position illustrated in Figure 4 during, for example, opening of the associated gull wing door 40 or 42. The spring clip 86 may be conveniently manually depressed by an operator such that pivoting motion - of the handle 76 may be readily accomplished when desired.
Referring now to Figures 6 and 7, one of the door alignment assemblies 56 disposed on the aft gull wing door 42 will now be described. Generally speaking, the door alignment assemblies 56 are required only on larger gull wing doors such as the gull wing door 42 which extends along the lower, longer portion of the trailer 19. The door alignment assemblies 56 are intended to facilitate engagement of the latch assemblies 54 described above by ensuring that the gull wing door 42 is properly positioned before the latch assemblies 54 are moved to their closed positions. The door alignment assemblies 56 ensure that this can be accomplished notwithstanding flexing or deformation of the aft door 42 and particularly the frame assembly 12 due to uneven loading, uneven ground support or any other influence which might render insertion of the locking pins 76 within the sockets 84 difficult. The door alignmen-t assemblies 56 include a cooperating cone 90 and /~
~23572~
socket 92 which, in spite of door or frame flexing and possible misalignment as noted above, will be engageable to some extent. Associated with each cone 90 and socket 92 is a pivoted arm 94 which extends through the gull wing door 42 and is pivotally secured thereto. The portion of the lever arm 94 outside the trailer 10 is manually operable and may, like the latch assembly 54, be disposed within a recessed frame lO0. The lever arm 94 includes a centrally disposed slot 96 which may be engaged by a spring-biased latch 98.
The latch 98 retains the lever arm 94 in the recessed frame 96 and selectively releases it with the application ~f upward force thereto. The portion of the lever arm 94 on the inside of the gull wing door 42 includes tapered lateral edges and defines a generally narrowed terminus 102.
Aligned with the terminus 102 of the lever arm 94 and disposed in the peripheral rail 30 is a slot 104. The slot 104 receives the terminus 102 of the lever arm 94. Upward motion of the portion of the lever arm 94 outside the trailer lO urges the door 42 against the rail 30 and the cone 90 into the socket 92, thus appropriately positioning the gull wing door 42 relative to the peripheral rail 30 such that the locking pins 76 of the latch assemblies 54 may be engaged as described above. Disposed generally along the inner, lower marginal edge of each gull wing door 40 and 42 is disposed a leaf spring 106. The leaf spring 106 both provides a seal along the lower edge of the gull wing doors 40 and 42 as well as providing an initial opening foxce which urges the gull wing doors 40 and 42 away from the peripheral rail 30 when the latch assemblies 54 are moved to their open positions.
Referring now to Figures 8 and 9, it will be appr~ciated that a weather-tight seal between the gull wing doors 40 and 42 and either the roof 46 of the trailer 10, or another gull wing door, is achieved along the length of the, `
trailer 10 by a flexible seal 110. The flexible seal 110 !
may be a material such as rubberl similar elastomer, or any ~2~72Z
other material which maintains suitable flexibility and waterproof characteristics over a broad range of temperatures. Each edge of ~he flexible seal 110 is received within a respective one of a pair of sy~metrical, opposed slots 112A and 112B formed in longitudinally - extending channel beams 114A and 114B, respectively. The channel beams 114A and 114B are preferably extrusions and thus uniform along their length. Secured to the channel beams 114A and llAB are various hinge structures such as the right angle brackets 116 secured to the beam 114A and interengaging tongue 118 secured to the beam 114s. The brackets 116 and tongue 118 include aligned apertures within which a hinge pin 120 is positioned. The hinge pin 120 defines the longitudinal axis of pivot of the gull wing door 42 as well as functioning as a load carrying member, cooperating with the brackets 116 and tongue 118. The hinge structure just described provides a positive pivot and, in trailers having doors on only one side, a load transfer point, as noted. However, additional hinges and pivots are utilized to couple ~he gull wing doors 40 and 42 to the trailer 10 and are described subsequently.
Referring now to Figures 10 and 11, it will be appreciated that the frame member 52 is formed to define a pair of channels 124A and 124B which receive a resilient gasket 126 of generally circular cross-section fabricated of rubber or a similar elastomer or other material which retains its resiliency over a wide range of temperatures.
The gasket 126 seals against the back side of the gull wing doors 40 and 42 to provide a weather-tight seal when the gull wing doors 40 and 42 are in their closed positions.
The edges of the gull wing doors 42 and 40 preferably include rolled lips 128A and 128B, respectively, which enlarge the contacted sealing surface of the gasket 126 and thus enhance the seal. It should be understood that the seal structure of the forward gull wing door 40 is in all respects identical to that illustratea in Figure 10 with /,2 123572~
regard to the aft gull wing door 42. Furthermore, it should be understood that if a single gull wing door which extends the length of a trailer is utilized, the seal structure illustrated wili be located at the extreme front and rear of the gull wing door, i.e., the gasket 126 positioned in the channel 124A will be defined by a portion of the extreme forward and aft frame structures of the trailer 10.
Likewise in Figure 11, which illustrates, in section, a portion of the roof section of the gull wing door 42, the channel 124A and the gasket 126 as well as the rolled lip 128A are all seen to extend into that region and provide the same sealing function as just described. Figure 11 also illustrates a portion of one of the actuator assemblies 58 which are disposed adjacent the roof portions of the gull wing doors 40 and 42 as will be more fully described subsequently.
Referring now to Figures 12, 13, 14, 15 and 16, the torsion bar spring assemblies 60A, 60B and 60C will be described. The spring assembly 60A is coupled to the forward gull wing door 40, the spring assembly 60B is coupled to the forward region of the aft gull wing door 42 and the spring assembly 60C is coupled to the rear region of the aft gull wing door 42. At the outset, it should be understood that the configurations of the three torsion bar spring assemblies 60A, 60B and 60C vary in sense, that is, both left hand and right hand assemblies are utilized, and size, depending upon the weight of the associated gull wing door and the number of torsion spring assemblies utilized therewith such that appropriate energy storage and thus opening assisting forces are generated. Notwithstanding these variations, the overall construction and function of the torsion bar spring assemblies 60A, 60B and 60C are substantially the same. In other words, similarities outnumber differences in the three torsion bar spring assen~lies 60A, 60B and 60C and the differences relate simply to matters of orientation and spring torque. With the foregoing in mind, the torsion spring assembly 60B at the forward end of the aft gull wing door 42 will be described. Distinctions between it and the spring assemblies 60A and 60C will then be noted. A sub-frame 132 is secured to the frame member 52 and disposed generally proximate the axis of pivot of the gull wing door 42O The sub-frame 132 may be assembled from various structural shapes which may be secured together to form the following necessary elements. A folded bar forms a clevis 134 which defines a slot 136. The slot 136 receives a hinge component 138 which is secured to the gull wing door 42. The hinge component 138 includes an aperture 140 which aligns with a pair of similarly sized apertures (not illustrated) in the clevis 134. The apertures in the clevis 134 are colinear with the axis of the hinge pin 120 previously described.
The aligned aperture 140 and apertures in the clevis 134 receive a hinge pin 142 which secures the gull wing door 42 to the sub-frame 132 and is retained there by a cotter pin 144 or other suitable removable fastener. The hinge component 138 and sub-frame 132 function as significant load bearing and transferring components for the weight of the doors 40 and 42, particularly in trailers having doors on both sides.
The sub-frame 132 also includes a pair of plates 148 which define a cavity 150 having the common axis of pivot of the hinge pins 120 and 142 disposed at its center. A shim plate or plates 152 may be utilized as necessary to properly size the cavity 150. The cavity 150 receives a plurality of flat, elongate torsion spring bars 154. The length, number and thickness of the torsion bars 154 is chosen to provide suitable opening force to the gull wing door 42 both when the latch assemblies 54 are released and during upward motion of the door 42 as will be subsequently described.
The precise dimensions and spring rates of the bars 154 will thus vary with the application and can be chosen according to conventi~nal design practices and the shim plates 152 may /~
be utilized as noted to compensate for thickness variations of the bars lS~. The torsion bars 154 are contained within an elongate tube 156 having a length somewhat shorter than the length of the bars 154. The elongate tube 156 ensures that the spring bars 154 remain generally disposed along the axis of pivot of the gull wing door 42 previously described and further functions as a hinge pin since it is received within tripartite hinge assemblies 158 comprising pairs of tube receiving bushings 160A secured to the gull wing door 10 42 which are disposed on opposite sides c~f a single bushing 160B secured to the roof 46 and supporting structural members (not illustrated) of the trailer 10 by associated mounting plates 162A and 162B, respectively. ~5 illustrated in Figure 12, it is preferable that both the torsion spring assemblies 60B and 60C associated with the larger, a~t gull wing door 42 include three tripartite hinge assemblies 158 as illustrated. However, the torsion bar spring assembly 60A associated with the forward gull wing door 40 preferably includes but two of the spring bars 154 and the cavity 150 of the sub-frame 132 includes appropriate compensating shim plates 152. The termini of the torsion spring bars 154 opposite the sub-frame 132 each includes an aperture 164.
The ends of the springs 154 including the apertures 164 are coupled to a mounting block 166B secured to the gull wing door 42 by suitable fasteners ~not illustrated). The mounting block 166B includes a horizontal slot 16~ which receives the torsion springs 154. A suitably disposed aperture 170 aligns with the apertures 164 in the spring bars 1S4 and permits passage of a threaded fastener 172 or other suitable retaining means through the mounting block 166B to securely retain the spring bars 154 therein. It should be noted that no axial restraint is applie~ to the ~ opposite ends of the bars 154, that is, the ends disposed ! within the cavity 150, and thus the bars 154 are free at one end so that longitudinal dimensional change occasioned by operation may readily occur.
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Figure 14 illustrates the mounting block 166A of the torsion spring assembly 60A associated with the forward gull wing door 4D. As noted above, since the forward gull wing door 40 is smaller than aft gull wing door 42, it has been determuned that the utilization of two elongate torsion spring bars 154 provides sufficient opening force. In Figure 14, a filot 174 which receives the ~pring bars 154 is clearly shown. It will be noted that the slot 174 is disposed at an acute angle relative to a horizontal plane. The approximate size of the acute angle can be determined with reference to Figure 1 which shows the gull wing door 40 in its open position.
Generally speaking, the angle of the spring receiving slot 174 is such that the spring bars 154 of ~he spring assembly 60A are substantially or fully relieved of torsion in this position since, first of all, there is no particular justi-fication for storing energy at this point in the travel of the gull wing door 40 and since, second of all, this arrangement facilitates assembly since the bars 154 can be installed without contending with torsional or preloading forces. Also as illustrated in Figure 1, it has been found preferable to include two torsion bar spring assemblies 60B
and 60C with the larger, aft gull wing door 42. The torsion bar spring assembly 60B illustrated in Figure 12 associated with the forward portion of the aft gull wing door 42 may be considered to have a certain sense. A similar assembly 60C, which is opposite only in sense, is associated with the rearward portion of the aft gull wing door 42 and is shown in Figure 1.
With reference now to Figures 16 and 17, one of the actuator assemblies 58 will be described. A pair of actuator assemblies 58 are utilized with each gull wing door as illustrated in Figure 1. It will be appreciated that the sub-frame 132 also includes a transversely disposed pivot member 180 which defines a longitudinally oriented aperture 182. The pivot member 180 receives a clevis portion 184 ofl a hydraulic cylinder 186. The clevis portion 184 includes a 1~357Z2 pair of aligned apertures 188. A pivot pin 190 extends through the apertures 188 and 182 and retai~s the hydraulic cylinder 186 on the pivot member 180 of the sub-frame 132.
Suitable removable fasteners such as cotter pins 192 may be utilized to selectively secure the pivot pin 190 as will be .readily understood. The hydraulic cylinder 186 is a conventional, double acting type and as such, includes a piston rod 196 extending from the end opposite the clevis portion 184 which may be~extended and retracted by the appropr.iate application of pressurized hydraulic fluid. The piston rod 196 in turn includes a clevis 198 which is pivotally pinned to a bracket or structural member 200 of the gull wing door 42. Again, it should be understood that while the foregoing description has related to the forward portion of the larger, aft gull wing door 42, reference to Figure 1 will clarify the fact that an actuator assembly 58 .is positioned as described at the forward and aft portions of both the forward gull wing door 40 and aft gull wing door 42. It should therefore be understood that a pair of hydraulic cylinders 186 is preferably associated with each gull wing door whether the gull wing door is small such as the gull wing door 40 or the gull wing door is large, such as the aft gull wing door 42, and extends substantially or completely along the length of the trailer 10.
Reference to Figures 18 and 19 as well as generally to Figures 1 and 2 and those drawing figures illustrating the torsion bar spring assemblies 60A, 60B and 60C will clarify their function and the overall operation of the doors 40 and 42 of the trailer 10. When the aft gull wing door 42, illustrated in Figure 18, or the forward gull wing door 40 is in its closed position, with the latch assemblies 54 engaged, it will be appreciated that the hydraulic cylinder 186 is oriented at but a few degrees from the horizontal.
Such disposition is preferable since it occupies minimal vertical height and thus occasions minlmum interference with the internal volume and thus cargo holding capability of the trailer 10. However, a cursory force resolution analysis of the door raising force the hydraulic cylinder 186 is able to provide in this position reveals that such force is minimal.
When the latch assemblies 54 are moved from their engaged positions, illustrated in Figure 5, to their released positions, illustrated in Figure 4, thus releasing the locking pins 76 from engagement with the apertures 8~
disposed in the peripheral rail 30, both the leaf spring 106 disposed along the lower marginal edge of the gull wing door 42 and primarily the energy stored in the elongate torsion spring bars 154 of the torsion bar spring assemblies 60B and 60C initially opens and lifts the gull wing door 42 to the position illustrated in Figure 19. It will be appreciated that although the repositioning of the gull wing door due to the leaf spring 106 and torsion bar spring assemblies 60B
and 60C is slight, the hydraulic cylinder 186 is now disposed in a far more mechanically advantageous position to provide lift to the gull wing door 42. At this time, pressurized hydraulic fluid is provided to the hydraulic cylinders 186 and the gull wing door 42 may be moved to the elevated position illustrated in Figure 1. It should be understood that operation of the forward gull wing door 40 follows the same procedure.
Closing of the gull wing dooxs 41 and 42 entails simply the reverse application of hydraulic fluid to the cylinders 186 such that the gull wing doors 40 and 42 return to the positions generally illustrated by Figure 19. The doors are then manually pressed closed to the positions generally illustrated in Figure 18, a process which may be assisted by the door alignment assemblies 56 preferably included on any larger gull wing doors such as the aft gull wing door 42.
The latch assemblies 54 may then be engaged and the trailer is secure for movement.
It should be noted that the hydraulic system utilized to provide controlled, pressurized hydraulic fl~id to the double acting hydraulic cylinders 186 of the actuator /~
~23~72~
assemblies 58 is of a conventional nature and will typically be integrated with a similar system on the tractor associated with the trailer 10. The hydraulic system will therefore not be further described.
lt will thus be appreciated that the trailer lO is capable of providing rapid and unrestricted access along its len~,h. It should be understood'that the frame member 52 would be unnecessary in a trailer having a uniform height floor extending its full length. The substantially horizontal disposition of the hydraulic cylinders of the actuating assemblies 58 as illustrated in Figure 18 provides an absolute minimum incursion into the cargo space and thus a minimum of interference with the cargo holding and hauling capability of the trailer 10 while providing rapid opening and closing of the gull'wing doors 40 and 42 as will be readily appreci-ated.
The foregoing disclosure is the best mode devised by the inventors for practicing this invention. It is appar-ent, however, that apparatus incorporating modifications and variations will be obvious to one skilled in the art of cargo transporting devices. Inasmuch as the foregoing disclosure is intended to enable one skilled in the perti-nent art to practice the instant invention, it should not be construed to be limited thereby but should be construed to include such aforementioned obvious variations and be limited only by the spirit and scope of the following claims.
Claims
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A gull wing door assembly for a cargo vehicle comprising:
a door including a portion of a vehicle roof and side wall;
hinge means attaching said portion of said door to a vehicle roof structure;
hydraulic cylinder means, for opening said door, attached at one end thereof to said roof structure and attached at another end thereof to said door, whereby said hydraulic cylinder means is disposed adjacent and substantially parallel to said portion of said door when said door is fully closed, thereby minimizing the intrusion of said hydraulic cylinder into usable cargo space of said vehicle; and energy storage means for storing mechanical energy therein upon full closure and latching of said door, said energy storage means exerting a force upon said door by which, upon release of a door latch, said door is caused to open, thereby providing an increased acute angle between said hydraulic cylinder means and said portion of said door.
a door including a portion of a vehicle roof and side wall;
hinge means attaching said portion of said door to a vehicle roof structure;
hydraulic cylinder means, for opening said door, attached at one end thereof to said roof structure and attached at another end thereof to said door, whereby said hydraulic cylinder means is disposed adjacent and substantially parallel to said portion of said door when said door is fully closed, thereby minimizing the intrusion of said hydraulic cylinder into usable cargo space of said vehicle; and energy storage means for storing mechanical energy therein upon full closure and latching of said door, said energy storage means exerting a force upon said door by which, upon release of a door latch, said door is caused to open, thereby providing an increased acute angle between said hydraulic cylinder means and said portion of said door.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US56461383A | 1983-12-22 | 1983-12-22 | |
| US564,613 | 1983-12-22 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1235722A true CA1235722A (en) | 1988-04-26 |
Family
ID=24255205
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000466059A Expired CA1235722A (en) | 1983-12-22 | 1984-10-22 | Gull wing door trailer |
Country Status (4)
| Country | Link |
|---|---|
| JP (1) | JPS60169321A (en) |
| AU (1) | AU580275B2 (en) |
| CA (1) | CA1235722A (en) |
| GB (1) | GB2152448B (en) |
Families Citing this family (17)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2615471B1 (en) * | 1987-05-22 | 1991-07-26 | Grosse Equipement | ROAD TRANSPORT VEHICLE BODY |
| US5078566A (en) * | 1988-10-27 | 1992-01-07 | Utdc, Inc. | Freight discharge apparatus |
| US5131713A (en) * | 1988-10-27 | 1992-07-21 | Utdc, Inc. | Vehicle for a freight transportation system |
| DE4237473A1 (en) * | 1992-11-06 | 1994-05-11 | Robert Orten Gmbh & Co | Locking device |
| FR2733726B1 (en) * | 1995-05-05 | 1997-07-18 | Europ Semi Remorques | UTILITY VEHICLE HAVING A MOBILE ROOF |
| US6435604B2 (en) | 2000-03-14 | 2002-08-20 | Noel Gaeta | Universal rear door frame for a trailer |
| AUPQ726700A0 (en) * | 2000-05-03 | 2000-05-25 | Christakos, George | Containment system |
| FI5314U1 (en) * | 2001-11-26 | 2002-04-09 | Oy Langh Ship Ab | Container |
| GB0221128D0 (en) * | 2002-09-12 | 2002-10-23 | Francis Robert | Trailers |
| CA2450604C (en) * | 2002-11-25 | 2011-04-12 | Ty-Crop Manufacturing Ltd. | Trailer-tilting, load-discharge apparatus and method |
| US7309205B2 (en) * | 2003-11-24 | 2007-12-18 | Ty-Crop Manufacturing Ltd. | Vehicle loading and unloading method |
| DE102004043158A1 (en) * | 2004-09-03 | 2006-03-23 | Smiths Heimann Gmbh | Transportable control station for checking persons and luggage |
| US7637060B2 (en) | 2006-11-06 | 2009-12-29 | Starheim Scott A | Side access container, garage, building, or shelter |
| BR102012018472B1 (en) * | 2012-07-25 | 2019-08-06 | Vale S.A. | DEVICE FOR REMOVING RAILWAY WASHERS |
| CN107572112A (en) * | 2017-08-29 | 2018-01-12 | 无为县鑫品石业有限公司 | A kind of storage device of Dali stone ceramic tile |
| WO2020056461A1 (en) * | 2018-09-19 | 2020-03-26 | Cracknell Gary | Marine vessel |
| US11235647B2 (en) * | 2020-05-22 | 2022-02-01 | Ledwell and Son Enterprises, Inc. | Truck load bed with side opening gull wing doors |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB327583A (en) * | 1929-04-16 | 1930-04-10 | Walter Barnett | Improvements in or relating to scavengers carts and the like enclosed vehicles |
| DE2809375A1 (en) * | 1978-03-04 | 1979-09-13 | Guenter Peters | TRUCK WITH PLATFORM AND BODY |
| JPS5716983Y2 (en) * | 1978-08-31 | 1982-04-09 | ||
| AU1228183A (en) * | 1982-02-17 | 1983-09-08 | Dinkel Karosserie-Fahrzeugbau | Body, particularly for truck, having a back foldable side wall |
| DK51583A (en) * | 1982-03-11 | 1983-09-12 | Meidai Bussan Kk | SIDE PANEL WHICH CAN BE OPENED FOR TRUCKS |
-
1984
- 1984-10-22 CA CA000466059A patent/CA1235722A/en not_active Expired
- 1984-12-12 AU AU36585/84A patent/AU580275B2/en not_active Ceased
- 1984-12-21 GB GB08432481A patent/GB2152448B/en not_active Expired
- 1984-12-21 JP JP26875584A patent/JPS60169321A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| GB2152448B (en) | 1987-08-26 |
| AU580275B2 (en) | 1989-01-12 |
| GB2152448A (en) | 1985-08-07 |
| AU3658584A (en) | 1985-06-27 |
| GB8432481D0 (en) | 1985-02-06 |
| JPS60169321A (en) | 1985-09-02 |
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Legal Events
| Date | Code | Title | Description |
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| MKEX | Expiry |