CA2375803A1 - Vehicle combination consisting of a towing vehicle and a semitrailer - Google Patents
Vehicle combination consisting of a towing vehicle and a semitrailer Download PDFInfo
- Publication number
- CA2375803A1 CA2375803A1 CA002375803A CA2375803A CA2375803A1 CA 2375803 A1 CA2375803 A1 CA 2375803A1 CA 002375803 A CA002375803 A CA 002375803A CA 2375803 A CA2375803 A CA 2375803A CA 2375803 A1 CA2375803 A1 CA 2375803A1
- Authority
- CA
- Canada
- Prior art keywords
- semitrailer
- vehicle
- towing vehicle
- coupling
- overrun
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
- 230000008878 coupling Effects 0.000 claims abstract description 57
- 238000010168 coupling process Methods 0.000 claims abstract description 57
- 238000005859 coupling reaction Methods 0.000 claims abstract description 57
- 238000010276 construction Methods 0.000 description 2
- 230000002349 favourable effect Effects 0.000 description 2
- 238000010521 absorption reaction Methods 0.000 description 1
- 230000035945 sensitivity Effects 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60D—VEHICLE CONNECTIONS
- B60D1/00—Traction couplings; Hitches; Draw-gear; Towing devices
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60D—VEHICLE CONNECTIONS
- B60D1/00—Traction couplings; Hitches; Draw-gear; Towing devices
- B60D1/01—Traction couplings or hitches characterised by their type
- B60D1/06—Ball-and-socket hitches, e.g. constructional details, auxiliary devices, their arrangement on the vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/02—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with mechanical assistance or drive
- B60T13/06—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with mechanical assistance or drive by inertia, e.g. flywheel
- B60T13/08—Overrun brakes
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
- B60T7/20—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger specially for trailers, e.g. in case of uncoupling of or overrunning by trailer
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Regulating Braking Force (AREA)
Abstract
The invention relates to a vehicle combination consisting of a towing vehicle (1) and a semitrailer (2), which is equipped with an overrun brake system, wherein the towing vehicle and the semitrailer are coupled by means of a coupling device (3) having two coupling parts (4, 5) rotationally engaging with one another. One of said coupling parts (5) is supported on the towing vehicle while the other coupling part (4) is disposed on the lever arm (7) of a reversing lever (6) having two arms, which is supported on a chassis (9) of the semitrailer in such a way that it can pivot at a predetermined degree, wherein the overrun device (10) of the overrun brake system is mounted between the other lever arm (8) of the reversing lever and the semitrailer.
Description
Vehicle combination consisting of a towing vehicle and a semitrailer The invention relates to a vehicle combination consisting of a towing vehicle and at least one semitrailer, which are coupled together by means of a coupling device having two coupling parts rotationally 10 engaging with one another, of which one coupling part is supported on the towing vehicle and the other coupling part on the semitrailer.
Equipping the trailer with an overrun brake system, in order to prevent shear loading and dangerous driving conditions of the vehicle combination in vehicle combinations consisting of a towing vehicle and a trailer, which is coupled by way of a tow bar with tow coupling to the trailer coupling of the towing vehicle, 20 is already known. In the case of a vehicle combination with a semitrailer, however, the latter is supported by its semitrailer coupling part directly on the assigned coupling part of the towing vehicle, so that when traveling downhill, for example, considerable shear 25 forces stemming from the weight of the semitrailer are additionally absorbed by the coupling part of the towing vehicle, and inevitably transmitted to the towing vehicle.
30 Vehicle combinations with a semitrailer have a brake system (trailer brake device), which at each application of the brakes automatically also brakes the semitrailer either pneumatically or hydraulically.
According to the statutory regulations it is not 35 permissible to brake a semitrailer by means of an overrun brake system or to actuate the latter by means of a conventional fifth wheel coupling. This is because of various problems, such as increased friction due to the pressure of the fifth wheel, stick-slip and 40 insufficient overall space, which can all lead to the occurrence of dangerous vehicle dynamics if the vehicle combination is braked whilst cornering. Problems can occur particularly with heavy semitrailers having a gross weight of 5 to 30 t when disengaging the 5 semitrailer with a view to automatic actuation of the parking brake.
If incorrectly operated, a so-called continuous brake system to be actuated by the driver can lead, even in 10 straight-line running but certainly when cornering, to the vehicle combination jackknifing about the vertical axis of the fifth wheel coupling. This can even occur when the semitrailer is being braked too gently or not at all. The driver then very rapidly loses control of 15 the jackknifed vehicle combination.
The invention achieves the object of relieving the coupling part and its support on the towing vehicle when driving with a coupled semitrailer and of 20 preventing dangerous driving conditions of the vehicle combination.
According to the invention, the semitrailer, which is coupled to the towing vehicle by means of a coupling 25 device having two coupling parts rotationally engaging with one another, is equipped with a new type of overrun brake system. For actuation of the overrun brake system a two-armed reversing lever is provided, which is supported so that it can swivel to a limited 30 extent on a semitrailer chassis of the semitrailer, and on one lever arm of which the coupling part of the semitrailer, interacting with the coupling part of the towing vehicle, is supported.
35 The reversing movement of the reversing lever enables the semitrailer to be provided, for example, with such an overrun brake system, the overrun device of which is constructed like that of a conventional vehicle trailer drawn by means of a tow bar in a known way with integral shock absorption and fitted (not actuated) hand lever for the parking brake, the thrust movement of which is used to actuate a brake cable or a sensor for a hydraulic brake system.
The reversing lever may be fitted between the front end of the towing vehicle and the overrun device of the overrun brake system, so that, for braking, the overrun device is subjected to tension. In order that the 10 overrun device of the overrun brake system will respond to shear loading, however, the overrun device may be fitted between the relevant lever arm of the reversing lever and the front end of the semitrailer.
15 At the same time, the overrun brake system, in the normal manner for towed trailers, is also successful in relieving the coupling device, and in particular its coupling part supported on the towing vehicle and its support construction on the towing vehicle, of 20 excessive shear forces, and in preventing dangerous driving conditions.
Owing to the very favorable leverage ratios from the coupling device to the overrun device, the overrun 25 brake system according to the invention functions very sensitively. In all driving conditions, especially when cornering, the overrun brake system according to the invention is significantly safer for a vehicle combination with a semitrailer than a brake system to 30 be actuated by the driver. The danger of accidental jackknifing is drastically reduced with the overrun brake system according to the invention. Such an overrun brake system functions automatically and always prevents shear loading, even when the towing vehicle is 35 located transversely to the semitrailer. Furthermore, this characteristic is enhanced by the,sensitivity of this brake system resulting from very favorable dynamic efficiency.
_ 4 _ The limited swiveling capacity of the reversing lever that is also required in relation to the towing vehicle can be achieved through a correspondingly limited swiveling capacity of the support for the coupling part arranged on the towing vehicle and/or through a correspondingly limited swiveling connection of the coupling part, arranged on the reversing lever, in relation to the reversing lever. The coupling part arranged on the reversing lever, however, is preferably fixed to the relevant lever arm of the reversing lever and supported so that it can swivel, according to the swiveling capacity of the reversing lever, on the coupling part of the towing vehicle. This can be readily achieved in particular by designing the coupling device as a load-bearing universal joint, such as a conventional ball joint, the two coupling parts of which take the form of a ball socket and a two-part spherical collar flange-mounted thereon.
The towing vehicle is, in particular, a road motor vehicle with interchangeable rear bodies, which are each bolted, by way of a load coupling in the form of a coupling device with two coupling parts rotationally engaging with one another, to the load-bearing base assembly of the motor vehicle, on which the wheels of the motor vehicle are also suspended.
The coupling part of the said load coupling supported on the motor vehicle is also optionally suited for coupling of the semitrailer.
The said coupling part is consequently designed and fixed to the base assembly of the motor vehicle in the area of the rear axle of the towing vehicle in such a way that the load of the semitrailer, together with the tensile forces and shear forces required in order to tow the semitrailer under all driving conditions, can be introduced into the base assembly and hence into the road motor vehicle.
The invention goes a long way toward accommodating this concept of bolting the variable rear bodies of a road motor vehicle to the motor vehicle by way of a central load coupling, which is optionally also suitable for the coupling of a semitrailer. Since, in design terms, the tensile forces occurring in trailer operation can 5 be more readily absorbed than shear forces, the use of the invention in such a road motor vehicle with variable rear bodies means that, consistent with the reduced shear load in trailer operation, the load coupling and its support structure on the base assembly 10 of the towing vehicle can be of simpler design construction than in trailer operation without overrun brake.
The invention will be explained with reference to an 15 embodiment shown in the drawing, in which:
Fig. 1 shows a side view of a vehicle combination according to the invention, 20 Fig. 2 shows a side view of the coupling device between towing vehicle and semitrailer and Fig. 3 shows a rear view of the coupling device in Fig. 2.
The towing vehicle in Fig. 1 is designed as a flatbed truck, beneath the load platform of which, in the area of the rear axle 13 of the towing vehicle, a coupling device 3 designed as a ball coupling is arranged, by 30 means of which a semitrailer 2 is coupled to the towing vehicle 1.
As can be seen from Fig. 2 and 3, the coupling device 3 has a coupling part 5, which is here designed as a ball 35 socket and the load of which is supported on the load-bearing base assembly comprising floor panel 12 and main frame 14, and a coupling part 9, here correspondingly designed as a ball head, which engages so that it can rotate in the coupling part 5. The coupling part 4 is fixed by way of a flange connection to one lever arm 7 of a reversing lever 6 designed as lever cross-linkage, which is supported so that it can swivel to a limited extent about a swivel axis 15 in 5 the form of pivot journals on a semitrailer chassis 9 of the semitrailer 2. The overrun device 10 of an overrun brake system, with which the semitrailer 2 is equipped, is fitted between the other lever arm 8 of the reversing lever 6 on the one hand, and a mounting 10 16, supported at the front end of the frame of the semitrailer 2, on the other. In a corresponding shear loading condition of the overrun device, a brake cable 11 is actuated for the actuation of the overrun brake system.
It is also possible, however, for the brake cable 11 to be actuated not in the event of shear loading but in the event of tensile loading. In this case, the overrun device 10 is designed so that it is fitted 20 behind the other lever arm 8, viewed in the direction of travel, and responds to tensile loading instead of shear loading.
In trailer operation, the tensile force of the towing vehicle 1 is transmitted to the semitrailer 2 by way of the reversing lever 6, its swivel axis 15 and the semitrailer chassis 9. When the semitrailer 2 overruns toward the towing vehicle 1, the reversing lever 6, owing to the engagement in the coupling device 3, is 30 swiveled forward with its upper lever arm 8, so that the overrun device 10 is correspondingly compressed, thereby actuating the overrun brake system (not shown) of the semitrailer 2 accordingly by way of the brake cable 11, so that the vehicle combination is extended 35 again, without the coupling device 3 or its support structure on the towing vehicle 1 being subjected to excessive shear forces.
_ 7 _ The force acting on the overrun device 10 can be selected by means of the ratio between the length of one lever arm 7 and the length of the other lever arm 8.
Equipping the trailer with an overrun brake system, in order to prevent shear loading and dangerous driving conditions of the vehicle combination in vehicle combinations consisting of a towing vehicle and a trailer, which is coupled by way of a tow bar with tow coupling to the trailer coupling of the towing vehicle, 20 is already known. In the case of a vehicle combination with a semitrailer, however, the latter is supported by its semitrailer coupling part directly on the assigned coupling part of the towing vehicle, so that when traveling downhill, for example, considerable shear 25 forces stemming from the weight of the semitrailer are additionally absorbed by the coupling part of the towing vehicle, and inevitably transmitted to the towing vehicle.
30 Vehicle combinations with a semitrailer have a brake system (trailer brake device), which at each application of the brakes automatically also brakes the semitrailer either pneumatically or hydraulically.
According to the statutory regulations it is not 35 permissible to brake a semitrailer by means of an overrun brake system or to actuate the latter by means of a conventional fifth wheel coupling. This is because of various problems, such as increased friction due to the pressure of the fifth wheel, stick-slip and 40 insufficient overall space, which can all lead to the occurrence of dangerous vehicle dynamics if the vehicle combination is braked whilst cornering. Problems can occur particularly with heavy semitrailers having a gross weight of 5 to 30 t when disengaging the 5 semitrailer with a view to automatic actuation of the parking brake.
If incorrectly operated, a so-called continuous brake system to be actuated by the driver can lead, even in 10 straight-line running but certainly when cornering, to the vehicle combination jackknifing about the vertical axis of the fifth wheel coupling. This can even occur when the semitrailer is being braked too gently or not at all. The driver then very rapidly loses control of 15 the jackknifed vehicle combination.
The invention achieves the object of relieving the coupling part and its support on the towing vehicle when driving with a coupled semitrailer and of 20 preventing dangerous driving conditions of the vehicle combination.
According to the invention, the semitrailer, which is coupled to the towing vehicle by means of a coupling 25 device having two coupling parts rotationally engaging with one another, is equipped with a new type of overrun brake system. For actuation of the overrun brake system a two-armed reversing lever is provided, which is supported so that it can swivel to a limited 30 extent on a semitrailer chassis of the semitrailer, and on one lever arm of which the coupling part of the semitrailer, interacting with the coupling part of the towing vehicle, is supported.
35 The reversing movement of the reversing lever enables the semitrailer to be provided, for example, with such an overrun brake system, the overrun device of which is constructed like that of a conventional vehicle trailer drawn by means of a tow bar in a known way with integral shock absorption and fitted (not actuated) hand lever for the parking brake, the thrust movement of which is used to actuate a brake cable or a sensor for a hydraulic brake system.
The reversing lever may be fitted between the front end of the towing vehicle and the overrun device of the overrun brake system, so that, for braking, the overrun device is subjected to tension. In order that the 10 overrun device of the overrun brake system will respond to shear loading, however, the overrun device may be fitted between the relevant lever arm of the reversing lever and the front end of the semitrailer.
15 At the same time, the overrun brake system, in the normal manner for towed trailers, is also successful in relieving the coupling device, and in particular its coupling part supported on the towing vehicle and its support construction on the towing vehicle, of 20 excessive shear forces, and in preventing dangerous driving conditions.
Owing to the very favorable leverage ratios from the coupling device to the overrun device, the overrun 25 brake system according to the invention functions very sensitively. In all driving conditions, especially when cornering, the overrun brake system according to the invention is significantly safer for a vehicle combination with a semitrailer than a brake system to 30 be actuated by the driver. The danger of accidental jackknifing is drastically reduced with the overrun brake system according to the invention. Such an overrun brake system functions automatically and always prevents shear loading, even when the towing vehicle is 35 located transversely to the semitrailer. Furthermore, this characteristic is enhanced by the,sensitivity of this brake system resulting from very favorable dynamic efficiency.
_ 4 _ The limited swiveling capacity of the reversing lever that is also required in relation to the towing vehicle can be achieved through a correspondingly limited swiveling capacity of the support for the coupling part arranged on the towing vehicle and/or through a correspondingly limited swiveling connection of the coupling part, arranged on the reversing lever, in relation to the reversing lever. The coupling part arranged on the reversing lever, however, is preferably fixed to the relevant lever arm of the reversing lever and supported so that it can swivel, according to the swiveling capacity of the reversing lever, on the coupling part of the towing vehicle. This can be readily achieved in particular by designing the coupling device as a load-bearing universal joint, such as a conventional ball joint, the two coupling parts of which take the form of a ball socket and a two-part spherical collar flange-mounted thereon.
The towing vehicle is, in particular, a road motor vehicle with interchangeable rear bodies, which are each bolted, by way of a load coupling in the form of a coupling device with two coupling parts rotationally engaging with one another, to the load-bearing base assembly of the motor vehicle, on which the wheels of the motor vehicle are also suspended.
The coupling part of the said load coupling supported on the motor vehicle is also optionally suited for coupling of the semitrailer.
The said coupling part is consequently designed and fixed to the base assembly of the motor vehicle in the area of the rear axle of the towing vehicle in such a way that the load of the semitrailer, together with the tensile forces and shear forces required in order to tow the semitrailer under all driving conditions, can be introduced into the base assembly and hence into the road motor vehicle.
The invention goes a long way toward accommodating this concept of bolting the variable rear bodies of a road motor vehicle to the motor vehicle by way of a central load coupling, which is optionally also suitable for the coupling of a semitrailer. Since, in design terms, the tensile forces occurring in trailer operation can 5 be more readily absorbed than shear forces, the use of the invention in such a road motor vehicle with variable rear bodies means that, consistent with the reduced shear load in trailer operation, the load coupling and its support structure on the base assembly 10 of the towing vehicle can be of simpler design construction than in trailer operation without overrun brake.
The invention will be explained with reference to an 15 embodiment shown in the drawing, in which:
Fig. 1 shows a side view of a vehicle combination according to the invention, 20 Fig. 2 shows a side view of the coupling device between towing vehicle and semitrailer and Fig. 3 shows a rear view of the coupling device in Fig. 2.
The towing vehicle in Fig. 1 is designed as a flatbed truck, beneath the load platform of which, in the area of the rear axle 13 of the towing vehicle, a coupling device 3 designed as a ball coupling is arranged, by 30 means of which a semitrailer 2 is coupled to the towing vehicle 1.
As can be seen from Fig. 2 and 3, the coupling device 3 has a coupling part 5, which is here designed as a ball 35 socket and the load of which is supported on the load-bearing base assembly comprising floor panel 12 and main frame 14, and a coupling part 9, here correspondingly designed as a ball head, which engages so that it can rotate in the coupling part 5. The coupling part 4 is fixed by way of a flange connection to one lever arm 7 of a reversing lever 6 designed as lever cross-linkage, which is supported so that it can swivel to a limited extent about a swivel axis 15 in 5 the form of pivot journals on a semitrailer chassis 9 of the semitrailer 2. The overrun device 10 of an overrun brake system, with which the semitrailer 2 is equipped, is fitted between the other lever arm 8 of the reversing lever 6 on the one hand, and a mounting 10 16, supported at the front end of the frame of the semitrailer 2, on the other. In a corresponding shear loading condition of the overrun device, a brake cable 11 is actuated for the actuation of the overrun brake system.
It is also possible, however, for the brake cable 11 to be actuated not in the event of shear loading but in the event of tensile loading. In this case, the overrun device 10 is designed so that it is fitted 20 behind the other lever arm 8, viewed in the direction of travel, and responds to tensile loading instead of shear loading.
In trailer operation, the tensile force of the towing vehicle 1 is transmitted to the semitrailer 2 by way of the reversing lever 6, its swivel axis 15 and the semitrailer chassis 9. When the semitrailer 2 overruns toward the towing vehicle 1, the reversing lever 6, owing to the engagement in the coupling device 3, is 30 swiveled forward with its upper lever arm 8, so that the overrun device 10 is correspondingly compressed, thereby actuating the overrun brake system (not shown) of the semitrailer 2 accordingly by way of the brake cable 11, so that the vehicle combination is extended 35 again, without the coupling device 3 or its support structure on the towing vehicle 1 being subjected to excessive shear forces.
_ 7 _ The force acting on the overrun device 10 can be selected by means of the ratio between the length of one lever arm 7 and the length of the other lever arm 8.
Claims (4)
1. A vehicle combination consisting of a towing vehicle (1) and a semitrailer (2), which is equipped with an overrun brake system, the towing vehicle and the semitrailer being coupled together by means of a coupling device (3) having two coupling parts (4, 5) rotationally engaging with one another, of which one coupling part (5) is supported on the towing vehicle and the other coupling part (4) is arranged on one lever arm (7) of a two-armed reversing lever (6), which is supported so that it can swivel to a predetermined extent on a semitrailer chassis (9) of the semitrailer, and the overrun device (10) of the overrun brake system being fitted between the other lever arm (8) of the reversing lever and the semitrailer.
2. The vehicle combination as claimed in claim 1, the overrun device (10) of the overrun brake system being fitted between the front end of the semitrailer (2) and the other lever arm (8) of the reversing lever (6).
3. The vehicle combination as claimed in claim 1 or 2, the coupling part (4) arranged on the reversing lever (6) being fixed to the relevant lever arm (7) of the reversing lever and being supported so that it can swivel on the coupling part (5) of the towing vehicle according to the swivel movement of the reversing lever.
4. The vehicle combination as claimed in one of claims 1 to 3, the load of the coupling part (5) of the towing vehicle being supported on its load-bearing base assembly (12) in the area of the rear axle (13) of the towing vehicle.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE29909700U DE29909700U1 (en) | 1999-06-02 | 1999-06-02 | Vehicle team consisting of towing vehicle and semi-trailer |
| DE29909700.5 | 1999-06-02 | ||
| PCT/DE2000/001786 WO2000073115A1 (en) | 1999-06-02 | 2000-05-31 | Vehicle combination consisting of a towing vehicle and a semitrailer |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2375803A1 true CA2375803A1 (en) | 2000-12-07 |
Family
ID=8074321
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002375803A Abandoned CA2375803A1 (en) | 1999-06-02 | 2000-05-31 | Vehicle combination consisting of a towing vehicle and a semitrailer |
Country Status (9)
| Country | Link |
|---|---|
| EP (1) | EP1185445A1 (en) |
| AU (1) | AU5963200A (en) |
| CA (1) | CA2375803A1 (en) |
| CZ (1) | CZ20014257A3 (en) |
| DE (1) | DE29909700U1 (en) |
| HU (1) | HUP0201643A2 (en) |
| PL (1) | PL353571A1 (en) |
| SK (1) | SK17402001A3 (en) |
| WO (1) | WO2000073115A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| ES2372036A1 (en) * | 2009-12-23 | 2012-01-13 | Grau Maquinaria I Servei Integral S.A. | Semirremolques coupling system in class c1 tractor vehicles. (Machine-translation by Google Translate, not legally binding) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| NL1019172C2 (en) * | 2001-10-15 | 2003-04-18 | Trias Transportwerktuigenindus | Coupling device for a not independently driven means of transport. |
| GB0508282D0 (en) * | 2005-04-23 | 2005-06-01 | Bateson Trailers Ltd | An articulated combination of towing vehicle and trailer |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2642961A (en) * | 1951-03-02 | 1953-06-23 | Teal Paul | Automatic brake hitch assembly for trailers |
| US4082168A (en) * | 1976-09-30 | 1978-04-04 | Cole Victor L | Hydraulic brake system for gooseneck trailers |
| EP0157336A3 (en) * | 1984-03-29 | 1986-10-08 | Weinmann Nutzfahrzeuge GmbH | Over-run brake for a semitrailer |
| DE4325612A1 (en) * | 1993-07-30 | 1995-02-02 | Eggenmueller Alfred | Overrun brake for semitrailer |
-
1999
- 1999-06-02 DE DE29909700U patent/DE29909700U1/en not_active Expired - Lifetime
-
2000
- 2000-05-31 WO PCT/DE2000/001786 patent/WO2000073115A1/en not_active Application Discontinuation
- 2000-05-31 CA CA002375803A patent/CA2375803A1/en not_active Abandoned
- 2000-05-31 EP EP00945595A patent/EP1185445A1/en not_active Withdrawn
- 2000-05-31 AU AU59632/00A patent/AU5963200A/en not_active Abandoned
- 2000-05-31 SK SK1740-2001A patent/SK17402001A3/en unknown
- 2000-05-31 PL PL00353571A patent/PL353571A1/en not_active IP Right Cessation
- 2000-05-31 CZ CZ20014257A patent/CZ20014257A3/en unknown
- 2000-05-31 HU HU0201643A patent/HUP0201643A2/en unknown
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| ES2372036A1 (en) * | 2009-12-23 | 2012-01-13 | Grau Maquinaria I Servei Integral S.A. | Semirremolques coupling system in class c1 tractor vehicles. (Machine-translation by Google Translate, not legally binding) |
Also Published As
| Publication number | Publication date |
|---|---|
| DE29909700U1 (en) | 2000-10-12 |
| CZ20014257A3 (en) | 2003-04-16 |
| WO2000073115A1 (en) | 2000-12-07 |
| AU5963200A (en) | 2000-12-18 |
| EP1185445A1 (en) | 2002-03-13 |
| PL353571A1 (en) | 2003-12-01 |
| HUP0201643A2 (en) | 2002-09-28 |
| SK17402001A3 (en) | 2002-06-04 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Discontinued | ||
| FZDE | Discontinued |
Effective date: 20040531 |