CA2466363A1 - Modular sleeper system - Google Patents

Description

Modular Sleeper System General Description of the Invention Area of the Invention The invention relates to a sleeper for a truck-tractor and the method of using the sleeper. The truck-tractor is part of a tractor-trailer used to transport cargo over the road In particular, the invention relates to a sleeper that is modular that can be connected and disconnected from a truck-tractor and also connected and disconnected to and from a substantially like truck-tractor. The invention permits an individual truck driver to drive different truck-tractors but always sleep in the same sleeper.
The Tractor Trailer The tractor-trailer is an articulated road vehicle usually comprised of the power providing truck-tractor that is pivotally and releasably connected to one or more trailers.
Usually the trailers are of the semi-trailer type. In Western Canada and in the Yukon Territories and Northwest Territories of Canada the trailer configuration that usually maximizes trucking effciencies is a super-b-train. The super-b-train is a set of two semi-trailers, a lead-trailer and a rear-trailer, that are releasably and pivotally connected to each other. The super-b-train trailer configuration is particularly effective for cargo that is appropriate for flatdeck trailers. When two tractor-trailers, both comprised of a truck-tractor pulling a super-b-train trailer set, are to travel the same route empty of cargo, there are know means of stacking one of the tractor-trailers atop the other tractor-trailer as cargo in order to create transportation efficiencies.
The Tractor-Ca6 and the Sleeper The sleeper is mounted on the truck-tractor behind the tractor-cab. There is a passageway to permit the driver or a passenger to move between the tractor-cab and the sleeper, including when the truck is in transit. In the present invention, this passageway is created by the intersection of a cab-sleeve, a collar extending longitudinally rearward

2/29 from the tractor-cab, and of a sleeper-sleeve, a collar extending longitudinally forward from the sleeper. Preferably, the cab-sleeve mates into the sleeper-sleeve. An inflatable-seal that is positioned in a continuous loop around the outside perimeter of the cab-sleeve, when inflated, creates a seal between the cab-sleeve and the inside surface of the sleeper-sleeve.
The sleeper is mounted atop, and releasably connected to, a shiftable-platform.
The shiftable-platform is mounted on a fixed-platform which in turn is aff=ixed to the chassis of the truck-tractor behind the tractor-cab. The shiftable-platform is designed to slide forward and rearward overtop the fixed-platform. When the shiftable-platform is shifted forward, the cab-sleeve will mate into the sleeper-sleeve, and the inflatable-seal can be inflated to create a seal between the two. To shift the shiftable-platform rearward, the inflatable-seal is first deflated. When shifted rearward, the cab-sleeve and the sleeper-sleeve will be unmated; the two sleeves will no longer over lap. The sleeper can be disconnected from the shiftable-platform and demounted from the truck-tractor.
The sleeper can be mounted on a different truck-tractor with substantially the same characteristics. Likewise, a different sleeper with substantially like characteristics can be mounted on the truck-tractor.
The Truck Crane A truck-crane is mounted on the chassis of the truck-tractor behind the sleeper and forward of the vehicle's fifth-wheel. The truck-crane preferably has capability to rotate on the horizontal plane and to lift and lower on the vertical plane.
The truck-crane is used to mounted and demount the sleeper from the truck-tractor.
Exchanging Sleepers Preferably, the truck-crane has the capability to demount the sleeper of a second-tractor-trailer that is stowed as cargo atop a first-tractor-trailer as cargo and exchange it with the sleeper of the first-tractor-trailer. When the two tractor-trailers are traveling in this manner, one stacked atop the other, the regular driver of the first-tractor-trailer and the regular driver of the second-tractor-trailer can take turns driving and sleeping. Each

3/29 driver will be able to sleep in the sleeper that corresponds to them. The two drivers do not need to share one of the sleepers.
There are also other beneficial methods of using the modular sleeper, including where the driver sleeps in the sleeper when separated from the truck-tractor, mounted on a platform on the ground or set directly on the ground.
Detailed Description Preferred Physical Embodiment Description of the Drawn Figures FIG 1 shows a side elevation of a tractor-trailer comprised of a truck-tractor pulling a super-b-train trailer set.
FIG 2 shows a perspective view, taken from the front side, of the tractor-trailer of FIG 1.
FIG 3 shows a magnified side elevation of the truck-tractor of FIG 1 (here separated from the super-b-train trailer set). The truck-tractor's sleeper is in the road-position, connected to the rear end of the tractor-cab. The figure is enlarged about double the size of FIG 1.
FIG 4 shows a top plan view of the truck-tractor corresponding to FIG 3.
FIG 5 shows a perspective view of the truck-tractor corresponding to FIG 3 .
The view is taken from the front side.
FIG 6 shows a side elevation of the truck-tractor corresponding to FIG 3, but here with the sleeper shifted rearward of the road-position. The truck-crane that is mounted on the truck-tractor is preparing to demount the sleeper from the truck-tractor.
FIG 7 shows a perspective view, taken from the front side, of the truck-tractor in the position corresponding to FIG 6.
FIG 8 shows a magnified side elevation of the center section of the truck-tractor.
The sleeper is shifted rearward of its road-position. The figure is enlarged to about double the size of FIG 6 or four times the size of FIG 1.

4/29 FIG 9 shows a top plan view of the center section of the truck-tractor, corresponding to that shown in FIG 8.
FIG 10 shows a magnified side elevation cross section of the truck-tractor's sleeper mounted on the truck-tractor as shown in FIG 8. The cross section is taken on section A-B as specified in FIG 9, The figure is enlarged to about double the size of FIG
8 or about eight times the size of FIG 1.
FIG 11 shows a magnified side elevation cross section of the sleeper, in the road-position, showing detail of the intersection of the sleeper and the tractor-cab when in this position. The cross section is taken on section C-D as specified in FIG 4. The magnification is about sixteen times that of FIG 4 or about thirty-two times that of FIG 1.
FIG 12 shows a rear end elevation cross section of the sleeper on the truck-tractor.
The cross section is taken on section E-F as specified in FIG 9. The magnification is about double that of FIG 9 or about eight times that of FIG 1.
FIG 13 shows a magnified top plan view of the center section of the truck-tractor but with the sleeper removed from the truck-tractor. The platform to which the sleeper would be attached is shifted rearward of the road-position. The magnification is about four times that of FIG 1.
FIG 14 shows a bottom plan view of the center section of the truck-tractor corresponding to FIG 13.
FIG 15 shows a magnified rear end elevation cross section taken on section G-H
as specified in FIG 13. The magnification is about double that of FIG 13 or about eight times that of FIG 1.
FIG i 6 shows a magnified rear-end elevation cross section taken on section G-H
as specified in FIG 13 . The figure shows detail of the connector-bolt system used to releasably connect the shiftable-platform, upon which the sleeper is mounted, to the fixed-platform, which is fixed to the tractor-chassis. The magnification is about eight times that of FIG 13 or about 32 times that of FIG 1.
FIG 17 shows a side elevation of a first-tractor-trailer with a second-tractor-trailer stacked atop of it. Both of the tractor trailers are comprised of a truck-tractor and a super-b-train trailer set. This figures magnification is about the same as FIG 1.

5/29 FIG 18 shows a top plan view of the truck-crane of the first truck-tractor removing the sleeper from the second truck-tractor while it is stacked atop of the first-super-b-train. The sleeper of the first truck-tractor is place on the ground beside it.
FIG 19 shows a rear end elevation cross section taken across section I-J as is specified in FIG 18.
FIG 20 shows a perspective view, taken from the front side, of the sleeper being removed from the truck-tractor and placed on a platform in a truck-terminal.
The Tractor-Trailer Configuration FIG 1 shows a side elevation of a tractor-trailer I comprised of a truck-tractor 2 pulling a super-b-train 3 trailer set. FIG 2 shows a perspective view, taken from the front side, of the tractor-trailer 1 of FIG 1.
The tractor-trailer 1 is an over the road vehicle used to transport cargo, usually on regulated roads and highways.
The tractor-trailer I is comprised of the truck-tractor 2 that is releasably and pivotally connected to the super-b-train 3 set of trailers. The super-b-train 3 is a trailer set comprised of two semi-trailers, a lead-trailer 4 that is releasably and pivotally connected to the truck-tractor 2 and a rear-trailer 5 that releasably and pivotally connects to the lead-trailer 4. In the figures these trailers are both flatdeck type semi-trailers, also sometimes called flatbed or platform trailers.
The Truck-Tractor FIG 3 shows a magnified side elevation of the truck-tractor 1 separated from the super-b-train 3 trailer set. FIG 4 shows a top plan view of the truck-tractor corresponding to FIG 3. FIG 5 shows a perspective view taken from the front side of the truck-tractor corresponding to FIG 3.
These figures show that the truck-tractor 2 is comprised of a tractor-chassis

6 supported at the front by a set of front-wheels 7. These are directional wheels used to steer the vehicle. At the rear end the tractor-chassis 6 is supported by a set of drive-wheels 8 usually comprise of a tandem and sometimes tridem (three axles) axle set. The vehicles power is provided through the drive-wheels 8. At the forward end, the tractor-chassis 6 supports an engine (not shown) which is covered by an engine-housing 9. A
tractor-cab 10 is positioned on the tractor-chassis 6 reward and above the engine-housing 9. The tractor-cab 10 houses the driver and the controls needed to operate the truck-tractor 2, like the road wheel (steering wheel), brake pedal, transmission shift stick, engine ignition, and other controls.
A sleeper 11 is positioned behind the tractor-cab 10. The sleeper 11 is a compartment designed for the driver to sleep and rest in when not driving. It is preferably fitted with a bed, lighting, heating and other features that will permit the driver to sleep and rest comfortably. The sleeper 11 can also be fitted with windows and venting. The sleeper 11 shown in the figures is special (not typical) in that it is modular, while most sleeping compartments for truck tractors are built as an integrated part of the cab or mounted to the cab in a substantially permanent way. The sleeper 11 shown in the referenced figures is releasably connected to the truck-tractor 2. It is designed to be connected to and removed from the truck-tractor 2 by a relatively simple process, preferably using equipment that is mounted on the truck-tractor 2 itself In the figures the sleeper 11 is shown in the road-position. The road-position is when the front end of the sleeper 11 is forward with its front end intersecting the rear end of the tractor-cab 10. The sleeper 11 will normally be put into the road-position while undertaking over the road transport and when the driver is resting or sleeping in the sleeper 11.
A protector-rack 12 is firmly affixed to the tractor-chassis 6 behind the sleeper 11.
Consider the sleeper 11 in the road-position, as the figures show, a gap is provided between the rear end of the sleeper 11 and the front surface of the protector-rack 12. This gap permits the sleeper 11 to be shifted rearward of the road-position. The protector-rack 12 is a vertical rigid wall that extends upward from the tractor-chassis 6. It is positioned laterally across the truck-tractor 2 from side to side. Preferably the lateral width of the protector-rack, from side to side of the truck-tractor 2, is about equal to the width of the sleeper 1 l and the width of the tractor-cab 10. The main function of the protector-rack 12 is to protect people in the tractor-cab 10 and in the sleeper 11 in the case that a piece of cargo that is stowed on the trailer the truck-tractor 2 is pulling breaks its strapping and

7/29 lunges forward. This might be expected to happen, for example, if the truck-tractor 2 needed to stop quickly. The protector-rack 12 provides a substantially rigid barrier to stop the piece of cargo from continuing forward into the sleeper 11 and the tractor-cab 10. The protector-rack 12 is frequently referred to as a headache rack by people working in the trucking industry. The protector-rack 12 or a similar barrier to provide the same kind of protection to the driver and passengers of the truck-tractor is required by law in many jurisdictions in North America on trucks pulling flatdeck type trailers.
An access-ladder 13 is preferably affixed to the rear end of the protector-rack 12.
Its main use is to access the top of the sleeper 11, especially when the sleeper 11 is shifted rearward of the road-position.
A tractor-fifth-wheel 14 is mounted affixed to the top of the tractor-chassis preferably approximately above the drive-wheels 8. The tractor-fifth-wheel 14 is used to releasably and pivotally connect semi trailers to the truck-tractor 2 by known means.
Also, mounted affixed to the tractor-chassis 6, preferably forward of the fifth-wheel 14 and rearward of the protector-rack 12 is a truck-crane 15. The truck-crane 15 is preferably a crane for cargo handling of a known design such as those presently being produced and sold by companies like Hiab and others. In the figures the truck-crane 15 is folded up in the position in which it is normal secured for over the road transport. One of the principle functions of the truck-crane 15 is to mount and demount the sleeper 11 from the truck-tractor. Sufficient longitudinal space is provided between the rear of the protector-rack 12 and the front of the truck-crane 15 to permit the truck-crane 15 to maneuver. Sufficient longitudinal space is also provided between the rear of the truck-crane 15 and the fifth-wheel 14 to permit the over the road articulation of the semi trailer that is connected to the truck-tractor 2.
Cab and Sleeper Detail FIG 6 shows a side elevation of the truck-tractor 2. This figure is distinct from FIG 3 in that the sleeper 11 is shifted rearward of the road-position. T'he truck-crane 1 S is preparing to lift the sleeper 11 in order to demount the sleeper 11 from the truck-tractor 2.

8/29 FIG 7 shows a perspective view, taken from the front side, of the truck-tractor 2 in substantially the same position, undertaking the same activities, as that shown in FIG 6.
These figures, and additionally FIG 3, FIG 4, and FIG 5, show that a fixed-platform 16 is mounted atop the tractor-chassis 6 generally between rear end of the tractor-cab 10 and the front surface of the protector-rack 12. A shiftable-platform 17 is mounted atop the fixed-platform 16. The sleeper 11 is releasably affixed to the top of the shiftable-platform 17. The shiftable-platform 17 is longitudinally shorter than the fixed-platform 16 and it can be shifted forward and rearward along the top of the fixed-platform. When the shiftable-platform 17 is shifted forward until the front of the sleeper 11 that is mounted atop it intersects with the rear of the tractor-cab 10 the sleeper 11 is said to be in the road-position. When the shiftable-platform 17 is shifted rearward of this position, the sleeper 11 can be disconnected and demounted from the shiftable-platform 17 and separated from the truck-tractor 2. Furthermore a different sleeper, substantially like the sleeperl l, can be mounted on the truck-tractor 2.
FIG 6 and FIG 7 show some detail of the tractor-cab 10. The following two paragraphs provide a preferred description of the tractor-cab 10. Other alternatives are possible.
Preferably the tractor-cab 10 is an enclosed compartment designed to house for the driver of the truck-tractor 2 and, optionally, any passengers that might be traveling in the truck-tractor 2. Preferably the tractor-cab 10 is defined at the front by a windshield 18 at the top and the engine-housing-rear-wall 19 at the bottom that is preferably appropriately shaped to provide room for the driver's and any passenger's legs when they are seated in the tractor-cab 10. The tractor-cab 10 has a cab-top 20, extending rearward preferably about horizontally from the top edge of the windshield 18, A cab-side-wall 21 having an about vertical position extends downward from each of the lateral edges of the cab-top 20. The cab-side-walls 21 intersect at their front edges with the lateral edges of the windshield 18 and the rear edge of the engine-housing 9. A cab-door 22 is positioned in each of the cab-side-walls 21. A cab-floor 23 intersects the bottom edges of the engine-housing-rear-wall 19, and the cab-side-walls 21. A cab-rear-wail 24 preferably extends about vertically upward from the rearward edge of the cab-floor 23, intersecting with the cab-side-walls 21 on its lateral edges, and intersecting with the rearward-edge of the cab-top 20 on its top edge. Thus, the windshield 18, the engine-housing-rear-wall 19, the cab-top, the two cab-side-walls 21, including the cab-doors, the cab-floor 23, and the cab-rear-wall 24 combine to create the enclosed compartment which is the sleeper 11.
An opening, large enough for the driver to pass through, preferably with ease, is positioned in the cab-rear-wall 24. Preferably, the opening has an about rectangular shape with somewhat rounded corners. A cab-sleeve 25 extends rearward from around the entire perimeter of this opening in the cab-rear-wall 24. The cab-sleeve 25 is preferably a wall that extends longitudinally rearward from around the entire perimeter of the opening in the cab-rear-wall 24 only a short distance. Preferably the extension of the cab-sleeve 25 rearward is about ten to twenty centimeters, but other distances are also possible.
FIG 6 and FIG 7 also show some detail of the sleeper 11. The following two paragraphs provide a preferred description of the sleeper 11. Other alternatives are possible.
Preferably, the sleeper 11 is an enclosed compartment designed for the driver's comfort for resting and sleeping. Its bottom is defined by a generally horizontal sleeper-base 26 which is preferably has a rectangular shape. From each of the two lateral edges of the sleeper-base 26 a sleeper-side-wall 27 rises about vertically. From the rear edge of the sleeper-base 26 a sleeper-rear-wall 28 rises about vertically. The lateral edges of the sleeper-rear-wall 28 intersect with the rear edges of the two sleeper-side-walls 27 preferably along substantially the full height of these walls. A sleeper-roof 29, preferably which is generally horizontally positioned, covers the top of the sleeper 11.
It intersects along its lateral edges with the top edges of the two sleeper-side-walls 27 and along its rear edge with the top edge of the sleeper-rear-wall 28. A sleeper-front-wall 30 completes the enclosure of the sleeper 11. The sleeper-front-wall 30 extends about vertically downward from along the front edge of the sleeper-roof 29, intersecting along each of its two lateral edges with the forward edge of the one of the two sleeper-side-walls 27. The sleeper-front-wall 30 intersects along its bottom edge with the forward edge of the sleeper-base 26.

An opening, large enough for the truck-tractor 2 driver to pass through, preferably with ease, is positioned in the sleeper-front-wall 30. Preferably this opening is rectangular in shape with somewhat rounded corners. Preferably this opening has approximately equal proportion of width and height as the opening in the cab-rear=wall 24 but is somewhat larger than the opening in the cab-rear-wall 24. A sleeper-sleeve 31 extends forward longitudinally an about equal distance around the entire perimeter of the opening in the sleeper-front-wall 30. The sleeper-sleeve 31 is preferably a wall that extends forward from around the entire perimeter about ten to twenty centimeters, but other distances are possible.
FIG 8 shows a magnified side elevation of the center section of the truck-tractor.
The sleeper is shifted rearward of its road-position. FIG 9 shows a top plan view of the center section of the truck-tractor, corresponding to that shown in FIG 8.
These figures show that affixed to the top of the sleeper-roof 29 in the vicinity of each of its four corners is a connector-loop 32. Each connector-loop 32 is rigid band that extends upward from the sleeper-roof 29, arches over and then extends downward reconnecting with the sleeper-roof 29 to form a closed loop. The connector-loops are used as lifting eyes for lifting the sleeper using the truck-crane 15 or other lifting equipment.
Positioned embedded in each of the four corners of the sleeper-base 26 is a connector casting 33. The connector-castings 33 are preferably substantially like the corner fittings found on multimodal or intermodal containers. The connector-castings 33 are used to connect and disconnected the sleeper 11 from the shiftable-platform 17.
Intersection of the Cab and the Sleeper FIG 10 shows a side elevation cross section of the center section of the truck-tractor 2 corresponding to where the sleeper 11 is mounted upon it. The cross section is taken on section A-B as specified in FIG 9.
This figure, and also FIG 8 and FIG 9, show that the cab-sleeve 25 extends rearward longitudinally from the opening in the cab-rear-wall 24 and that the sleeper-sleeve 31 extends forward longitudinally from the perimeter of the opening in the sleeper-front-wall 30. The two openings have substantially the same shape proportionally. However the opening in the cab-rear-wall 24 is somewhat smaller than the opening in the sleeper-front-wall 30, such that the exterior surface of the cab-sleeve 25, extending rearward of the cab-rear-wall 24, will fit within the interior surface of the sleeper-sleeve 31, extending forward from the sleeper-front-wall 30. When the cab-sleeve 25 is mated into the sleeper-sleeve 31 in this manner, the sleeper 11 is termed to be in the road-position. The sleeper 11 in the road-position is shown in FIG 3, FIG 4, and FIG 5.
When in this position, the distance between the exterior surface of the cab-sleeve 25 and the interior surface of the sleeper-sleeve is preferably substantially the same around the entire perimeter of the two sleeves. Preferably, but not necessarily, this distance is about one centimeter.
FIG 8, FIG 9, and FIG 10 show that an inflatable-seal 34 is positioned around the entire perimeter of the exterior surface of the cab-sleeve 25, connecting back onto itself in a continuous loop.
FIG 11 shows a magnified side elevation cross section of the sleeper 11, in the road-position, taken on section C-D as specified in FIG 4. The figure shows the cross section detail of the inflatable-seal. The inflatable-seal 34 is known technology. It is preferably comprised of a retaining-structure 35 that is rigid that supports an expandable-tube 36 on the exterior of which is integrated a striking-block 37. When the inflatable-seal 34 is deflated, the inflatable-tube 36 and striking-block 37 retract, preferably within the retraining-structure 35. When inflated, normally with air, the expandable-tube 36 expands, pushing the striking-block 37 outward.
Considering the sleeper 11 in the road-position, the exterior surface of the inflatable-seal 34, when retracted, fits within the interior surface of the sleeper-sleeve 31.
When the seal is expanded, the top surface of the striking-block extends outward pressing against the interior surface of the sleeper-sleeve 31. Preferably, a striking-pad 38 is position in a continuous loop around the interior surface of the sleeper-sleeve 31 in the position that corresponds with where the top surface of the striking-block 37 will make contact with when the interior surface of the sleeper-sleeve 31 when expanded.
The striking-pad 38 provides an appropriate surface to effect a good seal between it and the top surface of the striking block 37 when the expandable-tube 36 is inflated.
Preferably this seal is substantially weather tight and dust tight so as to permit a comfortable environment to be preserved within the tractor-cab 10 and within the sleeper 11.
Preferably this seal is strong enough to be substantially maintained while the truck-tractor 2 is in transit. Preferably too, the connection between the striking-block 37 and the sleeper-sleeve 31 when the expandable-tube 36 is inflated will have the property of absorbing vibration and movement between the tractor-cab 10 and the sleeper 11 when the truck-tractor 2 is in motion.
The inflatable-seal 34 is normally inflated when the sleeper l 1 is in its road-position and the tractor-trailer is in the process of being used for over the road transport.
The inflatable-seal 34 is deflated to permit the sleeper 11 to be shifted rearward of its road-position or shifted from this more rearward position forward into the road-position.
The sleeper 11 is normally positioned rearward of the road-position in order to demount the sleeper 11 from the truck-tractor 2 or to mount the sleeper 11 on the truck-tractor 2.
Alternatively, a different sleeper that is substantially like the sleeper 11 can be mounted or demounted from the truck-tractor 2.
Electrical Fixtures, Connections and Power Source In addition to being outfitted with a comfortable bed, the sleeper 11 preferably has lights (not shown) and a heater (not shown). Preferably both are powered by electricity.
Optionally, the sleeper can be outfitted with a temperature control unit or air conditioning, also powered by electricity. Also optionally, the sleeper 11 can be outfitted with a small refrigerator and a microwave andlor other food storage and preparation appliances, The preferred electrical power source for all these fixtures is the generator (not shown) that is an integral part of the truck-tractor 2, Preferably an electrical-cable (not shown) extends from the generator to rear end of the tractor-cab. The electrical-cable extends rearward of the cab-rear-wall 24 a short distance, preferably positioned close to one of the side of the truck-tractor in a position that is easily accessed by the driver. The electrical-cable preferably has a cable-plug (not shown) on its end that can be mated into a sleeper-plug (not shown) on the sleeper 11. Appropriate internal wiring (not shown) of the sleeper 11 connects the sleeper-plug with the lights and the heater in the sleeper.
Preferably when the sleeper 11 is put into the road-position, the cable-plug is mated with the sleeper-plug to create an electrical connection. When the sleeper 11 is to be shifted rearward of the road-position and demounted from the truck-tractor 2, the cable-plug and the sleeper-plug are disconnected from each other.
The Steeper Curtain and the Cab Curtain FIG 12 shows a rear end elevation cross section of the sleeperl 1 on the truck-tractor 2, showing the opening in the sleeper-front-wall 30. The cross section is taken on section E-F as specified in FIG 9.
This figure, taken together with FIG 10 and FIG 11, shows that a sleeper-curtain 39 covers the opening in the sleeper-front-wall 30. The sleeper-curtain 39 can be opened to permit the passage of the driver or passenger between the sleeper 1 l and the tractor-cab 10. The sleeper-curtain 39 can be closed to secure the privacy ofthe sleeper 11. For example, it might be closed when a different person than the driver, like a second driver perhaps, is occupying the sleeper 11 during over the road transport. The sleeper-curtain 39 is connected to the inside surface of the sleeper-front-wall 30 around the entire perimeter of the opening in the same wall. A curtain-gasket 40 is used to create a good seal between the inside surface of the sleeper-front-wall 30 and the sleeper-curtain 39.
The curtain-gasket 40 preferably extends around the entire connecting surfaces between the sleeper-curtain 39 and the sleeper-front-wall 30. A series of curtain-rivets 41 are used to secure the sleeper-curtain 39 and the curtain-gasket 40 tightly to the inside surface of the sleeper-front-wall 30. Preferably, a curtain-zipper 42 is positioned in the sleeper-curtain 39 somewhat to the inside of the edge of the opening in the sleeper-front-wall 30.
The curtain-zipper 42 preferably follows the edge of this opening along its top, down one side, and along its bottom. When the curtain is unzipped, the sleeper-curtain 39 can be folded to the side to permit a person to pass through it. When the curtain-zipper 42 is closed or zipped up, the sleeper 11 becomes a sealed compartment for the person in it to have privacy. Preferably, a zipper-handle 42 is positioned on the interior side of the sleeper-curtain 39 and a second one is positioned on the exterior side of the sleeper-curtain 39. This permits the sleeper-curtain 39 to be opened and closed from either inside or outside the sleeper 11. For example, when the sleeper 11 is in the road-position, the sleeper-curtain 39 can be opened from either inside the tractor-cab 10 or inside the sleeper 11, including when the tractor-trailer 1 is in transit.
Preferably, a cab-curtain 44 covers the opening in the cab-rear-wall 24. It is sealed affixed to the interior surface of the cab-rear wall 24 around the perimeter of the opening in the same wall. A curtain-gasket 40b gasket is positioned between the cab-curtain 44 and the cab-rear-wall 24 and is used to affect the seal. A series of curtain-rivets 41b pass affix the cab-curtain 44 to the cab-rear-wall 24. A curtain-zipper 42b is positioned in the cab-curtain 44, preferably positioned samewhat inside the edge of the opening in the cab-rear-wall 24. The curtain-zipper 42b follows this edge across the top, down one side, and across the bottom. This permits the cab-curtain 44 to be folded over to one side when the curtain-zipper 42b is opened or unzipped to permit a person to pass through the opening in the cab-rear-wall 24. When the curtain-zipper 42b is closed, or zipped up, the tractor-cab 10 becomes a sealed compartment. Preferably zipper-handles 43b are positioned on both the interior side and the exterior side of the cab-curtain 44 so that the curtain-zipper 42b can be opened and closed from both the inside and the outside of the tractor-cab 10.
An option is that the sleeper-front-wall 30 be comprised of and inside-panel and an outside-panel 46 and a pair of sliding-doors 47 fit between these two panels. The sliding-doors 47 are moveable in the lateral direction to open and close the opening in the sleeper-front-wall 30. Preferably the sliding-doors 47 can be locked and unlocked in the closed position by using a hand operated latch (not shown) from inside the sleeper 11 and using a key from outside the sleeper. The sliding-doors 47 provide more physical security than the sleeper-curtain 39.
FIG 13 shows a top plan view of the center section of the truck-tractor 2 with the sleeper 11 demounted from the truck-tractor 2. The shiftable-platform 17 is shown shifted rearward of the road-position. FIG 14 shows a bottom plan view of the center section of the truck-tractor 2 corresponding to FIG 13. FIG 15 shows a magnified rear end elevation cross section taken on section G-H as specified in FIG 13.

These figures show that the tractor-chassis 6 is comprised of a pair of longitudinal chassis-beams 48 running about parallel to each other. Preferably the chassis-beams 48 are inward turned u-beams, as is typical of truck chassis. A series of chassis-cross-braces 49 are positioned laterally and connected on each end to one of the two chassis-beams 48.
The chassis-cross-braces 49 preferably are positioned at intervals along the length of the chassis 6. These intervals can be either equal or unequal intervals.
The fixed-platform 16 is affixed atop the tractor-chassis 6. Preferably, the fixed-platform 16 is a substantially horizontally positioned and rectangular shaped frame. The fixed-platform 16 is comprised of two fixed-platform-beams 50, positioned longitudinally and mounted generally atop each of the two chassis-beams 48 generally parallel to each other. The fixed-platform-beams 50 have a substantially rectangular cross section with an approximately flat, horizontal bottom and top surfaces and substantially flat and vertical side surfaces. The two fixed-platform-beams 50 each have about the same length, and they run front to back from about the rear end of the tractor-cab 10 to about the front end of the protector-rack 12. The fixed-platform-beams 50 are connected to each other at their front ends and their rear ends by a pair of cross-beams 51. The cross-beams 51 have substantially rectangular cross section with generally flat and horizontal top and bottom surfaces and generally flat and vertical front and rear surfaces.
The substantially vertical outside lateral surfaces of the fixed-platform-beams 50, positioned somewhat laterally outward from the lateral surface of the corresponding chassis-beam 48 that the particular fixed-platform-beam 50 is mounted upon.
A groove is positioned running longitudinally along top surface of each of the fixed-platform-beams 50 (which is otherwise substantially flat). The two grooves, one in each of the fixed-platform-beams 50, are substantially parallel to each other.
The shiftable-platform 17 is preferably a substantially horizontally positioned rectangular shaped frame mounted atop the fixed-platform 16. It is slightly shorter and somewhat wider than the fixed-platform 16. Each of the two lateral sides of the shiflable-platform 17 is defined by a side-beam 52. The two side-beams 52 are preferably about parallel to each other, the center point between them being approximately the longitudinal, front to back, centerline of the tractor-chassis 6. The distance between the outside lateral sides of the two side-beams 52 is preferably substantially close to the width of the sleeper 11. A half center-beam 53 is positioned extending longitudinally generally overtop each of the two fixed-platform-beams 50 of the fixed-platform 16. The lateral sides of the half center-beams 53 are preferably substantially vertical and are preferably position somewhat laterally outward from the position of the vertical outside lateral surfaces of the fixed-platform-beams 50. The two half center-beams 53 are parallel to each other and parallel to the side-beams 52. A center-beam 54 runs longitudinally about centered between the two half center-beams 53, Preferably, the center-beam 54 approximately follows the longitudinal centerline of the tractor-chassis 6.
Preferably the length of the side-beams 52, the half center-beams 53 and the center-beam 54 are all about equal. Preferably too, all these beams have a rectangular shaped cross section (per FIG 15) with substantially vertical sides arid horizontal top and bottom. The beams are preferably constructed of rectangular shaped steel or aluminum tubing but also can be made of an alternative material. The two-side-beams, the two half center-beams 53, and the center-beam 54 are connected together across their front ends by a front-end-beam 55 that is laterally positioned. The same beams are connected across their rear ends by a rear-end-beam 56, also laterally positioned.
A sliding-rail 57, a rigid and longitudinally position strip of material, downward from the bottom surface of each of the half center-beams 53, preferably along the full length of the half center-beam 53. The sliding-rails 57 are positioned so as to intersect with the grooves that are positioned in the top surface of each one ofthe fixed-platform-beams 50. The sliding-rails 57 mate into these grooves. The depth ofthe sliding-rails 5?
is such that they hold the bottom surface of the half center-beams 53 slightly above the top surface of the fixed-platform-beams 50. The intersection of the sliding-rail 57 and the groove in the top surface of the fixed-platform-beam 53 is preferably greased or oiled so that the shiftable-platform I7 can be slid forward and rearward along this connection. The mating of the sliding-rail 57 protrusion into the groove guides the direction of the movement.
FIG 13, FIG 14 and FIG 15 and also FIG 10 show that an extendable-piston 58 is positioned under the shiftable-platform 17. The extendable-piston 58 is used to move the shiftable-platform 17 forward and rearward. Preferably, the extendable-piston 58 is a hydraulic or pneumatic cylinder that is connected to an appropriate hydraulic or pneumatic power source on the truck-tractor 2. The extendable-piston is used shift the sleeper 11 between its road-position and a position rearward of the road-position when the sleeper 11 is mounted on the shiftable-platform l7. Preferably, the extendable-piston 58 is positioned longitudinally, aligned under the center-beam 54 of the shiftable-platform 17. The extendable-piston 58 is connected on one end to the fixed-platform 16 by means of a ftxed-platform-hinge 59 that is mounted on the rearward facing vertical surface of the cross-beam 51 at the front of the fixed-platform 16. The extendable-piston 58 is connected at its opposite end to the shiftable-platform 17 by means of a shiftable-platform-hinge 60. The shiftable-platform-hinge 60 is affixed between a pair of hinge-slats 61 that extend downward from the underside of the center-beam 54, preferably positioned about half way along the longitudinal length of the same beam.
Thus, the extendable-piston 58 effectively is connected at one end to the fixed-platform 16 and at the opposite end to the shiftable-platform 17. When the extendable-piston 58 is retracted it pulls the shiftable-platform 17 forward, so that when the sleeper 11 is mounted upon the shiftable-platform the sleeper will be in its road-position. When the extendable-piston 58 is extended the shiftable-platform 17 is shifted rearward and the sleeper 11 mounted upon it will be shifted rearward of its road-position. In this more rearward position the sleeper 11, or a different sleeper substantially like it, can be demounted from or mounted onto the shiftable-platform using the truck-crane 15.
A series of turn-pins 62 are mounted on the shiftable-platform 17. Preferably one of the turn-pins is generally positioned in each of the shiftable-platform's 17 four corners.
The position of the turn-pins 62 corresponds to the position of the connector-castings 33 on the sleeper 11, so that when the sleeper 11 is mounted on the shiftable-platform 17, the turn-pins 62 intersect with the connector-castings 33. The intersection of the turn-pins 62 and the connector-castings 33 are used to releasably affix the sleeper 11 to the shiftable-platform 17. Preferably the turn-pins 62 are substantially like the turn pins typically used to connect multimodal containers to container chassis type trailers and flatdeck type trailers, as similarly, the connector-castings 33 are substantially like the connector castings typically found on multimodal containers.
A series of connector-slats 63 extend vertically downward from the lateral sides of the two half center-beams 53. Each connector-slat 63 is a generally vertically positioned flat plate that extends downward close along side of the corresponding fixed-platform-beam 50 to an elevation that is somewhat lower than the fixed-platform-beam 50. An opening passes laterally through each of the connector-slats 63. An anti-lift-lip 65 extends inwards from the bottom edge of the connector-stat 63 under bottom surface of the fixed-platform-beam 50. The anti-lift-lip 65 extends inward a short distance and preferably not so far as to make contact with the lateral side of the chassis-beam 48 that corresponds to it. The anti-lift-lip 65 prevents the shiftable-platform 17 from lifting off the fixed-platform 16 when the shiftable-platform 17 is being shifted forward or rearward. Preferably there are two connector-slats 63 mounted on each of the two half center-beams 53, one near the front end and one near its rear end of each of the half center-beams 53. Thus preferably there are four connector-slats 63 in total.
A series of connector-bolts 66 are affixed mounted laterally positioned through openings in the fixed-platform-beams 50. One connector-bolt 66 corresponds to each one of the connector-slats 63, Each connector-bolt 66 is preferably a hydraulically or pneumatically actuated pin mechanism that can be extended laterally outward and retracted inward. When retracted, the connector-bolt 66 preferably does not extend laterally outward beyond the lateral outside surface of the fixed-platform-beam 50. When extended, the pin of the connector-bolt 66 extends outward laterally past the lateral outside surface of the connected-slats 63 of the corresponding half center-beam 53. The connector-bolts 66 are positioned such that when the shiftable-platform 17 is shifted forward, to the position corresponding to the sleeper 11 being in the road-position, the connector-bolts 66 will be laterally aligned with the openings in the connector-slats 63.
With the shiftable-platform 17 in the position corresponding to the sleeper 11 being in the road-position, the connector-bolts 66 can be extended and their pins will pass through the openings in the connector-slats 63 releasably affixing the shiftable-platform 17 to the fixed-platform 16 and inhibiting movement forward or rearward or otherwise.
The 19iz9 connector-bolts 66 are retracted in order to disconnect the shitlable-platform 17 from the fixed-platform 16 and permit the shiftable-platform 17 to be moved forward and rearward.
Truck Crane Detail Returning to look at FIG 6 and FIG 7, these figures show that the truck-crane is comprised of a crane-base 69 mounted atop the tractor-chassis 6. A turn-plate 70 with the capability to rotate on the horizontal plane, preferably 360 degrees, is mounted atop the crane-base 69. A vertical-shaft 71 extends about vertically upward from the turn-plate 70. A telescopic-boom 72, preferably with a plurality of hydraulically powered telescoping sections, is connected by means a boom-hinge 73 of the vertical-shaft 71. The boom-hinge 73 rotates on the vertical axis. A lift-piston 74 that extends and retracts telescopically, preferably by hydraulic power, is connected at its lower end to the lower part of the vertical-shaft 71 and at its upper end to the telescopic-boom 72.
When the lift-piston 74 is extended it raises the telescopic-boom 72. When the lift-piston 74 is retracted it lowers the telescopic-boom 72.
The Super B Train Trailers FIG 1 and FIG 2 show the tractor-trailer 1 which is comprised of the truck-tractor 2 releasably connected to the super-b-train 3 type double trailer combination.
The super-b-train 3 is comprised of a lead-trailer 4 and a rear-trailer 5, both of which are semi trailer type trailers.
The lead-trailer 4 is releasably and pivotally connected to the truck-tractor 2 by means of a lead-kingpin (not shown) that intersects with the tractor-fifth-wheel 14. The tractor-fifth-wheel 14 supports the front end of the lead-trailer 4. A lead-trailer-deck 75 is the cargo carrying platform of the lead-trailer 4. The lead-trailer-deck 75 is supported on its bottom side by a pair of lead-trailer-beams 76 which are preferably about parallel to each other running longitudinally and extending rearward beyond the rear end of the lead-trailer-deck 75. A set of tridem-wheels 77, connected to the lead-trailer-beams 76, support the lead-trailer 4 at the rear end. A set of lead-landing-gear 78 that can be raised and lowered is used to support the generally forward end of the lead-trailer 4 when the truck-tractor 2 is disconnected from the lead-trailer 4. A trailer-fifth-wheel 79 is positioned on the top center of the rearward part of the lead-trailer-beams 76, rearward of the lead-trailer-deck 75.
The rear-trailer 5 is releasably and pivotally connected to the lead-trailer by means of a rear-kingpin (not shown) that intersects with the trailer-fifth-wheel 79. The trailer-fifth-wheel 79 supports the forward end of the rear-trailer 5. A rear-trailer-deck 81 is the cargo carrying surface of the rear-trailer 5 and is supported on its bottom surface by a pair of rear-trailer-beams 81. Preferably these two beams are position about parallel to each other and run longitudinally to about the rear of the lead-trailer-deck 80. A set of tandem-wheels 82, connected to the rearward part of the rear-trailer-beams 81, support the rearward end of the rear-trailer 5. A set of rear-landing-gear 78 that can be raised and lowered is used to support the generally forward end of the rear-trailer 4 when the lead-trailer 4 is disconnected from the rear-trailer 5.
Preferred Method of Use Stacked Tractor Trailers FIG 17 shows a side elevation of a first-tractor-trailer la with a second-tractor-trailer lb stacked atop of it. Both of the tractor trailers shown are comprised of a truck-tractor and a super-b-train trailer set.
The figure shows that both the two tractor trailers preferably have characteristics substantially like the characteristics the tractor-trailer 1 described above.
The first-tractor-trailer la is carrying on its cargo supporting decks the second-tractor-trailer lb. A first-truck-tractor 2a is connected to a first-super-b-train 3a with the first-lead-trailer 4a and a first-rear-trailer Sa releasably and pivotally connected to each other in a train, A second-truck-tractor 2b is positioned strapped atop the deck of the first-lead-trailer 4a. A second-b-train 3b is positioned strapped atop the deck of the first-rear-trailer Sa in the following way: First, a second-lead-trailer 4b is stacked atop and strapped to a second-rear-trailer Sb that in turn is stacked atop and strapped to the first-rear-trailer Sa. As the figure shows, the second-truck-tractor 2b, the second-lead-trailer 4b, and the second-rear-trailer Sb are all disconnected from each other.
An alternative stacking arrangement is that the second-truck-tractor 2b be stacked atop the first-rear-trailer Sa arid the second-super-b-train 3b to be stacked atop the first-lead-trailer 4a.
Preferably, the process of stacking the second-tractor-trailer 1 b atop the first-tractor-trailer 1 a is accomplished by a known means. One such means is by using a ramp that has approximately the same height as the decks of the super b train trailers, One of the two truck tractors connects to the second-rear-trailer Sb and backs it up to the ramp.
One of the two truck tractors then connects to the second-lead-trailer 4b and backs that trailer offthe ramp onto the deck of the second-rear-trailer Sb. The second-lead-trailer 4b is then strapped atop the second-rear-trailer Sb as cargo. One of the truck tractors then moves the second-rear-trailer Sb away from the ramp area. One of the truck tractors then connects to the first-super-b-train 3a and backs it up to the ramp. The second-truck-tractor 2b drives off the ramp onto the deck of the first-rear-trailer Sa and drives forward onto the deck ofthe first-lead-trailer 4a. Preferably a rigid plate (not shown) is used to span the articulation gap between the first-rear-trailer Sa and the first-lead-trailer Sa. The second-truck-tractor 2b is then strapped to the deck of the first-lead-trailer 4a as cargo.
The first-truck-tractor 2a then connects to the second-rear-trailer Sb, which has the second-lead-trailer 4a strapped atop it as cargo, and backs it off the ramp onto the first-rear-trailer Sa, The stack of the second-rear-trailer Sb and the second-lead-trailer 4b are strapped or otherwise secured to the first-rear-trailer Sa as cargo. The first-truck-tractor 2a disconnects from the second-rear-trailer Sb and connects to the first-lead-trailer 4a.
The first-tractor-trailer 1 a is ready to travel over the road with the second-tractor-trailer lb strapped to its decks as cargo.
An alternative method of stacking the second-tractor-trailer 1 b atop the first-tractor-trailer I a is to use a crane or forklift to stack the second-lead-trailer 4b and the second-rear-trailer Sb and either a crane, forklift, or a ramp, generally as describe in the previous paragraph, to stack the second-truck-tractor 2b.

The second-tractor-trailer lb can stacked atop the first-tractor-trailer lb in order to lower the overall combined cost of repositioning the two tractor trailers.
An example of when this practice can be beneficial is when the first-tractor-trailer la and the second-tractor-trailer lb carry loads of cargo from an origin point to a destination point and there is no appropriate cargo available to carry back on the return trip from the destination point to the origin point. The second-tractor-trailer lb is stacked atop the first-tractor-trailer la to reduce costs. The costs that can be reduced included, but are not necessarily limited to, fuel consumption, wear and tear on the second-tractor-trailer lb and the corresponding maintenance cost, driver cost, lubricant cost. These costs are reduced because on the return trip there is no operating wear and tear on the second-tractor-trailer lb and no driver needs to be occupied with operating it. The total savings that can be achieved can possibly be in the order of 25% of the total cost of transportation from the origin point to the destination point and back to the origin point again for the two tractor trailers.
Exchanging Sleepers The first-truck-tractor 2a has a first-sleeper 1 la and the second-tractor 2b has second-sleeper l lb. These sleepers are substantially alike and have the characteristics of the sleeper 11 described above. The first-sleeper 1 Ia and the second-sleeper 1 lb can be connected to and disconnected from and mounted onto and demounted from the corresponding truck tractor. The first-sleeper 1 la and the second-sleeper l lb are interchangeable. The first-sleeper 1 la can be mounted onto and connected to the second-truck-tractor 2b and put into the road-position thereon. Likewise the second-sleeper 1 lb can be mounted unto and connected to the first-truck-tractor 2a and put into the road-position thereon. The first-truck-tractor 2a has a first-truck-crane 15a and the second-truck-tractor 2b has a second-truck-crane 1 Sb, also as described above.
FIG I 8 shows a top plan view of a first-truck-crane 1 Sa of the first-truck-tractor 2a removing the sleeper I lb from the second truck-tractor 2b while the same truck tractor is stacked atop of the first-super-b-train 3a. The first-sleeper 11 a of the first truck-tractor 2a is place on the ground beside the same truck-tractor, FIG 19 shows a rear end elevation cross section taken across section I-J as is specified in FICx 18.
The figures shows that the first-truck-tractor 2a is disconnected from the first-super-b-train 3a and positioned along side the first-super-b-train 3a, preferably adjacent to the second-truck-tractor 2b that is stacked atop the first-lead-trailer 4a.
According to the figures, the first-truck-crane 1 Sa has lifted the first-sleeper 11 a off the first-truck-tractor 2a and has placed it on the ground. The first-truck-crane 15a is in the process of removing the second-sleeper 1 lb from the second-truck-tractor 2b while it is stacked atop and strapped to the first-lead-trailer 4a. The first-truck-crane I Sa will then mount the second-sleeper 11 b on the first-truck-tractor 2a and also lift the first-sleeper 11 a and mount it on the second-truck-tractor 2b while the second-truck-tractor 2 is position atop the first-super-b-train 3a.
FIG 6 and FIG 7 as well as FIG 18 and FIG 19 show that a crane-hook 84 hangs preferably from the end of the furthest extending section of the extendable-boom 72. A
spreader-loop 85 is looped over the crane-hook 84. A plurality (preferably four) spreader-straps 86, each having a spreader-hook 87 at the end, extend from the spreader-loop 85.
The spreader-hooks 87 are hooked onto the corner-loops 32 that are positioned on the top of the sleeper 11. This permits the second-sleeper 1 lb to be lifted and manipulated by the truck-crane 15. Vertical movement is provided by the crane-boom 72 being raised and lowered by the lift-piston 74 and also by telescopically extending or retracting the crane-boom 72, depending on the angle at which it is positioned . Horizontal movement is provided by the horizontal rotation of the turn-plate 70 and also by extending and retracting the crane boom. The combination of these capabilities of vertical and horizontal movement of the truck-crane 15 permit it to be used to demount and mount the sleeper 11 from the truck-tractor 2 in the confines between the cab-rear-wall 24 of the and the forward side of the protector-rack 12. The sleeper 11 will usually be shifted rearward of the road-position when it is to be mounted and demounted by the truck-crane 15. It is also by these capabilities of vertical and horizontal movement that permit the first-truck-crane 15a to be used to demount and mount the second-sleeper 1 Ib from the second-truck-tractor 2b while it is stacked as cargo atop the decks of a first-super-b-train 3a (as shown in FIG 18 and FIG 19).
Operating Scenario When the first-tractor-trailer 1 is carrying the second-tractor-trailer 2 stacked atap it and secured to it as cargo (per FIG 1?) there is usually the requirement to accommodate two drivers in the first-truck-tractor 2a. These two drivers are the driver of the first-tractor-trailer la and the driver of the second-tractor-trailer lb. It is unsafe and usually illegal for a person to occupy a vehicle while it is being carried on the deck of a cargo trailer. Thus, the driver of the second-tractor-trailer lb cannot safely and legally occupy the second-track-tractor 2b during the transport.
The regular driver of the first-tractor-trailer 1 a is referred to as the first-driver and the regular driver of the second-tractor-trailer is hereafter referred to as the second-driver.
A trip from an origin-point to a destination-point is termed a forward-haul. A
trip from the destination-point to the origin-point is termed a backhaul.
One scenario of use is that the first-driver drives the first-tractor-trailer 1 a and the second-driver drives the second-tractor-trailer lb, both tractor trailers loaded with cargo, on the forward-haul, from the origin-point to the destination-point. If there is no cargo available to carry on the backhaul, as often occurs for trucks in Canada when the destination point is the Northwest Territories or the Yukon Territory or the State of Alaska USA, then in order to create economic savings on the backhaul, the second-tractor-trailer lb is stacked and secured as cargo atop the decks of the first-tractor-trailer la as has been describe above (and as shown in FIG 1? and FIG 18). The first-driver and the second-driver occupy the first-truck-tractor 2a during the backhaul transport.
Preferably, the two drivers take turns driving and sleeping. The first-sleeper 11 a and the second-sleeper 11 b are exchanged between the first-truck-tractor 2a and the second-truck-tractor 2b to facilitate this arrangement of first-driver and the second-driver taking turns driving and sleeping. When the first-driver is driving the first-tractor-trailer 1 a, then the second-sleeper 1 lb is mounted on the first-truck-tractor 2a (and the first-sleeper 1 la mounted on the second-truck-tractor 2b) so that the second-driver can sleep in the second-sleeper 1 lb, a personalized compartment, rather than using the first-sleeper 1 la which corresponds to the first-drivers. When the second-driver is driving the first-tractor-trailer 1 a, then the first-sleeper 11 a is mounted on the first-tractor-trailer 1 a and put into its road-position. The first-driver is able to sleep in the first-sleeper 11 a, a personalized compartment. The second-sleeper 1 lb is mounted on the second-truck-tractor 2b which is mounted as cargo atop the decks of the first-tractor-trailer 1 a.
Alternative Embodiments Truck Terminal with Ground Platforms FIG 20 shows a perspective view, taken from the front side, of the sleeper 11 being removed from the truck-tractor 2 and placed on a ground-platform 88, preferably in a truck-terminal 89 or alternatively some other designated location, like perhaps a truck stop or the parking lot of a convenience store. Preferably the truck-terminal 89 has a plurality of the ground-platforms 88.
The ground-platform 88 is a generally horizontal platform that is set on the ground and designed to receive the sleeper 11. The size and shape of the ground-platform are about the same as the sleeper-base 26. A series of platform-turn-pins 90 are positioned generally in the corners of the ground-platform 88 and are positioned and designed to intersect with the connector-castings 33 of the sleeper 11. The platform-turn-pins 90 are used to releasably connect the sleeper 11 to the ground-platform 88. An entry-pedestal 91 is preferably positioned next to the ground-platform 88 adjacent to the position of the sleeper-front-wall 30 when the sleeper 11 is mounted on the ground-platform 88. The entry-pedestal 91 is used by the driver to assist entering and exiting the sleeper 11 through the opening in the sleeper-front-wall 30 when the sleeper 11 is mourned on the ground-platform 88. Preferably, the ground-platform 88 is wired to an electrical power source and has a power-card (not shown) that can be mated into the sleeper-plug (not shown} to provide power to the heater and the lights and the other electric fixtures of the sleeper 11. The truck-crane 15 is capable of demounting the sleeper 11 from the truck-tractor 2 onto the ground-platform and mounting it from the ground-platform 15 onto the truck-tractor 2. The driver of the tractor-trailer 1 can sleep in the sleeper 11 either mounted upon the tn~ck-tractor 2 or mounted upon the ground-platform 88.
The following is an operating scenario. The first-driver drives the first-tractor-trailer 1 from the origin-point toward the destination-point. In route this driver stops at one of the truck-terminals 89, demounts the first-sleeper 11 off the truck-tractor 2 and onto one of the ground-platforms 88. The first-driver rests or sleeps in the first-sleeper 11. The second-driver is occupying the second-sleeper 11 which is mounted on a different one of the ground-platforms 88 in the same truck-terminal 89 and is finishing up his/her period of sleep or rest. The second-driver mounts the second-sleeper 11 onto the first-tractor-trailer 1 and begins to drive it onward toward the destination-point while the first-driver is sleeping, resting or otherwise occupying the first-sleeper 11 on the ground-platform 88. After a time, a third-driver driving the second-tractor-trailer 1, carrying a third-sleeper, enters the same truck-terminal 89. The third-driver demounts the third-sleeper 11 onto an empty one of the ground-platforms 88 and enters it to sleep or rest.
The first-driver, who has finished sleeping and resting, mounts the first-sleeper 11 onto the second-truck-tractor 2 and begins driving the secand-tractor-trailer 1 towards its destination.
Preferably, a trucking-operation has a plurality of truck-terminals 89 located in different places with the area it carries on trucking activity. Each truck-terminal 89 preferably has a plurality of ground-platforms 88. The trucking-operation also has a plurality of truck-tractors 2, a plurality of trailers, and a plurality of sleepers 11. The trailers can be the super-b-train 3 trailer sets that were describe above, The trailers, alternatively, can be any kind of trailer or semi-trailer or combination of two or more trailers and/or semi-trailers. The trailers can also be different kinds of trailers than flatbed trailers. For example, among the plurality of trailers could be van semi-trailers (usually about 48 or 53 feet long), tanker semi-trailers for either liquid or dry bulk cargos, semi-trailers for gravel or grains, and many other kinds and varieties of trailer equipment. The tractor-trailer 1 is formed by combining one of the truck-tractors 2 with one of the trailers (or combination of two or more trailers). Usually, one of the sleepers 11 will be attached to the truck-tractor 2. Preferably too, one of the truck-cranes 15 is mounted upon each of the truck-tractors 2. Each one of the truck-tractors 2 may have or may not have one of the protector-racks 12; the inclusion of the protector-rack 12 is usually determined by the kind of trailer the truck-tractor 2 will usually be pulling. For example, when the truck-tractor 2 is pulling a van type trailer, the protector-rack 12 is usually not required. It is usually required when a flatdeck type trailer is to be pulled.
Each of the sleepers 11 generally corresponds to one individual driver. The sleepers 1 I are mounted on different of the truck-tractors 2; the truck-tractors 2 are interchanged with different of the trailers. These interchange of truck-tractors 2 and trailers is done in order to maximize the productivity of the trucking-operation. The drivers will generally sleep in their corresponding sleepers I 1, either mounted upon one of the truck-tractors 2 or mounted upon one of the ground-platforms 88 in one of the truck-terminals 89. The determination of where each of the sleepers 11 is mounted (whether upon one the truck-tractors 2 or in one of the truck-terminals 89) when the corresponding driver is to rest and/or sleep is also determined in order to maximize the productivity of the trucking-operation. When the driver sleeps with the sleeper 11 mounted upon the ground-platform 88 in a truck-terminal 89, the tractor is available for a different driver to drive. This permits more efficient utilization of truck-tractor 2 equipment, creating transportation efficiencies. It also provides a way to house drivers away from home when they are not driving. It is a less costly system than using hotels or operating bunks and rooms in truck terminals.
An alternative to the ground-platforms 88 describe in this embodiment is that the sleeper 11, and particularly the sleeper-base 26, be designed to be placed on the ground, preferable ground that is generally level. This eliminates the need for the ground-platforms 88. Preferably a means, like a power-cord (not shown) is provided to connect the sleeper 11 to an electrical power source to power its lights, heater, and other electrical appliances and fixtures once it is placed on the ground.
A further alternative is that a generator (not shown) be mounted upon the sleeper 11 or associated with it mounted upon the tractor-trailer 1 during over the road transport.
When the sleeper 11 is demounted from the truck-tractor 2 onto the ground or onto one of the ground-platforms, the generator is also demounted with it. The generator is started and used to provide electrical power to the lights, heater and other appliances and fixtures in the sleeper 11.
Of course, the sleeper 11 can also be outfitted with electrical powered entertainment devices like audio cassette and CD players or DVD and video tape players.
These devices can be especially convenient for the driver when spending time resting in the truck-terminal.
Self Stacking Tractor Trailers The second-tractor-trailer lb is stacked atop the first-tractor-trailer lb using equipment, means and methods that are carried on or are an integral part of the first-tractor-trailer la and/or the second-tractor-trailer lb. Some possible embodiments and methods to accomplish this stacking of the tractor-trailers 1 include these:
First, the truck-crane 15 of the first-tractor-trailer 1 a is powerful enough and has enough range to lift the second-lead-trailer 4b, the second-rear-trailer Sb and/or the second truck-tractor 2b so these can be stacked atop the first-super-b-train 3a using known methods.
Second, the first-tractor-trailer 1 a and/or the second-tractor-trailer 1 b carry a modular-ramp (not shown} that is able to be lifted and positioned by one of the truck-cranes 15. The modular-ramp is positioned so that the second-truck-tractor 2b can drive up the ramp onto the first-super-b-train 3a. In a similar manner, the ramp can be positioned and used to stack the second-super-b-train 3b atop the first-super-b-train 3a generally following the same process that was described above but using a fixed ramp.
When the modular ramp is not in use, including during over the road transport, it is preferably stowed on a purpose built supports (not shown) positioned atop the protector-rack 12, the sleeper 11 and the tractor-cab 10 of one of the truck-tractors 2.
The modular-ramp preferably can be loaded and unloaded from this position using the truck-crane 1 S
of the same truck-tractor 2. Preferably it is stowed atop the first-truck-tractor 2a. The modular-ramp is removed from this position in order to mount and demount the sleeper.

Third, the combination of the two methods of stacking describe in the above two paragraphs.
Forth, other methods used alone or in combination with one or more of the other methods above.
Different Kinds of Trailers The stacking of the tractor-trailers can involve different kinds of trailers.
This includes the following situations: First, one of the super-b-trains is a drop deck type b-train where the deck height drops below the tractor-fifth-wheel height 14 over about the later two-thirds of the lead-trailer 4 and over the full length of the rear-trailer 4. Second, the super-b-train and the truck-tractor 2 are stacked atop a single semi-trailer pulled by the truck-tractor 2. Third, a single semi-trailer and truck-tractor 2 is stacked atop a second single semi-trailer pulled by the truck-tractor 2. Normally, the first single semi-trailer will need to be shorter than the second single semi-trailer. one or more ofthe trailers can be extendable and retractable. Fourth, at least one of the trailers has hopper bottoms and fold up sides. These trailers can carry granular products, like grain or fertilizer, with sides up, on the forward-haul and return one tractor trailer stacked upon another, with sides down, on the backhaul. Finally, other types and combinations of tractors and trailers.

Claims