GB2302844A - Trailer - Google Patents

Abstract

A trolley or trailer construction for wheeled trolleys comprises a chassis frame made up of a number of spaced longitudinal guide channels 11, 12 and at least two wheels 22, 23 on a first common transverse axis, said wheels being mounted on stub axles each arranged on one end of a crank 16, 17, the other ends of which cranks are on a second common axis 15, such that the cranks can rotate about the second axis so as to tilt or lower the load bed relative to the ground. The tilting mechanism may be operated by an operating arm 19. A steerable single front wheel (35 figure 7) may be provided. A parking brake may be provided on one or more of the wheels. The tilting mechanism may be replaced by hinged rear loading ramps (figures 17 to 22).

Description

Trolley This invention relates to transportation and storage trolleys, carriages or carts and is particularly, but not exclusively, concerned with trolleys for use in horticulture - for example, transporting (stacked) planter trays of compost pots for plant material.

The term 'trolley' is used herein to embrace any form of mobile load transportation vehicle - that is of whatever chassis frame and ground engaging runner configuration.

Such tray stacks may themselves be built upon subsidiary trolleys - and in that sense the invention embraces a trolley or trolley carriage for carrying other trolleys.

In horticulture, wheeled trolleys are commonly employed as mobile working platforms or work stations, for collecting storing and distributing vuinerable natural plant material to and from cultivation - and as such must be capable of riding over uneven ground, without disturbing the delicate and fragile plant root structure.

Absent an elaborate - and thus expensive - suspension mounting for shock absorption and cushioning, this generally requires a large running wheel diameter, with an axle height providing adequate ground clearance, but which does not raise the chassis frame unduly - since this would otherwise raise the loading height and the centre of gravity, making the trolley both unwieldy and unstable, particularly when loaded with a tall stack of planter trays.

The trolleys may have a combined steering and draw bar, for ease of manoeuvrability and pulling, by hand or coupling to a towing vehicle.

For use in confined spaces, such as between growing plots, a high degree of turning manoeuvrability dictates a tight turning circle.

Additionally, low weight is advantageous, to avoid soil compaction and to allow manual handling, even when loaded.

Further, a certain frame rigidity is important, to keep the frame alignment and the carried trays in a stable condition.

Nevenheless, over rough ground, some degree of controlled frame distortion may be allowed, as a form of rudimentary suspension, and to cushion shock loads.

Quiet running of the ground wheels is also a consideration when used on hard standing, eg in yards - and to this end a relatively soft', low inflation pressure, large section pneumatic tyre on a larger diameter running wheel is of assistance, although the frame needs to be adapted to accommodate these.

An inclined loading ramp is required to allow a smooth continuous transition from ground level on to the trolley load carriage plafform.

Even though this height difference may represent only few inches, a stacked consignment of loaded planter trays has significant weight and cannot be tipped at a sharp angle without toppling or discharging the contents.

A separate loading ramp is a cumbersome addition and itself has to be carried around with the trolley and adapted for mounting and de-mounting.

Diverse trolley constructions have been used hitherto - but have suffered from compromises on fabrication cost.

According to one aspect of the invention, a trolley comprises a (u-shaped) frame with a plurality of spaced longitudinal rails of u-section channel to form guideways (a pair of) spaced running wheels (on opposite sides of the frame) carried upon a transverse axle movably mounted upon the frame (between spaced frame members), a link pivotally supporting each wheel for rotation about the axle a connecting bar or cross-member between the pivot links at each wheel, a lever for moving the connecting bar and to pivot the wheels together about the axle and thereby move the wheel ground contact point in relation to the frame.

According to another aspect of the invention, a trolley comprises a pluraiity of longitudinal chassis guide rails of channel section, disposed in a generally parallel array, a common chassis support wheel set with running axis transverse to the chassis rails, a common steering wheel set, and loading/unloading means to facilitate mounting and de-mounting of a load upon the chassis rails.

The trolley may employ a tri-cycle undercarriage, with an articulated front steering wheel and spaced rear load wheels in a triangular configuration. The chassis plan may follow suit.

Loading and unloading may be assisted by tilting the frame at one end towards. and into contact with, the ground - easing the loading ramp angle and even obviating the need for separate loading ramps.

Such frame tilting may be performed by raising opposed running wheels in relation to the frame. This lowers one end (rear) of the frame, leaving the other (front) end relatively raised on its associated running wheel - and thus tilts the chassis from one, ground engaging, end to the other - at which conveniently the tow bar is attached.

Some aspects of the invention integrate the wheel mounting with the frame height adjustment.

According to a further aspect of the invention, a trolley comprises one or more pairs of chassis rails co-operatively disposed to form guide running tracks for a wheeled load.

The use of rails rather than, say, a flat load bed, reduces the material content, and attendant weight and cost.

Nevertheless, a continuous load bed surface may be employed, with the same chassis tilting or integrated ramp loading features.

Thus, more particularly, in some constructions a single operating arm connects to one of the wheel mounting crank arms, which are in turn interconnected through a common pivot axis, offset from the wheel axes.

Conveniently, a latch is provided on the frame to keep the operating arm in a position at which the wheels are displaced or extended away from the frame - so that, when the arm is released, its movement allows the wheels to effectively retract towards the frame.

A draw bar may be attached to a wheel pivoted at one end of the frame, with integrated front wheel braking and steering locking, selectively operable according to the degree of downward disposition of the arm.

There now follows a description of some particular embodiments of the invention, by way of example only, with reference to the accompanying variously illustrative, diagrammatic and schematic drawings, in which: Essentially three variants of a common general configuration, comprise: a single width variant of Figures 1 through 7 and 27; a double-width variant of Figures 8 through 1 6 and 28; and a quadruple - or double-width combined with double-length - load variant of Figures 17 through 26 and 29.

Figures 1 through 26 reflect a photographic half-tone illustrative style.

More specifically, Figure 1 shows a single trolley carriage variant, viewed in close-up from the rear loading end quarter, and unloaded, but with the chassis raised into a running condition; Figure 2 shows a more remote rear quarter view of the trolley shown in Figure 1; Figure 3 shows the trolley of Figures 1 and 2 viewed from the front (towing) end quarter, again with the chassis unloaded, and in an elevated condition; Figure 4 shows the trolley of Figures 1 through 3, but with rearward end of the chassis in a lowered condition, forming a gently inclined ramp, from rear to front, to facilitate loading and unloading, eg of trolleys (not shown); Figure 5, 6 and 7 show respectively various details of the steerable front towing wheel, steering lock, parking latch for chassis height adjustment bar, load entrainment catch and tow bar latch, for the trolley of Figures 1 through 4;; Figure 8 shows a rear quarter view of a double (width) trolley carriage variant of the single (width) load unit of Figures 1 through 7, for dual trolley loads (not shown).

unloaded and with the chassis in an elevated, running condition; Figure 9 shows a front quarter view of the dual trolley carriage of Figure 8; Figure 10 shows a full rear view of the dual trolley carriage variant of Figures 8 and 9, unloaded, with the chassis raised; Figure 11 shows a front quarter view of the dual trolley carriage variant of Figures 8 through 10, but loaded with two trolley racks, and with the front tow bar lowered in the manoeuvring condition; Figure 12 shows a full rear view of the dual trolley carriage variant of Figures 8 through 11, with the rear end of the chassis lowered to form a gently inclined loading ramp from rear to front; Figure 13 shows a side view of Figure 12, with the chassis operating arms unlatched and full raised to allow the chassis to lower relative to the ground running wheels;; Figure 14 shows a front side detail of the single steerable nose wheel for the dual trolley variant of Figures 8 through 13; Figure 15 shows the nose wheel mounting of Figure 14 from the opposite side, together with the facility for nose wheel braking using the tow bar; Figure 16 shows a rearward view of the nose wheel mounting of Figures 14 and 15.

along with the load latching facility; Figure 17 shows a quadruple, ie double-width, double-length trolley carriage variant.

from the rear (loading and unloading) end, unloaded and with twin pairs of rear loading ramps deployed, whilst the chassis remains in a raised, running condition; Figure 18 shows a rear quarter view of the quadruple trolley carriage variant of Figure 17, partially (half) loaded with two trolley racks, and with an additional pair of trolley racks at the foot of the loading ramps; Figure 19 shows a close-up side view of the quadruple trolley carriage variant of Figures 17 and 18 with trolleys ready for loading and the rear loading ramps lowered; Figure 20 shows a detail of a locking mast for the quadruple trolley carriage variant of Figures 17 through 19; Figure 21 shows the quadruple trolley carriage of Figures 17 through 20, (fully) loaded and with the loading ramps elevated and locked in position, with a common locking bar;; Figure 22 shows the elevated loading ramps of Figure 21, with a common locking bar lowered out of its locking position; Figure 23 shows a detail of the rear wheel parking brake for the quadruple trolley carriage variant of Figures 17 through 22, with the brake released; Figure 24 shows the brake of Figure 23, in the braking position; Figure 25 shows a close-up front side view of a steerable nose paired wheel assembly of the quadruple trolley carriage variant of Figures 17 through 24 unloaded; and Figure 26 shows a rear view of the paired nose wheel assembly of Figure 25. along with load securing latches Figures 27 through 29 are line art representations of the three principal variants, respectively the single trolley of Figures 1 through 7, the double trolley of Figures 8 through 16 and the quadruple trolley of Figures 17 through 26.

The same reference numerals are used for corresponding parts in Figures 27 through 29 and Figures 1 through 26.

Referring to the drawings, a trolley 10 comprises a fabricated chassis frame of generally U-shaped overall configuration, with a pair of spaced longitudinal channel or U-section side rails 11,12 connected at their (forward) ends to a cross-member 13, integrated with an upstanding forward nose member 17, upon which is mounted a steerable nose wheel assembly 30.

Towards the 'open' and bridging rearward ends of the rails 11, 12 is a cross-tube 14, located alongside an axle 15, at opposite ends of which are mounted crank arms 16, 17 with stub axles 28, 29 surmounted by ground-running (support) wheels 22, 23.

An operating arm 19 for adjustment of relative chassis and wheel positions, and thus chassis to ground height is fastened to one of the crank arms 17, and can be latched under a detent bracket 31 at the forward end of the chassis 11.

The outer rearward ends 33, 34 of the rails 11, 12 are turned downwards slightly and have their entry throats splayed somewhat, to facilitate loading and unloading entry and exit alignment.

The chassis 10 effectively has a tricycle undercarriage or running gear, with a steerable single front wheel 35, mounted on an axle 38 fitted between spaced forks 26.

The forks 26 depend from the nose 17 through a pivot 32 and are captured, through a pivot 29, by a steering yoke 27 fitted to one end of a manoeuvring and tow bar 28.

The tow bar 28 can be leaned backwards so that the yoke 27 embraces the nose 17, effectively locking the wheel in the straight-ahead position.

The tow position of the tow or draw bar 27 is generally (upwardly) inclined to the horizontal, with a lower limit - at which the bar 27 is horizontal - defined by locating an angled crank 44 on the towing yoke 27 upon a hook 43 pivoted at 42 on one of the forks 26. This inhibits the bar 27 from being raised until the hook 43 is released.

In this condition the crank 44 can be arranged to bear upon the tyre 36 of the wheel 35, as a form of temporary parking brake - readily released by disengaging the hook 43.

A travel limit stop 21 is provided on the pivot axle 15 for abutment with the chassis cross bracing bar 14 when the wheels 22, 23 are in their raised condition.

A latch 37, with an operating arm 39 pivoted at 38, is provided on the nose 17, for securing the tray trolleys carrying stacked trays.

In Figures 8 through 16 the configuration of Figures 1 through 7 is extended into a double width or bay trolley 50, which can accommodate two stacks of trays (not shown) side-by-side, on two pairs 52, 54 of longitudinal chassis rails 51.

A single axle and opposed wheel pair is retained, with a common raising and lowering mechanism, but with twin operating arms 59, one on each side of the frame.

A single front steering wheel assembly 20 and attendant steering and towing arm are also retained from the single trolley variant of Figures 1 through 7.

An upright pillar 57 (not shown in Figure 28) is removably mounted on the front chassis yoke and serves as a tether for mounted trolleys 53 and to assist manoeuvrability of the overall trolley.

Figure 16 shows the parking latch mechanisms 55, 56 on opposite sides of the front chassis yoke, for addressing trolleys forward mounted on each side of the chassis longitudinal center line.

In Figures 17 through 26 a quadruple chassis 60 uses two pairs of longitudinal chassis rails disposed side-by-side, as with the double width variant of Figures 8 through 18, but of double length.

The additional length makes chassis tilting for loading and unloading rather unwieldy and less practicable - and so a pair of integrated swivel locking ramps 61, 62 is fitted at the rearward end of the chassis rails, deployed with a common operating bar 63 and attendant mechanism shown more clearly in Figures 21 and 22.

Essentially, the ramps 61, 62 are supported by the operating bar 63, which is in turn carried by side arms 65 pivotally mounted at 67 from the outer chassis rails.

The bar 63 is itself allowed to pivot at 69 about Is longitudinal axis. so that it can lie flat against and be latched into saddles 64 on the undersides of the ramps 61, 62.

Once the latter are locked in their upright condition, any mounted load is effectively secured for transportation.

Supplementary movable locking posts 71, swivel mounted on restraint arms 68 between chassis rail pairs, are fitted at the head of the locking ramps 61, 62, for capturing the rearward ends of mounted loads.

An independent parking brake assembly 70 is provided at each side of the chassis for the associated wheel 22. 23 and is detailed in Figures 23 and 24.

A brake lever 72 with a foot pedal 82 is mounted upon a pivot 78 on a chassis rail and connects at its other end through a pivot 77 with a link 76 secured to a brake arm 75 carrying a friction bar 73 for engaging the outer periphery of a pneumatic tyre of a wheel 22, 23.

A return spring 81 is mounted on a bracket 74 itself fitted to a support arm 79 carrying the pivot 78 and brake arm 75 and pulls the pedal end of the arm 72 upwards to release the friction bar 73.

The bulk of the quadruple chassis assembly justifies a more substantial steering assembly 83 shown in more detail in Figures 25 and 26.

A twin wheel steering assembly 83 is provided, with spaced wheels 85 mounted on a common axle 88 between the depending forks 85 of a wide span yoke 84.

The yoke 84 has a turntable 89 carried by a single, heavy-duty pivot 87 and is fitted with a braced towing frame 86 secured to a tow bar 28.

component reference list: 10-19 Figures 1 to 4 10 trolley carriage chassis 11 r.h. chassis rail - channel section 12 I.h. chassis rail - channel section 13 forward transverse cross-member 14 rear cross-brace 15 transverse axle tube 16 r.h. wheel crank arm 17 I.h. wheel crank arm 18 19 control arm - chassis raising/lowering/tiit 20-29 Figures 1 through 7 20 nose wheel steering assembly 21 stop lug - axle 15 22 r.h. wheel 23 I.h. wheel 24 25 26 (front) forks 27 coupling yoke - tow bar 28 28 tow bar 29 pivot - tow bar yoke 27 30-39 Figures 1 through 7 30 31 (retaining) hook - control rod 19 32 pivot - fork yoke 26 33 splayed mouth - r.h. chassis rail 11 34 splayed mouth - I.h. chassis rail 12 35 front steering wheel 36 axle p;vot - front wheel 35 37 latch - trolley 53 38 pivo -::atch 37 39 operating arm - latch 37 40-4 Figures 1 through 7 40 41 42 pivot - hook 43 43 nose hook 44 retaining lug - hook 43 4s 46 47 48 49 50-59 Figures 8 through 16 50 (double-width) trolley carriage 51 longitudinal (channel section) chassis rails - carriage 50 52 I.h. chassis rail pair 53 tray trolleys 54 r.h. chassis rail pair 55 I.h. latch assembly 56 r.h. latch assembly 57 locking post 58 59 control arms 60-69 Figures 17 through 22 60 quadruple (double-length, double-width) trolley carriage chassis 61 r.h. rear ramp assembly 62 I.h. rear ramp assembly 63 ramp locking bar 64 saddles - ramp locking bar 63 65 side carrier arms - ramp locking bar 63 66 67 rearward pivots - side arms 65 68 restraint arm - tray trolleys 69 forward pivots - side arms 65 70-79 Figures 23 & 24 70 wheel brake assembly 71 72 brake arm - wheel 22, 23 73 brake rod 74 brake stop bracket 75 carrier arm - brake rod 73 76 brake link 77 pivot - brake arm 72/brake link 76 78 pivot - brake arm 72 79 brake frame 80-89 Figures 23 through 26 80 81 brake spnng 82 brake pedal 83 twin nose wheel assembly 84 steerable nose wheel frame 85 nose wheels 86 braced pivot assembly - tow bar 87 pivot - nose wheel frame 84 88 axle - nose wheels 89 turntable

Claims (4)

1. Claims 1.

   A trailer comprising a chassis frame (10) of spaced longitudinal runners (11, 12) each forming guide channels, a common transverse axle (15), supporting wheels (22, 23) mounted upon crank arms (16, 17), to allow raising and lowering of the wheels and consequent tilting of the chassis to facilitate load access.
2. 2.

   A trailer as claimed in Claim 1, comprising two pairs of chassis rails mounted side-byside.
3. 3.

   A trailer, as claimed in Claim 1 or 2, comprising two pairs of double-length chassis members, mounted side by side, and with respective rear hinged loading ramps. ln place of chassis tilting.
4. 4.

   A trailer substantially as hereinbefore described with reference to, and as shown n the accompanying drawings.