MXPA99004181A - Dual trailer - Google Patents

Abstract

A dual dump trailer assembly (10) is provided which provides for operating two end dump trailers (12, 14) with a single cab (16). The operation is possible by use of amovable pedestal (30) having a fifth wheel mounted on the forward end dump trailer (12). The pedestal (30) is in the rearward, trailing position to attach the rearward end dump trailer (14) at the fifth wheel (110) on the pedestal for towing. Upon arrival at the dump site, the rearward end dump trailer (14) can be dumped and then detached from the forward end dump trailer (12). The pedestal (30) mounting the fifth wheel will move forward to a forward, dumping position, permitting the contents of the forward end pump trailer (12) to be dumped.

Description

DOUBLE TOW TECHNICAL FIELD OF THE INVENTION This invention relates to load bearing vehicles and, in particular, to overturning trailers.

BACKGROUND OF THE INVENTION When towing materials along roads, particularly materials inside dump trailers, there is a conflict between the desire to transport as much material as possible and the weight limitations that regulate the gross weight of a road vehicle, established in many jurisdictions within the the United States and in other countries. The gross weight allowed according to the law is related to the size of the vehicle and, in particular, to the wheel base of the vehicle. In particular, the permitted gross weight is often related to the number of axles in the vehicle, and to the wheel base defined as the distance between the selected axes. In the common configuration of the type of semi-trailer, which includes a tractor unit and a trailer / the base of wheels can be measured in many ways. The wheel base can be measured between the front and rear axles of the trailer; between the driving front axle of the tractor unit and the trailing axle of the trailer, or between the directional axle of the tractor unit and the trailing axle of the trailer. There continues to be a need to bring the load carrying capacity of a vehicle to the optimum point, while complying with the relevant laws that dictate the weight of the vehicle. By carrying less heavier loads, the operator can save costs, as well as reduce the impact in the vicinity populated by the passage of vehicles.

BRIEF DESCRIPTION OF THE INVENTION According to one aspect of the present invention there is provided a double-overturning trailer assembly that includes a cab, a first tipper trailer, for connecting to the cab, the first trailer having a tipper pedestal at the end. the movement between a turning, forward position, and a towing position, rear; and a second tipping trailer at the end, for connection to the first tipping trailer at the end, on the pedestal, in the rear towing position. In accordance with another aspect of the present invention, the pedestal in the first overturning trailer mounts a fifth wheel.

BRIEF DESCRIPTION OF THE DRAWINGS A more complete understanding of the invention and its advantages will be had from the following detailed description, when taken in conjunction with the accompanying drawings, in which: FIGURE 1A is a side view of a double trailer assembly, which forms a first embodiment of the present invention, which illustrates the rear turning trailer in the tumbling position. FIGURE IB is a side view of the double-tilt trailer assembly, illustrating the rear tipping trailer at the end, removed from its attachment to the pedestal on the front tipping trailer at the end, after it has been emptied of its load . FIGURE IC illustrates the double-tilt trailer assembly with the pedestal on the front tipping trailer at the end, moved to the forward, tilt, or empty position.

FIGURE ID illustrates the front tipping trailer at the end, moved to the tipping or emptying position. FIGURE 1E illustrates the double-trailer tipping assembly with the rear tipping trailer attached to the pedestal of the front tipping trailer at the end, so that the double tilt trailer assembly can be driven on the road. FIGURE 1F is a side view of the cab and the front tipping trailer at the end, illustrating the pedestal in the forward, tipping or emptying position. FIGURE 2 is a side view of the cab and the front tipping trailer at the end, with the pedestal in the rear position, for towing. FIGURE 3 is a side view of the cab and the front towing trailer at the end, with the trailer body in the inclined position to empty the load. FIGURE 4 is a side view of a portion of the front trailer tipper, illustrating the wedge structure. FIGURE 5 is a top view of a portion of the front end turn trailer, taken along line 5-5 of FIGURE 4, to illustrate the locking structure.

FIGURE 6 is a vertical section, taken in the front end-tipping trailer, taken along line 6-6 of FIGURE 4. FIGURE 7 is a side view of a cab and a forward tip trailer. , of the chassis type, with the pedestal in the rear position, for towing, forming a first modification of the present invention. FIGURE 8 is a side view of the cab and a front end-tipping trailer, of the chassis type, illustrating the pedestal in the forward position, for the tumbling or emptying operation. FIGURE 9 is a side view of a portion of the front end-tipping trailer of the chassis type. FIGURE 10 is a sectional view of the chassis and the forward tipping trailer, taken along line 10-10 of FIGURE 9; and FIGURE 11 is a plan view of the chassis locking mechanism and the forward turning trailer.

DETAILED DESCRIPTION OF THE INVENTION Referring now to the drawings, in which the same reference numerals designate equal or corresponding parts in the various views, and in particular with reference to FIGS. 1A-1E, there is illustrated an assembly 10 of double overturning trailer, which allows the operation of two tipping trailers at the end. A front trailer 12, of turning at the end, and a rear trailer 14, of turning at the end, with a single cab or tractor unit 16. At least the forward trailer 12 of turning at the end is provided with a pedestal 30 , which can be moved on the front trailer 12 by turning the end between a forward, tipping or emptying position, and a rear position, for towing. While towing both overturning trailers at the end, the pedestal 30 is in the rear position illustrated in FIGURE 1, which allows the rear trailer, tipping at the end, to be towed by it. The rear trailer 14 at the end is attached to a fifth wheel 110, which forms part of the pedestal 30 for towing. When it is turning or emptying, the rear trailer 14 turning at the end is flipped or emptied first, as seen in FIGURE A. The rear trailer 14 is then removed, by turning the end of the assembly, as seen in figure IB. The pedestal 30 is moved forward, relative to the rest of the forward trailer 12 by turning the end, until the pedestal is in the forward position, completely under the forward trailer 12 by turning at the end, and forward of the end of the trailer. Towing trailer 12 at the end, as seen in FIGURE ÍC, to allow the front towing trailer to be turned or emptied at the end, as seen in FIGURE ID. While the rear end-tipping trailer 14 does not require a sliding pedestal 30, it is preferred that the trailers 12 and 14 be identical and, therefore, interchangeable in the front or rear towing paper, by turning at the end. However, if desired, the rear, tip-over trailer 14 can be any style of tip-over trailer suitable for attaching it to the fifth wheel 110. A sliding pedestal 30 of the contemplated type is described in FIG. U.S. Patent No. 4,531,753, issued July 30, 1985; in U.S. Patent No. 4,660,843, issued April 28, 1987 and in U.S. Patent 4,865,341, issued September 12, 1989, all of them from the same inventor as the present. These three patents are incorporated herein by reference, in their entirety. With reference to FIGURES IF and to FIGURE 2, further details of the car 16 and the front trailer 12, of turning at the end, will now be described. The trailing tail trailer 14 at the end may be identical to the front trailing trailer 12 at the end and, therefore, need not be described. The front trailer 12 turning at the end is the style without chassis. The tipping trailer at end 12 is in the horizontal position shown in FIGURES IF and 2 during the loading operation and while moving on the road. When the load is going to be emptied, a hydraulic mechanism in the forward trailer 12 of turning at the end, will swing the body 17 of the trailer at an upward angle of about 50 degrees from the horizontal, to empty it, as seen in FIGURE 3. As set forth In the background of the invention, local jurisdictions have restrictions on the gross weight of the vehicle, based on certain lengths between the axles of a vehicle. The illustrated trailer assembly 10 has a directional axle 20 and front and rear drive axles 22 and 24 in the cab 16. The forward trailer has a leading trailing axle 26, a driving axle 27 and an axle. trailing rear 28; while the rear trailing trailer 14 at the end also has a front driving axle 26, a driving axle 27 and a trailing rear axle 28. The axles 26, 27 and 28 are part of a rear wheel unit 18 , which is mounted on the pedestal 30. The diverse distances between these axes can be brought to the optimum point, partially by providing the appropriate position of the pedestal 30 in the rear, towing position, to provide an optimum load for the weight restriction laws given , in a particular jurisdiction. In the normal construction of a tipper trailer, the rear wheel unit 18 must be positioned with respect to the body as illustrated in FIGURES IF and 3, to allow the body 17 of the trailer to pivot upward to vary the load. If the rear wheel unit 18 were permanently mounted behind the tilt elevator 100 of the trailer body 17, which is seen in FIGURE 3, a protective shield or ramp would be necessary to protect the unit 18 from damage caused by the load during the emptying. In addition, the maximum turning angle of the tow body 17 generally decreases as the wheel unit 18 is positioned rearwardly of the trailer 12. In accordance with the teachings of the present invention, the pedestal 30 supporting the rear wheel unit 18 in the front turning trailer 12 at the end, is slidable along a portion of the length of the trailer, between the forward turning or emptying position, shown in FIGURES IF and 3, and the rear, towing position, shown in FIG. FIGURE 2. By sliding the pedestal 30 towards the rear, towing position, the wheel base X has been increased in the tipping trailer assembly 10. With reference to FIGURES 4 and 6, the pedestal 30 slidably contacts the bottom portion of channels 32 that are part of the chassis 33 of the trailer body 17 and located on each side of the trailer body. Polyethylene cushions 34 are bolted to the surface 36 of the pedestal 30, by bolts 37, next to the channels 32, to reduce friction between the tow body 17 and the pedestal 30 and also to provide a cushioning action between the two elements. Shims 38 of the front chassis, wedges 40 of the mid chassis and wedges 42 of the rear chassis are placed on each side of the trailer body 17, in the channels 32. The chassis wedges 38, 40 and 42 cooperate with the pedestal wedges 44 front and with pedestal wedges 46, rear. In the forward position of the pedestal 30 shown in FIGURES IF and 3, the front pedestal wedges 44 are engaged with the front chassis wedges 38 and the rear pedestal wedges 46 engage with a portion of the middle frame wedges 40. In the rear position, illustrated in FIGURES 2 and 4, the front pedestal wedges 44 are engaged with a portion of the middle frame wedges 40 and the rear pedestal wedges 46 engage with the frame rear wedges 42, for wedging the pedestal to the chassis 33 in the rear position. A front lock assembly 48, shown in FIG.

FIGURE 5, is mounted on the chassis 33 and cooperates with the locking holes 50, formed in the pedestal 30, as shown in Figure 4. The front lock assembly 48 comprises a double cylinder 52 of double drive, having pistons 54 and 56 shown in its retracted position in FIGURE 5. The locking wedges 58 and 60 are positioned at the end of the pistons 54 and 56, respectively. When the pedestal is moved to the forward position, by locking the brakes on the rear wheel unit 18 of the front turning trailer 12 at the end, and pulling back the car 16, the pistons 54 and 56 can be activated to drive the wedges 58 and 60 within the locking holes 50. Wedges 58 and 60 have wedge surfaces 62 that act to wedge the pedestal wedges within the frame wedges, when the pistons 54 and 56 move out of the double cylinder 52. In the forward position, the double dump trailer unit 10 is adapted for emptying the load of the front trailer 12, by turning the end. A rear lock assembly 66 is also mounted on the chassis 33. The rear lock assembly 66 comprises the identical elements of the front lock assembly 48, but with the wedge surfaces 62 facing away from the front lock assembly 48. In order to move the pedestal 30 to the rear position, the brakes are again locked in the unit 18 and the booth 16 moves forward. The rear tracker assembly 66 will act to wedge the pedestal wedges in the chassis wedges, when the pedestal 30 It is in the rear position to move on a public highway. The pedestal 30 is aligned with the chassis 33 by polyethylene blocks 68 having guide surfaces 70, as best shown in FIGURE 6. The blocks 68 are secured to angle members 72 that are bolted to a flange 74 a each side of the chassis 33, as best seen in FIGURE 6. The angle member 72 and the blocks 78 can be adjusted inward, towards the pedestal, or outward, from the pedestal, by adjusting the screws 76. Typically a small gap 78 will be maintained between the guide surfaces 70 and the pedestal 30. The polyethylene blocks 68 will keep the pedestal 30 aligned with the chassis 33, both in the front and rear positions, and while it is moving between the positions. In the preferred construction, double cylinders 52 in the front and rear locking assemblies 48 and 66, are double acting and are operated by pneumatic pressure. This will allow the locking assemblies to be operated by the vehicle operator from within the cab 16. The assembly 10 described above and illustrated in FIGS. 1-6 is commonly referred to as the "chassis-free" trailer, since the The chassis and the trailer body of the dump trailers at end 12 and 14 are integral. FIGS. 7 to 11 illustrate a double-dump trailer assembly 200, incorporating a trailer end-type trailer 202, of the chassis type, and a rear trailer-type trailer 203 of the chassis type (not shown) , but identical to trailer 202 front of flipping at the end, of the chassis type).

However, in all other aspects, the assembly 200 functions in the same manner as the assembly 10. The front trailer 202 of the chassis, of turning at the end, is identical to the trailer 203 and only the trailer 202 will be described. The trailer 202 includes a separate rigid, horizontal chassis 204, which is connected at its front end to the cab 16, and a trailer body 206, which is pivoted near the overturning end of the rigid chassis 204, for its pivotal movement between a horizontal travel position, which is shown in FIGURE 7, and a tilted, tilting position, which is shown in FIGURE 8. The trailer 202 is provided with a pedestal 208 which performs a function identical to that of the pedestal 30 previously discussed, since it allows the overturning of the tow body 206, when it is in the forward position shown in FIGURE 8, and allows towing when it is in the rear position shown in FIGURE 7. As best seen in FIGURE 10, the pedestal 208 makes slidable contact with the "lower part of channels 210 that form part of the chassis 204. Polyethylene cushions 212 are bolted to the upper surface 214 of the pedestal 208, to reduce friction between the trailer chassis 204 and the pedestal. 208, and also to provide a buffering action between the two elements. An adjustable side bearing 216 is mounted on the pedestal by means of a threaded bolt 218. The threaded bolt 218 can be rotated to move the side bearing 216 until contact with the side of the chassis 204, to ensure that the pedestal slides along the entire length of the pedestal. chassis, without getting stuck. As best seen in FIGURE 9, the trailer 202 includes front chassis wedges 220, middle chassis wedges 222 and chassis rear wedges 224, located on each side of the chassis 204, in the channels 210. The pedestal 208 is provided with front pedestal wedges 226 and rear pedestal wedges 228, on each side of the pedestal 208. When the pedestal 208 is in the forward position, the front pedestal wedges 226 engage the front wedges 220 of the chassis and the rear wedges 228 of the pedestal. pedestal are coupled with a portion of the chassis half wedges 222. In the rear position, illustrated in FIGURE 9, the front pedestal wedges 226 engage a portion of the middle wedge 222 of the chassis and the rear pedestal wedges 228 engage with the rear chassis wedges 224.

Referring to FIGURE 11, the clamp assembly 230 is illustrated. The clamp assembly 230 is mounted on the pedestal 208 and includes an air cylinder 232, which has a piston 233. A pivot plate 234 is pivotally mounted on the pedestal, the pivot 235, and the end of the piston 233. The locking wedge 236 is connected to the plate 234 by the pivot strut 238. A second pivot plate 240 is pivoted to the pedestal and connected to the plate 234 by a pivot strut 242. The opposing work wedge 244 is connected to the plate 240 by a pivot strut 246. As can be seen, when air is supplied to the cylinder 232, to extend the piston 233, the wedges 236 and 246 are retracted. When air is supplied to the cylinder for the piston 233 retracts, the wedges extend outward, to treat the pedestal either in the forward position, against the front tie plate assemblies 248, or in the rear position, with the lock plate assemblies 250 back ra. During operation, the vehicle 200 is operated identically to the tipping trailer assembly 10 described above. Although various embodiments of the present invention have been illustrated in the accompanying drawings, and have been described in the detailed description set forth above, it will be understood that the invention is not limited to the embodiments described, but is capable of numerous rearrangements, modifications and modifications. substitutions of parts and elements, without going beyond the scope and spirit of the invention.

Claims (7)

NOVELTY OF THE INVENTION REIV NDICATIONS

1 . - A tipping trailer assembly, characterized in that it comprises: a cab; a first trailer to overturn at the end, to connect it to the cabin; having the first tipping trailer at the end, a pedestal for moving between a forward, tipping, and rear, towing position; and a second tipping trailer at the end, for connection to the first tipping trailer at the end, on the pedestal, when the pedestal is in the towing, rear position.

2. The overturning trailer assembly according to claim 1, further characterized in that the pedestal mounts a fifth wheel.

3. The tipping trailer assembly according to claim 2, further characterized in that the second tipping trailer at the end has a pedestal for movement between a forward, overturning, and a rear, towing position, which allows The tip trailers, first and second, are interchangeable.

4. - The tipping trailer assembly according to claim 1, further characterized in that the tipping trailers at the first and second end are without chassis.

5. The tipping trailer assembly according to claim 1, further characterized in that the tipping trailers at the first and second end are of the chassis type.

6. A method for operating a tipping trailer assembly, characterized in that it comprises the steps of: attaching a first tipping trailer at the end to a cabin; having the first tipper trailer at the end, a pedestal for movement between a forward, overturning, and rear, towing position; fixing a second tipping trailer by the end to the pedestal of the first tipping trailer at the end, when the pedestal is in the rear, towing position; and tow the dump trailers by the first and second end, simultaneously, with the cabin.

7. The method according to the claim 6, further characterized in that it further comprises the step of emptying the contents of the second overturning trailer at the end, and subsequently removing the second overturning trailer by the end, of the first overturning trailer at the end. The method according to claim 7, further characterized in that it further comprises the step of emptying the contents of the first overturning trailer at the end after the second overturning trailer has been detached from the end.