[go: up one dir, main page]

WO1986002048A1 - Remorque a moteur - Google Patents

Remorque a moteur Download PDF

Info

Publication number
WO1986002048A1
WO1986002048A1 PCT/US1984/001581 US8401581W WO8602048A1 WO 1986002048 A1 WO1986002048 A1 WO 1986002048A1 US 8401581 W US8401581 W US 8401581W WO 8602048 A1 WO8602048 A1 WO 8602048A1
Authority
WO
WIPO (PCT)
Prior art keywords
trailer
powered
actuator
piston rod
powered trailer
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/US1984/001581
Other languages
English (en)
Inventor
Rogers H. Anderson
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to PCT/US1984/001581 priority Critical patent/WO1986002048A1/fr
Priority to EP19840903832 priority patent/EP0197030A1/fr
Publication of WO1986002048A1 publication Critical patent/WO1986002048A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D59/00—Trailers with driven ground wheels or the like
    • B62D59/04—Trailers with driven ground wheels or the like driven from propulsion unit on trailer

Definitions

  • the present invention relates to auxiliary powered units for assisting vehicles in moving load trailers.
  • OMPI a booster motor to aid in pulling the trailer, but the devices of these patents increase rather than lighten the trailer weight placed on the vehicle.
  • a more satisfactory method for assisting a vehicle in pulling a heavy load trailer is to provide an auxiliary booster trailer between the vehicle and the load trailer.
  • This concept is shown in United States Patent No. 2,153,463, granted to Heyn on April 4, 1939 and United States Patent No. 3,695,373, granted to Bostrom on October 3, 1972.
  • the Heyn Patent shows a powered booster trailer to provide more pulling power and aid in distributing the weight of the load between the various axles of the vehicle, booster trailer and load trailer. No details are provided as to how the motor on the Heyn trailer is controlled or coordinated with the motor on the vehicle.
  • the Bostrum device discloses an auxiliary trailer with a booster motor, but is mainly concerned with a mechanism for changing the gears in a manned drive unit and the auxiliary trailer simultaneously.
  • This mechanism is a complex hydraulic connection system between the drive unit and auxiliary trailer gears so that the auxiliary trailer gears are , controlled in dependence upon the drive unit gears.
  • None of these prior art patents discloses an auxiliary powered trailer wherein the powered trailer is provided with, a tongue assembly between it and the vehicle which substantially eliminates the transfer of the tongue or load weight from the powered trailer and load trailer to the powered vehicle or which is suitable for use with small automobiles.
  • the powered trailer comprises a main frame with a pair of wheels movably supporting the main frame.
  • An engine is mounted on the main frame and automatic transmission means transmits mechanical power from the engine to the wheels.
  • a tongue assembly connects the powered trailer adjacent a forward end of its main frame to the vehicle.
  • the tongue assembly is pivotally mounted on the main frame in such a manner that all of the weight of the load trailer that is transmitted to the powered trailer and nearly all of the weight of the powered trailer itself is supported by the powered trailer and not transferred to the vehicle.
  • Hitch means selectively connect the powered trailer adjacent a rearward end of its main frame to the load trailer.
  • the powered trailer overcomes the frame stress and safety problems inherent in the prior art.
  • the powered trailer of the present invention carries all of the tongue weight of the load trailer, rather than transferring it to the vehicle.
  • the powered trailer is provided with brakes and a brake actuator for applying the brakes if the powered trailer becomes disengaged from the vehicle.
  • the tongue assembly has a first member adapted to be connected to the vehicle and a second member connected to the powered trailer, with the first member being slidable in first and second opposite directions with respect to the second member.
  • the position and motion of the first member relative to the second member is dependent upon the position and motion of the vehicle relative to the powered trailer.
  • a position sensing means senses the position and motion of the first member relative to the second member and, dependent upon the position and motion detected by the sensing means, an engine speed control means controls the speed of the engine on the powered trailer.
  • the present invention provides a relatively simple and durable means for controlling the movements of a powered trailer connected to a powered vehicle.
  • the speed of the powered trailer's engine is controlled by means for sensing the position and motion of the vehicle relative to the powered trailer.
  • the position sensing means operates automatically to permit the powered trailer to simultaneously change its pulling or pushing power in coordination with the vehicle to ease the strain on the vehicle.
  • FIG. 1 (Sheet 1) is a side elevational view of the powered trailer of the present invention.
  • FIG. 2 (Sheet 1) is a top plan view of the powered trailer.
  • FIG. 3 (Sheet 2) is an enlarged side view of the tongue assembly of the powered trailer.
  • FIG. 4 (Sheet 2) is an enlarged top plan view of the tongue assembly.
  • FIG. 5 (Sheet 3) is an enlarged side elevational view of the rearward end of the powered trailer with some parts broken away and some parts shown in section.
  • FIG. 6 (Sheet 3) is an enlarged rear elevational view of an upper portion of the rearward end of the powered trailer with some parts shown in section.
  • FIG. 7 is a schematic view of the hydraulic system on the powered trailer when the powered trailer is operated to move forwardly (to the left as in FIG. 1) .
  • FIG. 8 is a schematic view of the hydraulic system on the powered trailer when the powered trailer is operated to move rearwardly (to the right as in FIG. 1).
  • FIG. 9 (Sheet 3) is a an enlarged side elevational view of the tongue assembly with some parts shown in section.
  • a powered trailer 10 is shown in FIG. 1 (Sheet 1) hitched between a trailer hitch 12 on a bumper 14 of a powered vehicle (not shown) and a load trailer 16.
  • the powered vehicle can be any prime mover suitable for motive operation, such as an automobile or truck.
  • the load trailer 16 can be any type of trailer, such as, for example, a boat trailer, a house trailer or a horse trailer.
  • the powered trailer 10 is provided between the powered vehicle and load trailer 16 to aid the powered vehicle in moving the load trailer 16 in both forward and reverse directions (to the left or to the right, respectively, as viewed in FIGS. 1 and 2 (Sheet 1)).
  • the powered trailer 10 is provided with an engine 18.
  • the engine 18 is mounted on a main frame 20 of the powered trailer 10.
  • the engine 18 is preferably an internal combustion engine having the standard features thereof, including a main engine block 22, an exhaust and muffler system 24 and a water cooling system with a radiator 26 and a fan 28. While the following description will be based upon the use of an internal combustion-type engine on the powered trailer 10, it is understood that any type of engine (such as an electric motor) would be suitable.
  • a cowling or cover 29 is provided to protect the engine 18 and other mechanical portions of the powered trailer 10 from the elements.
  • a pair of wheels 30, 30 movably support the main frame 20.
  • the wheels 30 are drive wheels, being driven by the engine 18 through means for transmitting mechanical power from the engine 18 to the wheels 30, such as a hydrostatic transmission or an automatic transmission, as shown generally at 32.
  • the transmission 32 can disengage the wheels 30 from the driving power of the engine 18 by suitable shifting control means, such as a gear shift lever 34.
  • gear shift lever 34 is located in the cab or on the instrument panel of a powered vehicle.
  • the shift lever 34 is shown adjacent the engine 18 and transmission 32.
  • suitable control means can also ' be provided
  • O PI to permit remote operator control of the engagement and disengagement of the automatic transmission 32 with the engine 18 to control when power is applied to drive the wheels 30 and move the powered trailer 10.
  • the main frame 20 of the powered trailer 10 has a forward end 40 and a rearward end 42.
  • a forward tongue assembly 44 is pivotally mounted on the main frame 20 adjacent the forward end 40 thereof.
  • the tongue assembly 44 includes a yoke frame 46 having a central portion 55" with a plurality of frame members 48 extending rearwardly therefrom. As shown, the frame members 48 are connected to a pair of generally horizontally spaced legs 50, 50. The legs 50 extend rearwardly from the yoke frame 46 for pivotal mounting to a pair of ears 52, 52 extending forwardly adjacent the sides and forward end 40 of the main frame 20.
  • the tongue assembly 44 is in further detail shown in FIGS. 3 and 4 (Sheet 2).
  • the legs 50 are pivotally mounted to the ears 52 of the main frame 20 on a common generally horizontal axis by suitable fastening means, such as pivot pins 54.
  • the tongue assembly 44 is pivotal with respect to the main frame 20 from an upper operating position to a lower stop position (shown in phantom in FIG. 1) .
  • a hitch tongue 56 Extending forwardly from the central portion 55 of the yoke frame 46 is a hitch tongue 56 for selectively connecting the powered trailer 10 to the powered vehicle.
  • the hitch tongue 56 has a circular cap portion 58 which is secured about a ball hitch 60 on the trailer hitch 12 of the powered vehicle as shown in FIG. 3.
  • the tongue assembly 44 can thus pivot about a substantially vertical axis defined by the ball hitch 60. Because the tongue assembly 44 is pivotally mounted to the powered trailer 10, only a portion of the physical weight of the tongue assembly 44 is carried by the powered vehicle.
  • the pivotal mounting of the tongue assembly 44 also acts to prevent the transfer of the weight of the load trailer 16 to the powered vehicle.
  • the weight of the load trailer 16 transmitted to the powered trailer 10 is supported by the powered trailer 10 and not transferred to the powered vehicle.
  • the weight of the powered trailer 10 the only weight that is carried by the vehicle is a portion of the weight of the tongue assembly 44. The rest of the weight of the powered trailer 10 is carried by itself.
  • hitch means 62 are provided adjacent the rearward end 42 of the main frame 20 for connecting the powered trailer 10 to the load trailer 16.
  • the load trailer 16 will have fxame members 64 and 66 extending forwardly therefrom and joined at their forward ends to define a lead tongue assembly 68.
  • the forward end of the lead tongue assembly 68 has a circular cap portion 70 which is selectively secured about a ball hitch 72 secured on a hitch plate 73 on the main frame 20.
  • the lead tongue assembly 68 can thus pivot about a substantially vertical axis defined by the ball hitch 72.
  • the hitch means 62 of the powered trailer 10 also includes a hitch frame 74 extending rearwardly from the powered trailer 10 over the lead tongue assembly 68.
  • the hitch frame 74 is pivotally secured to the frame members 64 and 66 and pivotally mounted to the main frame 20 to permit movement of the load trailer 16 relative to the powered trailer 10.
  • the hitch frame 74 includes upper frame members 80, 82,
  • a pivot plate 88 positioned generally over the ball hitch 72.
  • An upper swivel plate 90 is pivotally mounted to the pivot plate 88 on a substantially vertical pivot axis by suitable means, such as a pivot pin 92.
  • suitable means such as a pivot pin 92.
  • the vertical axes of the pivot pin 92 and the ball hitch 72 are colinear to define a substantially vertical turning axis 91 (as shown in FIG. 5).
  • a first support arm 94 is pivotally secured on a substantially horizontal axis at its upper end to a first ear 95 mounted on the swivel plate 90.
  • a second support arm 96 is pivotally secured on a separate substantially horizontal axis at its upper end to a second ear 97 mounted on the swivel plate 90.
  • Lower ends of the support arms 94 and 96 are pivotally secured to the first and second
  • OMPI frame members 64 and 66 respectively, of the lead tongue assembly 68 along separate substantially horizontal axes.
  • the arms 94 and 96 are secured to the frame members 64 and 66 by suitable fastening means, such as a fastening brackets 98, and both ends of the arms 94 and 96 are pivotally mounted to their respective mounting means by suitable pivot pins 99.
  • each support arm consists of an extensible portion, such as double-acting fluid cylinders 100 and 102, respectively.
  • the fluid cylinder 100 of arm 94 has a piston * rod 104 and a cylinder portion 106, with the cylinder portion having a piston rod retraction chamber 108 and a piston rod extension chamber 110.
  • the fluid cylinder 102 of arm 96 has a piston rod 112 and a cylinder portion 114, with the cylinder portion 114 having a piston rod retraction chamber 116 and a piston rod extension chamber 118.
  • the retraction chambers 108 and 116 of the fluid cylinders 100 and 102 and are sealably connected by a top flow line
  • the extension chambers 110 and 118 of the fluid cylinders 100 and 102 are sealably connected by a bottom flow line 122.
  • the pressures in the various chambers are equalized by the the piston rod of the other fluid cylinder being forced an equal distanc out of its respective cylinder portion. Since the cylinders 100 and 102 are operably connected in this manner, controlled lateral pivoting of the load trailer 16 with respect to the powered trailer 10 is permitted as the trailers are moved over terrain which is laterally uneven. Thus, while the load trailer 16 is
  • each support arm is separately adjustable to readily adapt the hitch frame 74 to different types of load trailer lead tongue assemblies.
  • support arm 94 has an externally threaded member 101 which is adjustable in an internally threaded member 103.
  • support arm 96 has an externally threaded member 105 which is adjustable in an internally threaded member 107.
  • the lengths of the support arms 94 and 96 can be changed to permit their attachment to the single central member in a longitudinally overlapping or series relationship.
  • the load trailer 16 is selectively connected to the main frame 20 of the powered trailer 10 by what is essentially a three-part hitch consisting of the hitch means 62 and hitch frame 74, which, as shown in Figs. 1, 2 and 5, is resistive to both tension and compression forces developed on the hitch frame 74 (by movement of one of the trailers with respect to the other trailer).
  • the tongue weight of the load trailer 16 is thus placed on the main frame 20.
  • the powered trailer 10 is selectively
  • the tongue assembly 44 is pivotally mounted on a generally horizontal axis to the forward end 40 of the main frame 20, the tongue weight placed on the powered vehicle by the combination of the powered trailer 10 and load trailer 16 is relatively small. The weight of the trailers 10 and 16 is not passed to the powered vehicle; rather, the weight of the load trailer 16 is supported by itself and the powered trailer 10, and nearly all of the weight of the powered trailer 10 is supported by the powered trailer 10. This arrangement allows a small vehicle to pull a load trailer 16 of substantial weight without placing excessive tongue weight on the vehicle.
  • the powered vehicle 10 not only is the powered vehicle 10 provided with an engine 18, but it also has braking means to slow or stop the powered trailer's movement.
  • the braking means operates to limit rotation of the powered trailer's wheels 30.
  • the braking means or brake system 125 (FIGS. 7 and 8 (Sheet 4)) can be either disc brake or conventional shoe brake systems. A portion of a shoe brake system is shown on the wheels 30 in FIG. 5.
  • the powered trailer is slowed by forcing a braking shoe 130 against an annular wear plate 132.
  • the braking shoes 130 of the brake system 125 of the powered trailer 10 are operated by conventional fluid pressure means, shown generally as cylinder drum 133 in FIG. 2.
  • the brake system 125 is activated by a hydraulic brake actuator 134 which is operably connected to the cylinder drum 133, as shown in FIGS. 2, 7 and 8.
  • a hydraulic brake actuator 134 which is operably connected to the cylinder drum 133, as shown in FIGS. 2, 7 and 8.
  • the speed of the engine 18 is controlled by a standard carburetor assembly 140 on the engine 18.
  • the carburetor assembly 140 is operably connected to a hydraulic carburetor actuator 144. Activation of the carburetor actuator 144 thus controls the acceleration and deceleration of the engine 18.
  • Position sensing means 150 on the tongue assembly 44 controls the operations of the hydraulic brake actuator 134 and hydraulic carburetor actuator 144.
  • a first inner member 152 of the tongue actuator 44 is adapted to be connected to the powered vehicle by the hitch tongue 56.
  • the central portion 55 of the tongue assembly 44 has a second outer member 154 which is fixedly secured to the frame members 48, as best shown in FIG. 4.
  • the first member 152 is slidable in a telescoping manner with respect to the second member 154 in a first direction (to the left, as viewed in FIGS. 1-4 and 9 (Sheet 3)) and in a second, opposite direction (to the right, as viewed in FIGS. 1-4 and 9). Since the first member 152 is connected to the powered vehicle and the second member 154 is not, the position and motion of the first member 152 relative to the second member 154 is dependent upon the position and motion of the powered vehicle relative to the powered trailer 10.
  • a control pin 156 is fixedly mounted on the first member 152 and slides in a longitudinal slot 157 in the second member 154 when the first member 152 slides with respect to the second member 154.
  • a first hydraulic actuator 158 has a piston rod 160 and a cylinder portion 162,with its cylinder portion 162 being fixedly mounted on the second member 154 by a mounting bracket 159.
  • the first actuator 158 is positioned such that its piston rod 160 extends in direction to engage the control pin 156 when the control pin 156 moves in the first direction in the slot 157.
  • the control pin 156 pushes the piston rod 160 into the cylinder portion 162 of the first actuator 158.
  • a second actuator 164 is also mounted on the second member 154 adjacent the control pin 156.
  • the second actuator 164 has a piston rod 166 and a cylinder portion 168 with its cylinder portion 168 being fixedly mounted on the second member 154 by a mounting bracket 161.
  • the second actuator 164 is postioned such that its piston rod 166 extends in direction to engage the control pin 156 when it moves in the second direction in the slot 157.
  • the control pin 156 pushes the piston rod 166 into the cylinder portion 168 of the second actuator 164.
  • OMPI _ Thus, as shown and described, movement or motion of the first member 152 relative to the second member 154 of the tongue assembly 44 pushes the piston rod of either the first actuator or second actuator (depending upon the direction of motion) into its respective cylinder portion.
  • This position sensing means 150 (as best shown in FIG. 9), (which includes the first and second members 152 and 154 and the first and second actuators 158 and 164), senses the position and motion of the first member 152 relative to the second member 154. Movement of the powered trailer 10 is thus controlled by the position sensing means 150, which is operably connected to the engine 18 and the brake system 125. The speed of the engine 18 is controlled dependent upon the position and motion of the first member 152 relative to the second member 154.
  • the hydraulic carburetor actuator 144 has a piston rod 182 and a cylinder portion 184, with the piston rod 182 being operably connected to the carburetor assembly 140. Movement of the piston rod 182 of the carburetor actuator 144 into its respective cylinder portion 184 activates the carburetor assembly 140 to accelerate the engine 18. Motion of the-piston rod 182 away from the cylinder portion 184 decelerates the engine 18.
  • the cylinder portion 162 of the first actuator 158 is sealably connected to the cylinder portion 184 of the carburetor actuator 144.
  • V ⁇ PO are connected by a first fluid hydraulic connection means 186, which include a first flow line 188 and a second flow line 190.
  • first fluid hydraulic connection means 186 which include a first flow line 188 and a second flow line 190.
  • movement of the piston rod 160 of the first actuator 158 into its respective cylinder portion 162 forces hydraulic fluid through the first and second flow lines 188 and 190 to the cylinder portion 184 of the carburetor actuator 144 to move its respective piston rod 182 into the cylinder portion 184.
  • the movement of the piston rod 160 is caused by the control pin 156 moving in the first forward direction with the first member 152. Such motion is caused when the powered vehicle accelerates, pulling the first member 152 with it while the inertia of the second member 154 and the powered trailer 10 cause them to lag slightly behind.
  • the control pin 156 pushes the piston rod 160 of the first actuator 158 inwardly to accelerate the engine 18 and bring the powered trailer 10 into operational coordination and even speed and acceleration with the powered vehicle.
  • motion of the first member 152 in a second, opposite direction relative to the second member 154 decreases the speed of the engine 18.
  • the brake system 125 of the powered trailer 10 is be activated by the position sensing means 150.
  • the brake system 125 is also controlled dependent upon the position and motion of the first member 152 relative to the second member 154.
  • the hydraulic brake actuator 134 which controls the brake system 125 of the powered trailer 10 has a piston rod 192 and a cylinder portion 194.
  • the piston rod 192 of the brake actuator 134 is operably connected to the brake system 125 of the powered trailer 10 such that movement of the piston rod 192 into its respective cylinder portion 194 activates the brakes system 125 to limit movement of the powered trailer 10.
  • the cylinder portions 168 and 194 of the second actuator 164 and brake actuator 134, respectively, are sealably connected by a second hydraulic fluid connection means 196, which includes a third flow line 198 and fourth flow line 200.
  • a second hydraulic fluid connection means 196 which includes a third flow line 198 and fourth flow line 200.
  • Such motion is caused when the powered vehicle slows down, holding the first member 152 in position while the inertia of the second member 154 and powered trailer 10 cause them to be urged toward the powered vehicle.
  • the control pin 156 pushes the piston rod 166 of the second actuator 164 inwardly to activate the brake system 125 and bring the powered trailer 10 into operational coordination and even speed and deceleration with the powered vehicle.
  • the carburetor actuator 144 is provided with a fluid pressure bias means 206 for constantly urging its piston rod 182 in a selected direction.
  • the pressure bias means 206 urges the piston rod 182 away from its respective cylinder portion 184 so that the engine 18 accelerates only when the force of the hydraulic fluid on the cylinder portion 184 of the carburetor actuator 144 overcomes the urging force of the pressure bias means 206.
  • the pressure bias means 206 also acts as a damper to limit excessive movement of the control pin 156 during operation to prevent needless acceleration and deceleration of the engine 18.
  • the carburetor actuator 144 is a double-acting hydraulic actuator, with its cylinder portion 184 having a piston rod retraction chamber 210 and a separate piston rod extension chamber 212.
  • the second flow line 190 of the first fluid connection means 186 is sealably connected to the piston rod retraction chamber 210.
  • a third fluid connection means 214 is sealably connected to the piston rod extension chamber 212 of the carburetor actuator 144, with the other end being connected to a hydraulic fluid reservoir 216.
  • the amount of pressure of the hydraulic fluid in the reservoir 216, third fluid connection means 214 and piston rod extension chamber 212 is controlled by varying the pressure in an upper compressed air portion 218 of the reservoir 216.
  • a pressure valve 220 is connected to the air pressure portion 218 of the reservoir 216 so that the application or release of compressed air through the valve 220 varies the pressure of the hydraulic fluid in the reservoir 216. This regulates the force of the fluid in the piston rod extension chamber 212 acting on the piston rod 182 to urge it away from the respective cylinder portion 184.
  • the carburetor assembly 140 is normally urged to an unaccelerated or idling position by the pressure bias means 206, rather than a throttle open acceleration position.
  • the percentages of respective trailer load that are pulled (or pushed) by the powered vehicle and load trailer 10 can be preset by adjusting the compressed air pressure in the reservoir 216.
  • the load trailer 10 will provide a greater percentage of the pulling power if the pressure in the air pressure portion 218 is raised. Such adjustment in pulling percentage may be desirable in certain highway conditions, such as steep grades.
  • the compressed air pressure can be reduced to attain a desired level for normal higway driving.
  • the third fluid connection means 214 includes a fifth flow line 224 and a sixth flow line 226.
  • a variable needle valve 228 is positioned in the fifth flow line 224, and a one-way check valve 230 is positioned in the sixth flow line 226. As shown in FIGS.
  • the sixth flow line 226 is connected to the fifth flow line 224 so that the needle valve 228 and the valves 230 are in parallel, with the sixth flow line 226 being connected to the fifth flow line 224 above and below the needle valve 228.
  • This valve arrangement prevents rapid acceleration of the engine 18 by limiting the ability of the piston rod 182 to move into the cylinder portion 184 since the flow of fluid from the piston rod extension chamber 212 to the reservoir 216 is limited by the needle valve
  • the powered trailer 10 is provided with reverse operation means so that the engine 18 can also apply power to the wheels 30 to move the powered trailer 10 in a reverse direction (as shown generally by reverse arrow 222 in FIG. 8).
  • the four-way valve 240 is operably connected to Doth the first and second hydraulic fluid connection means' 186 and' 196, as shown in FIGS. 7 and 8. For controlled acceleration and braking in the forward direction, the valve 240 is positioned as shown in FIG. 7 to connect the first flow line 188 and second flow line 190 of the first hydraulic fluid connection means 186.
  • valve 240 connects the third flow line 198 and fourth flow line 200 of the second hydraulic fluid connection means 196.
  • the first actuator 158 is operably connected to the carburetor actuator 144 and the second actuator 164 is operably connected to the brake actuator 134.
  • valve 240 For reverse operation of the powered trailer 10, the valve 240 is moved to the position as shown in FIG. 8 so that it connects the first flow line 188 to the fourth flow line 200 and connects the third flow line 198 to the second flow line 190.
  • the first actuator 158 is now operably connected to the brake actuator 134 and the second actuator 164 is now operably connected to the carburetor actuator 144. Movement of the control pin 156 toward the first actuator 158 activates the brake system 125 of the powered trailer 10 and movement of the control pin
  • the brake system 125 and engine 18 are in complete reverse operation for moving the powered trailer 10 backwards (to the right as in FIGS 1-5 and 9).
  • an emergency brake system 235 is provided on the powered trailer 10 which will automatically activate the brake system 125 if the powered trailer 10 becomes disengaged from the powered vehicle.
  • a tongue hydraulic actuator 242 has a piston rod 244 and a cylinder portion 246, with the cylinder portion 246 being fixedly mounted on the main frame 20 adjacent its forward end 40.
  • the tongue actuator 242 is positioned such that its piston rod 244 extends in direction to engage a brake trigger plate 248 mounted on the tongue assembly 44, as best shown in FIGS. 3 and 4.
  • the trigger plate 248 contacts the piston rod 244 of the tongue actuator 242 and pushes
  • the emergency brake system 235 also acts as a parking brake for the load trailer 10. When the powered vehicle is unhitched from the load trailer 10, the tongue assembly 44 drops to its lower stop position to effectively restrict any movement of the powered trailer 10.
  • a fourth hydraulic fluid connection means 250 sealably connects the cylinder portions 246 and 194 of the tongue actuator 242 and brake actuator 134, respectively.
  • the fourth hydraulic fluid connection means 250 includes a seventh flow line 252 and a portion of the fourth flow line 200, as shown in FIGS. 7 and 8. Movement of the piston rod 244 of the tongue actuator 242 into its respective cylinder portion 246 causes hydraulic fluid to force the piston rod 192 of the brake actuator 134 away from its cylinder portion 194 to overcome the force of the bias means 202 and activate the brake system 125.
  • the first actuator 158, second actuator 164, and tongue actuator 242 are normally positioned with their respective piston rods in fully extended positions.
  • valve 240 if the valve 240 is positioned for forward movement (as in FIG. 7), no pressure will be absorbed in the second actuator 164 if the tongue actuator 142 is activated. All pressure build-up goes to move the piston rod 192 of the brake actuator 134. Conversely, if the second actuator 164 is activated, all pressure build-up goes to the cylinder portion 194 of the brake actuator 134 rather than being absorbed in the tongue actuator 242. The same result is obtained when the valve 240 is placed in the reverse position (as in FIG. 8), with the operation of the second actuator 164 being assumed by the first actuator 158.
  • a bolster means 254 is selectively secured between the tongue assembly 44 and the main frame 20. The bolster means 254 maintains the tongue assembly in the upper operating position, as shown in FIG. 3.
  • the bolster means 254 comprises a rigid brace 256 selectively secured between an apertured ear 258 on the central portion 55 of the tongue assembly 44 and an apertured bracket 260 secured on bracket mount 262 adjacent the forward end 40 of main frame 20.
  • the brace 256 is secured to the ear 258 and bracket 260 by suitable fasteners 264, as shown.
  • the use of brace 256 does not limit movement of first member 152 relative to second member 154, but it does prevent the tongue assembly 44 from pivoting relative to the main frame 20 and inadvertently activating the tongue actuator 242.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

Une remorque à moteur (10) pour aider un véhicule à moteur à tirer une remorque de charge (16) est sélectivement connectée au véhicule par un agencement de tirant (44). L'agencement de tirant (44) est monté sur la remorque à moteur de façon pivotante, sur un plan généralement horizontal, de sorte que tout le poids de la remorque de charge (16) transmis à la remorque à moteur (10) et presque tout le poids de la remorque à moteur soient supportés par la remorque à moteur et non transmis au véhicule. Un dispositif détecteur (150) monté sur l'agencement de tirant (44) détecte la position et le mouvement du véhicule par rapport à la remorque à moteur. Des dispositifs de commande (144, 134) des freins et du régime du moteur de la remorque commandent le moteur (18) et les freins (130, 132) de la remorque à moteur en fonction de signaux émis par le dispositif détecteur, de sorte que le fonctionnement du moteur et des freins de la remorque à moteur est coordonné avec celui du véhicule. Lorsque l'agencement de tirant est détaché du véhicule et n'est pas soutenu d'une manière ou d'une autre, des freins (130, 132) de la remorque à moteur l'empêchent de continuer à se déplacer.
PCT/US1984/001581 1984-10-03 1984-10-03 Remorque a moteur Ceased WO1986002048A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
PCT/US1984/001581 WO1986002048A1 (fr) 1984-10-03 1984-10-03 Remorque a moteur
EP19840903832 EP0197030A1 (fr) 1984-10-03 1984-10-03 Remorque a moteur

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US1984/001581 WO1986002048A1 (fr) 1984-10-03 1984-10-03 Remorque a moteur

Publications (1)

Publication Number Publication Date
WO1986002048A1 true WO1986002048A1 (fr) 1986-04-10

Family

ID=22182282

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US1984/001581 Ceased WO1986002048A1 (fr) 1984-10-03 1984-10-03 Remorque a moteur

Country Status (2)

Country Link
EP (1) EP0197030A1 (fr)
WO (1) WO1986002048A1 (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19824013A1 (de) * 1998-05-29 1999-12-09 Daimler Chrysler Ag Spurgeführtes Fahrzeugsystem
US6892839B2 (en) 1998-10-14 2005-05-17 James W. Cooper Multi-combination vehicle incorporating a power trailer
WO2009023931A1 (fr) * 2007-08-23 2009-02-26 Russell Kenneth Schmolling Remorque motorisée
CN107053976A (zh) * 2017-03-29 2017-08-18 江苏农牧科技职业学院 一种农用装载车辆铰接系统
US11186314B2 (en) 2018-08-22 2021-11-30 Plasan Sasa Ltd. Articulated vehicle assembly and articulation system for use therein
WO2022258843A1 (fr) * 2021-06-10 2022-12-15 Erwin Hymer Group Se Remorque pour activités de loisir équipée d'un échangeur de chaleur
US11945529B2 (en) 2021-05-10 2024-04-02 Plasan Sasa Ltd. Dual use trailer vehicle

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2153468A (en) * 1937-06-14 1939-04-04 Ernest A Heyn Load distributing, auxiliary power, duo semi-trailer tractor
US2453941A (en) * 1947-01-14 1948-11-16 Smit Andrew Trailer hitch
US2630871A (en) * 1951-03-01 1953-03-10 Isaac W Simpkins Control apparatus for tandem engines
US3035653A (en) * 1960-02-02 1962-05-22 Steepe James Peter Means for tandem operation of powered vehicles
US3578096A (en) * 1968-06-25 1971-05-11 Chester T Pearson Automatic throttle control for auxiliary motors driving drawbar-towed vehicles
US3695373A (en) * 1969-03-27 1972-10-03 Boliden Ab Wheel-supported transport vehicle having maximum permitted axel pressure and being adapted to transport simultaneously loads of theoretically unlimited total weight
US3804437A (en) * 1972-08-01 1974-04-16 J Mccabe Vehicle hitch
US4066996A (en) * 1976-02-20 1978-01-03 Warner Electric Brake & Clutch Company Breakaway protection for electrically controlled trailer brakes
US4195861A (en) * 1977-12-15 1980-04-01 Philipponi Walter F Trailer with towbar

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2153468A (en) * 1937-06-14 1939-04-04 Ernest A Heyn Load distributing, auxiliary power, duo semi-trailer tractor
US2453941A (en) * 1947-01-14 1948-11-16 Smit Andrew Trailer hitch
US2630871A (en) * 1951-03-01 1953-03-10 Isaac W Simpkins Control apparatus for tandem engines
US3035653A (en) * 1960-02-02 1962-05-22 Steepe James Peter Means for tandem operation of powered vehicles
US3578096A (en) * 1968-06-25 1971-05-11 Chester T Pearson Automatic throttle control for auxiliary motors driving drawbar-towed vehicles
US3695373A (en) * 1969-03-27 1972-10-03 Boliden Ab Wheel-supported transport vehicle having maximum permitted axel pressure and being adapted to transport simultaneously loads of theoretically unlimited total weight
US3804437A (en) * 1972-08-01 1974-04-16 J Mccabe Vehicle hitch
US4066996A (en) * 1976-02-20 1978-01-03 Warner Electric Brake & Clutch Company Breakaway protection for electrically controlled trailer brakes
US4195861A (en) * 1977-12-15 1980-04-01 Philipponi Walter F Trailer with towbar

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19824013A1 (de) * 1998-05-29 1999-12-09 Daimler Chrysler Ag Spurgeführtes Fahrzeugsystem
US6892839B2 (en) 1998-10-14 2005-05-17 James W. Cooper Multi-combination vehicle incorporating a power trailer
WO2009023931A1 (fr) * 2007-08-23 2009-02-26 Russell Kenneth Schmolling Remorque motorisée
CN107053976A (zh) * 2017-03-29 2017-08-18 江苏农牧科技职业学院 一种农用装载车辆铰接系统
US11186314B2 (en) 2018-08-22 2021-11-30 Plasan Sasa Ltd. Articulated vehicle assembly and articulation system for use therein
US11945529B2 (en) 2021-05-10 2024-04-02 Plasan Sasa Ltd. Dual use trailer vehicle
US12371115B2 (en) 2021-05-10 2025-07-29 Plasan Sasa Ltd. Dual use trailer vehicle
WO2022258843A1 (fr) * 2021-06-10 2022-12-15 Erwin Hymer Group Se Remorque pour activités de loisir équipée d'un échangeur de chaleur

Also Published As

Publication number Publication date
EP0197030A1 (fr) 1986-10-15

Similar Documents

Publication Publication Date Title
US4502557A (en) Speed control apparatus for powered trailer
US3578096A (en) Automatic throttle control for auxiliary motors driving drawbar-towed vehicles
US5690347A (en) Tractor trailer integrated jackknife control device
US20050233857A1 (en) Change-speed control system for utility vehicle having stepless change-speed apparatus for speed-changing engine output and transmitting the speed-changed output to traveling unit
US5330020A (en) Self-powered towing servomechanism
US4475612A (en) Tongue assembly for powered trailer
US4685527A (en) System for powering a trailer
US4258765A (en) Log splitter for a truck having a three-point snowplow hitch and hydraulic pressure system
US2140109A (en) Booster drive for truck trailers
WO1986002048A1 (fr) Remorque a moteur
US3850272A (en) Hydrostatic reversible vehicle drive controlled by brake application
US4610325A (en) Function reverse apparatus for powered trailer
US4088208A (en) Transmission disconnect system
US4082168A (en) Hydraulic brake system for gooseneck trailers
US2922481A (en) Automatic drive for trailers and the like
US3817341A (en) Hydraulic drive for trucks, trailers and truck-trailer combinations
US4109929A (en) Anti-jack-knifing apparatus for articulated vehicles
US3035653A (en) Means for tandem operation of powered vehicles
US5784867A (en) Variable force traction enhance systems
US7077221B2 (en) Hydrostatic pump destroke braking mechanism
US4938308A (en) Inertial running energy storage device for vehicles
JP3922981B2 (ja) 乗用作業車の制動構造
EP0845403A2 (fr) Direction assistée pour des roues auto-orientable d'un ou plusieurs essieux d'un véhicule à moteur comme un camion, une remorque et une semi-remorque, pour diriger le véhicule dans la marche arrière
US3284097A (en) Resilient load adjuster for tractortrailer load distributors
JP4106217B2 (ja) ブレーキ及びクラッチ操作機構

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): JP

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): AT BE CH DE FR GB LU NL SE