Vehicle towing trailer

Abstract

A trailer adapted for road vehicle recovery and / or towing, comprising: an elongate chassis supported on a plurality of wheeled axles located toward a rear end of the trailer; a coupling located toward a front end of the trailer and configured to detachably couple the trailer to a towing vehicle, in use; vehicle recovery apparatus mounted to the chassis and extending to the rear of the trailer, the vehicle recovery apparatus being operable, in use, to interact with a towed vehicle; and at least one counterweight, secured to the chassis toward the front end of the trailer, for the purpose of counteracting load placed on the vehicle recovery apparatus to balance load distribution amongst the wheels and the coupling.

Description

VEHICLE TOWING TRAILERRELATED APPLICATION

[0001] The content of Australian provisional patent application no. 2024900222 as filed is hereby incorporated herein in its entirety by reference.TECHNICAL FIELD

[0002] The invention relates to apparatus for recovering and towing road vehicles and the like. More specifically, a trailer is disclosed herein that is capable of winching, hoisting or towing an incapacitated vehicle, the trailer being detachably couplable to a prime mover to enable towing of the trailer together with an attached vehicle.BACKGROUND

[0003] The vast use of automotive vehicles incurs a necessity to be able to move such vehicles in the case they become inoperable, such as, for example, in the case of a mechanical failure, rough terrain, incidents and collisions. There also exists a desire amongst automotive vehicle users to be able to transport such vehicles to other locations simply not under their own power, for example in the case of non-road going vehicles such as commercial machinery, military vehicles, and race cars or race trucks.

[0004] Conventionally, tow trucks (also referred to as recovery trucks) are used for such purposes. A typical tow truck is a non-articulating vehicle with an integrated towing mechanism positioned to the rear of the vehicle. In practice, trucks for this purpose come in a variety of styles, including 'flatbed', 'hook and chain', 'wheel lift' and 'boom', each commonly being based on a standard truck platform, and being manufactured for the specific purpose of towing, with the specific towing configuration preselected and unalterable.

[0005] While tow trucks make useful towing vehicles, they can be very expensive to purchase and maintain. For a business operator, purchase of a heavy-duty tow truck, one capable of the recovery and towing of larger vehicles such as busses and other trucks, can represent a significant expenditure. However, the specialized nature of and purpose use of a tow truck means the vehicle is capable of only one real use, and if that use is infrequent over a period of time, then service and upkeep costs for the vehicle are likely to also be disproportionately high.

[0006] Typically, most of the space in the tow truck is occupied by the cabin and the towing mechanism, and thus tow trucks are limited in on-board storage for vehicle recovery and towing equipment, such as axle, wheel and tow straps, as well as for medical equipment (in the case the vehicle is being used in response to incidents and collisions) which is often both heavy and bulky. Weight requirements, such as maximum gross vehicle masses (GVM) enforced by governmental road regulations, additionally affect the storage capacity, and thus the amount of gear that can be carried with or on a conventional tow truck.

[0007] While lighter duty tow trucks are aided by their inbuilt towing mechanisms, the manoeuvrability of such trucks is constrained due to the required length of the vehicle, especially in the case of flatbed style tow trucks. The manoeuvrability problem is exacerbated in the case of heavy-duty tow trucks, where the size of the towing vehicle is considerably larger. Moreover, known tow trucks can be dangerous to operate when recovering heavy vehicles. The weight of a towed vehicle which is transferred to the towing vehicle can reduce the dynamic control of the tow truck when driving, such as by reducing the contact of the front steering tyres with the road surface, causing the potential for damage of the recovered vehicle and safety issues for the operator of the tow truck and other road users.

[0008] Another system for towing, used in military applications for example, involves a mechanism that is separable from a towing vehicle. However, known separable towing mechanisms must be attached to a towing vehicle in order to provide the required downward force for lifting and winching operations. While separable towing mechanisms may provide for reduced weight, and thus greater carrying capacities and running-cost savings, known attempts to provide such a mechanism have been unable to overcome the limitations discussed.

[0009] The present invention was conceived with the above shortcomings in mind, and aims to provide the public with at least a useful alternative to existing apparatus used for vehicle towing.SUMMARY

[0010] In a first aspect of the present invention, there is provided a trailer adapted for road vehicle recovery and / or towing, comprising: an elongate chassis supported on a plurality of wheeled axles located toward a rear end of the trailer; a coupling located toward a front end of the trailer and configured to detachably couple the trailer to a towing vehicle, in use; vehicle recovery apparatus mounted to the chassis and extending to the rear of the trailer, the vehicle recoveryapparatus being operable, in use, to interact with a towed vehicle; and at least one counterweight, secured to the chassis toward the front end of the trailer, for the purpose of counteracting load placed on the vehicle recovery apparatus to balance load distribution amongst the wheels and the coupling. The mass amount and / or position of the counterweight(s) on the chassis may be selected or adjusted to suit different recovery operations or loads on the recovery apparatus.

[0011] The present invention also provides a vehicle towing trailer comprising: a coupling configured to couple the trailer to a towing vehicle for moving the trailer; a vehicle recovery apparatus for interaction with a towed vehicle; and at least one counterweight, wherein the recovery apparatus is operable to interact with the towed vehicle without the trailer being coupled to the towing vehicle.

[0012] In some embodiments, the coupling is positioned proximate a first end of the trailer, the recovery apparatus is positioned proximate an opposite second end of the trailer, and the at least one counterweight is movable between the first and second ends. The at least one counterweight may be movable to counteract the weight of the towed vehicle when interacted with by the trailer. The recovery apparatus may comprise a winch, the winch being configured to removably attach to the towed vehicle and pull the towed vehicle in a direction toward the trailer. The recovery apparatus may comprise a towing attachment, the towing attachment being configured to removably attach the towed vehicle to the apparatus for towing. The recovery apparatus may comprise a lifter, the lifter being configured to removably attach to the towed vehicle and lift at least a portion of the towed vehicle above a ground surface. In some embodiments, the vehicle towing trailer further comprises a support configured to selectably extend from the trailer to abut a ground surface, the support being configured to support the trailer when it is not coupled to a towing vehicle. The at least one counterweight may include a cavity for storage. The vehicle towing trailer may further comprise compartments for storage along its length. The coupling may provide rotation of the trailer thereabout. At least one of: the recovery apparatus; the at least one counterweight position; or the support may be operable remotely from the vehicle towing trailer. At least one of: the at least one counterweight position; or the support may be operable without the trailer being coupled to the towing vehicle. In some embodiments, the vehicle towing trailer further comprises a power means for powering operation of at least one of: the recovery apparatus; movement of the at least one counterweight; or the support. The power means may be a battery. The vehicle towing trailer may further comprise a sliding system configured tomove the at least one counterweight longitudinally between the first and second ends of the trailer. The sliding system may be configured to move the at least one counterweight by hydraulics. Movement of the counterweight may be selectably lockable by a locking element. The locking element may be configured to lock the counterweight in a fixed position.

[0013] In some embodiments, the trailer includes an extension mechanism for changing or adjusting the length of the trailer. The extension mechanism may comprise an extendable chassis section in the form of an extension beam along which ends of the trailer can move relative to one another to adjust the length of the trailer.

[0014] In another aspect of the present invention, there is provided a method for recovering a vehicle, the method comprising: coupling, to a towing vehicle, a vehicle towing trailer in accordance with any one of the preceding claims; driving the towing vehicle proximate the towed vehicle; uncoupling the vehicle towing trailer; and operating the recovery apparatus of the vehicle towing trailer to recover the towed vehicle.BRIEF DESCRIPTION OF THE DRAWINGS

[0015] The invention is described hereinbelow, by way of non-limiting example only, and with reference to the accompanying drawings, in which:Figure 1A is a side profile drawing of one form of prior art, heavy duty tow / recovery truck;Figure IB is a side profile drawing of another form of prior art heavy vehicle towing and recovery system;Figure 2 is a side profile drawing of a vehicle towing trailer according to an embodiment of the invention as disclosed herein;Figure 3 is an upper perspective view drawing of a sliding system of a vehicle towing trailer according to another embodiment of the invention;Figure 4 is a lower perspective view drawing of the sliding system shown in Figure 3;Figures 5A and 5B are side profile drawings of the vehicle towing trailers shown in Figures 3 and 4;Figures 6A and 6B are side profile drawings of a vehicle towing trailer according to another embodiment of the invention;Figure 7 is a side profile drawing of the vehicle towing trailer shown in Figure 1, wherein the trailer is attached to a towing vehicle and is in a winching configuration;Figure 8 is a side profile drawing of the vehicle towing trailer shown in Figure 1, wherein the trailer is attached to a towing vehicle and is in a towing configuration;Figure 9 is a side profile drawing of the vehicle towing trailer shown in Figure 1, wherein the trailer is attached to a towing vehicle and is in a lifting configuration;Figure 10 is a side profile drawing of the vehicle towing trailer according to an embodiment of the invention as disclosed herein; andFigure 11 is a flowchart showing a method for vehicle recovery as disclosed herein.DETAILED DESCRIPTION

[0016] In this specification, reference is made to the terms "towed vehicle" and "trailer". "Trailer" is taken to refer to a wheeled transport that is towed or is towable behind a motive vehicle, such as a prime mover. The term "towed vehicle" is taken to refer to a wheeled machine, such as, but not limited to, a car, truck or bus. It is understood that, while in use, the "towed vehicle" is one which is being towed by the vehicle towing trailer disclosed herein, however, the term refers only to any wheeled machine that is the target of the operation of the vehicle towing trailer, and that such a vehicle need not actually currently being towed. Instead, the "towed vehicle" may be a vehicle that requires recovery or towing, is intended to be recovered or towed, or is about to be recovered or towed. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.

[0017] One form of known recovery truck, sometimes called a heavy-duty tow truck, is shown in Figure 1A. The tow truck 1 is based on a heavy-duty truck chassis 2, with engine and cabin of the kind that might otherwise be used as a prime mover for semi-trailer loads and the like. Mounted to the rear of the truck chassis is a lifting and towing mechanism 3 that can be used to lift one end of a vehicle to be recovered, whereupon the tow truck can tow that vehicle away. The lifting andtowing mechanism 3 may typically be a hydraulic system that requires power from the truck engine to operate.

[0018] Tow trucks such as this have one sole purpose - to tow. When there is no towing required, the truck is not useful for any other purpose, which can mean leaving an expensive piece of capital equipment without work to complete. Due to potential overloading issues, these tow trucks are limited in what equipment they can take with them to a recovery, meaning that they need to be packed for a specific job at hand and unloaded of unnecessary items, which can lead to more time spent in job preparation and greater chances of forgetting an important item. Moreover, tow trucks with this configuration are limited in use by their front axle loading, which means trucks are generally loaded to the brink on their front axle when not towing, so as to try and prevent too much lift once the vehicle to be recovered is loaded. This poses two problems - the truck can be too heavy on the steered wheels when unladen, and too light when under load, creating a dangerous situation with the tow truck steering on the road.

[0019] Figure IB illustrates another form of prior art system for recovery and towing of heavy vehicles that has found use in the military for instance. The tow truck comprises a multi-purpose military truck 4 hitched with a single- axle tow trailer 5. The tow trailer 5 has a hitch coupling 6 for connection to the towing vehicle 4, and a lifting mechanism 7 to allow lifting and towing of a towed vehicle 8. When loading the vehicle to be recovered (8), this arrangement faces a weight distribution problem of a different kind. The weight of the recovered vehicle on the lifting mechanism 7 (indicated by arrow 'A') tends to pivot the tow trailer 5 about its axle such that the towing truck 4 must apply a downward force on the front of the trailer (indicated by arrow 'B'). This could result in the rear wheels of the towing truck 4 being loaded by a non-optimal amount, causing a lack of traction. Moreover, the tow trailer 5 cannot function without being coupled to the towing truck 4, both in view of the balance issue and because the lifting mechanism 7 requires power supplied by the towing truck for operation.

[0020] A vehicle towing trailer constructed according to embodiments of the present invention has features to address a number of issues associated with prior art tow truck vehicles, and is illustrated in the drawings. In general terms, the vehicle towing trailer shown in the Figures has a chassis with a front end that has a coupling configured to couple the trailer to a towing vehicle, and a recovery apparatus at the rear end for interaction with a towed vehicle. The vehicle towing trailer is supported on a plurality of wheeled axles positioned toward the rear end, and atleast one counterweight positioned toward the front end. The at least one counterweight can be used to balance the load on the trailer when lifting or towing a heavy vehicle, which means the recovery apparatus can function for recovery operations even when the trailer is uncoupled from the towing vehicle. The mass of the at least one counterweight may be longitudinally movable on the vehicle towing trailer to allow for the overall load on the trailer to be adequately balanced during use depending on the load placed on the recovery apparatus when in operation.

[0021] A vehicle towing trailer 10 constructed according to an embodiment of the invention is illustrated in Figure 2. The trailer 10 is generally elongate with a rigid chassis 18 and having a length of about 12 metres, and a width of about 2.5 metres. The chassis 18 has a first, front end 14 and an opposite second, rear end 16. The first end 14 of the trailer 10 is the end proximate the towing vehicle 100 (when the trailer 10 is being towed). The second end 16 is the end proximate the vehicle to be towed (the towed vehicle 200). To provide clearance of the towing vehicle 100, the trailer 10 has an underside which is further from the ground at the first end 14 than the second end 16. Proximate the second end, the trailer 10 includes at least two wheeled axles 36. The trailer 10 includes at least two wheeled axles 36 to provide lifting and towing capacity to the trailer 10 and thus allow it to tow or recover heavy towed vehicles 200. Preferably, the trailer includes three wheeled axles 36. Each of the wheeled axles 36 are positioned proximate one another, in a spaced fashion as shown in Figure 2. It is understood that the number of wheeled axles that the trailer 10 has may place constraint on the permissible weight of the towed vehicle 200, but that preferably the trailer 10 has at least two wheeled axles, each of the axles supporting one or more wheels on each side of the trailer.

[0022] The trailer 10 is also provided with landing gear in the form of an extendable support 28, located intermediate the wheels and the front end. When the trailer 10 is not coupled to the towing vehicle 100, the landing gear 28 can be extended to contact the ground surface 30 and thereby provide additional support to the trailer 10 to remain upright and in its correct position.

[0023] In some embodiments disclosed herein, the towing vehicle 100 is a semi-trailer truck. Semi-trailer trucks, also known as tractor units or prime movers, are towing vehicles specifically designed for towing, trailering and hauling, typically large, loads or cargo. In this way, the towing vehicle 100 is capable of transporting extremely heavy loads, which is necessary when, for example, the trailer 10 is interacting with a bus or another truck as the towed vehicle 200. It iscontemplated that the towing vehicle 100 need not be a semi-trailer truck, but could instead be any other vehicle with a large enough towing capacity and / or load capacity.

[0024] The trailer 10 includes a means for coupling the trailer 10 to a towing vehicle 100. The coupling means 12 is positioned proximate to the front end 14 of the trailer, and is configured to enable the trailer 10 to be attached to a towing vehicle 100 such that the trailer is transportable (i.e. capable of being towed) under the towing vehicle's power only. Thus, the trailer 10 does not require its own motive power for movement from one location to another. The coupling means 12 is preferably part of a 'fifth wheel' coupling, having a kingpin (not seen) protruding from the bottom of the trailer chassis which can engage with a fifth wheel coupling device 110 (sometimes known as a turntable) on the rear of the towing vehicle 100. The fifth wheel coupling arrangement allows the trailer 10 to articulate about the kingpin during, for example, turning of the vehicle 100, which provides improved manoeuvrability of the vehicle / trailer as compared to a fixed chassis tow truck. This is particularly useful when recovering a towed vehicle 200 that is, for example, positioned down an embankment or is in another generally hard to access position.

[0025] Toward the rear end, the trailer 10 is equipped with recovery apparatus 20. The recovery apparatus 20 is configured for a variety of towing and other recovery operations as will be described herein. In the embodiment of the vehicle towing trailer 10 shown in Figure 2 for example, the recovery apparatus 20 includes both an extendable winching arm 32 and a towing hitch mechanism 24. The winching arm 32 can be raised, lowered, extended, retracted and rotated from a turret 22 mounted to the chassis over the wheels. The towing hitch mechanism is mounted rearwardly of the wheels, and can be lowered to engage with the front of a vehicle to be towed. The towing hitch mechanism 24 and extendable winching arm 32 are preferably operable through hydraulic action, while the cable winch itself may operate by hydraulics or electrically.

[0026] While the rear section of the trailer 10 has the recovery apparatus 20, which is located over or rearwardly of the trailer wheels, the front section 19 is equipped with a counterweight apparatus 60 (obscured by storage receptacles 53 in Figure 2). The counterweight apparatus is provided to secure at least one counterweight 34 (illustrated diagrammatically in Figures 5 and 10) to the vehicle chassis. The counterweight(s) serve the purpose of balancing the load on the trailer 10 when towing a heavy vehicle, which improves handling and safety of the towing vehicle / trailer during use, and also allows the recovery apparatus 20 to be operable to interact with a towed vehicle 200 without being coupled to the towing vehicle 100.

[0027] In embodiments of the invention the counterweight apparatus 60 has a mechanism 62, described below, for shifting the mass of the counterweight(s) forward and backward on the trailer chassis according to circumstantial requirements. For instance, to assist with the vehicle towing trailer 10 being used for recovery of heavy vehicles, the counterweights 34 can be moved to their forward position on the chassis, near the front end thereof. The counterweights thereby provide maximal counteracting force against a heavy load placed on the recovery apparatus 20. Thus, even if the winching arm 32 and / or towing hitch mechanism is fully extended and loaded, the counterweights 34 have the benefit of a longer lever arm relative to the pivot axis of the trailer. On the other hand, if the trailer 10 is transported unladen, or with a relatively light towing load, the counterweight(s) can be shifted to a position to the rear of the kingpin.

[0028] The moveable position of a counterweight 34 according to load balancing requirements of the trailer 10 is illustrated diagrammatically in Figures 5A and 5B. Figure 5A shows the trailer 10 having two wheeled axles while Figure 5B shows the trailer 10 with three wheeled axles, but the principles remain the same. According to an exemplary embodiment, the counterweight apparatus 60 is constructed to enable the counterweight 34 to be positioned forward or rearward of the coupling kingpin 12. Movement of the counterweight 34 forward on the trailer 10 (e.g. by means of the apparatus 60) increases the lever action to remove weight from the axles of the trailer 10 and allow the recovery of a heavy vehicle. Movement of the counterweight 34 behind this lever point, being movement backward along the front section 19, allows adjustment of this lever effect. When the trailer 10 is not recovering a vehicle, such as during transit to the vehicle needing recovery, the counterweight 34 can be moved backward along the front section 19 of the trailer 10, in turn applying more weight to the rear most axle of the trailer 10 and providing even weight distribution along the trailer 10 such that towing of the trailer 10 is safer for the operator of the towing vehicle. The drawings indicate a solid, unitary counterweight 34 that can be shifted forward and backward on the trailer, either over a continuous range or by discrete amounts.

[0029] Figures 3 and 4 illustrate and example of the counterweight apparatus 60 that provides this movement. The counterweight apparatus 60 comprises a sliding system 62 that is mounted on the vehicle chassis and includes a platform 61 for supporting and securely restraining the counterweight, in use (the counterweight itself is not shown in these drawings). The system 62 has a pair of sliding guides or rails 70 that extend parallel to one another in the longitudinal dimensionof the trailer chassis. The sliding guides 70 have an upper surface made from a low friction material such as self-lubricating nylon upon which the platform 61 can slide. Hydraulic actuators 74 are provided adjacent the sliding guides 70, acting between the trailer chassis 18 and the counterweight platform 61 to selectively move the platform backward or forward, in use, relative to the chassis. Figures 4 and 5 show the platform 61 in its forward-most position. In one embodiment, the travel range of the counterweight is approximately 1.5 metres, however, it is understood that movement of the counterweight 34 may be more or less this length, and that the required movement limits are dependent on the weight of the vehicle being recovered and of the trailer 10 itself. In this embodiment, the sliding system is configured to move counterweight between about 600mm forward of the kingpin coupling 12 and about 900mm rearward of the kingpin.

[0030] While the counterweight is selectively moveable to configure the trailer according to requirements, it is important that it remains fixed and securely fastened to the chassis when the trailer is in motion. The counterweight may have a mass in the order of 11 tons, for example, and it is undesirable for that amount of weight to shift unintentionally while the trailer is being towed. The counterweight itself may be formed from concrete or some other suitably dense material and fastened to the platform 61 using bolts or other secure fastening means. The sliding system 62 also has means for fixing the platform relative to the trailer chassis at a selected located in the form of locking mechanism 64. In the exemplary embodiment shown in Figure 4, the locking mechanism 64 includes a pair of pneumatically operable actuators 65 attached to the underside of the platform structure, one on each side. Each actuator 65 controls extension and retraction of a corresponding locking pin 66 which is arranged to engage with apertures in a respective detention plate 67. The detention plates 67 are attached to the chassis alongside the sliding guides 70 and have a series of spaced apertures with which the locking pins 66 can engage, in use, wherein the apertures correspond to different discrete positions of the platform and counterweight. When the locking pins are extended and engaged with the detention plates, the platform and counterweight are fixed in place. When the actuators 65 are operated to retract the locking pins, the platform is configured for movement to a different position along the sliding guides by means of the hydraulic actuators 74. when in the new desired position, the locking pins are again engaged with the detention plates to hold the counterweight in place. In the exemplary embodiment illustrated, the detention plates have a series of apertures spaced from one another by approximately 100mm. Nevertheless, other forms of locking mechanism may alternatively be employed, for example to provide locking of the platform in any (continuous) position along the range of motion of the platform rather thanonly discrete positions. Retaining plates may also be provided proximate each end of the platform and configured to prevent movement beyond a selected maximum position in either longitudinal direction.

[0031] The counterweight 34, diagrammatically illustrated in broken lines in Figure 3, is secured to the platform 61, but may be removable therefrom if necessary. For example, the counterweight might be removed and replaced with a counterweight of a lower or higher mass to configure the trailer for different recovery operations. In this way, the counterweight 34 can be chosen based on the types of vehicles that will be recovered, and, if the trailer 10 is not going to be used to recover heavier vehicles, the counterweight can be chosen as a smaller / lighter counterweight to reduce the overall weight of the trailer 10 and therefrom decrease the running costs associated with towing it.

[0032] The vehicle towing trailer as shown in Figure 2, for example, includes a plurality of cabinets 52 to the rear of the chassis 18, and a plurality of compartments 53 in the front section 19 of the trailer. The cabinets 52 and compartments may be utilised to carry or store gear and equipment that may be need for certain kinds of recovery operations. Heavy gear and equipment may preferentially be stowed in the forward compartments 53 and serve as part of the mass for countering weight on the rear of the trailer.

[0033] While counterweights made of a dense solid material are described above, it is also contemplated that the counterweights could be in the form of a liquid ballast (e.g. water) contained in tanks between which the liquid can be pumped to adjust the centre of mass thereof. In embodiments where a liquid ballast is used, the mass of the counterweight can be shifted forward or backward by pumping liquid between respective forward and rearward located ballast tanks to affect the same load balancing of the trailer 10 as the solid, unitary counterweight 34. In such embodiments the tanks may be provided with internal baffles or the like to prevent or reduce the likelihood of the liquid ballast sloshing around during movement of the trailer.

[0034] As explained in connection with Figures 5 A and 5B, the achievable performance of the vehicle towing trailer 10 is affected by the length of the trailer chassis as well as the positioning of the counterweight. Figures 6A and 6B show an embodiment of the trailer 10 in which both the length of the trailer chassis, and the position of the counterweight on the chassis are each independently adjustable. In particular, the trailer 10 shown includes an extension mechanism 72for adjusting the length of the trailer 10. What is meant by extendable and by adjustable is that the chassis 18 of the embodiment shown in Figures 6A and 6B can increase and decrease in length, being the distance between the front and rear ends 14, 16 of the chassis 18. In Figure 6A, the trailer 10 is in an unextended configuration, and in Figure 6B the trailer 10 is in an extended configuration. The extension mechanism is preferably constructed so as to allow the trailer 10 to be variably adj ustable / ex tendable in length to form any one of a range of configurations between the fully extended and a fully compacted. Advantageously, by providing the chassis 18 with the ability to extend, the user can set the length of the trailer 10 to suit the characteristics of a particular towing or recovery operation. Additionally, when the trailer 10 is not in use (e.g. not actively engaged in recovery or towing operations), the trailer 10 can be placed in the compacted configuration, thus minimising the footprint (e.g., length) of the trailer 10, allowing it to be more easily towed, more compact for storage, and more manoeuvrable. When the trailer 10 is in the extended configuration, the effective wheelbase of the trailer 10 is increased, and the trailer 10 is therefore able to increase its towing or loading capacity. This is because the greater the distance between the counterweight 34 and the recovery apparatus 20, the more the trailer 10 can take advantage of leverage and torque to resist the weight of a / the towed vehicle 200. Accordingly, at its fully extended configuration, the trailer 10 can be used to recover or tow considerably larger and / or heavier vehicles than in its fully unextended / compacted configuration.

[0035] The extension mechanism 72 shown in the drawings includes an extension beam 75 that forms part of the trailer chassis and links the front (80) and rear (90) portions of the trailer. The extension beam 75 may be in the form of a steel I-beam, for example, that is fixedly attached to the front portion 80 of the trailer, extending rearwardly therefrom. The rear end of the extension beam 75 is received by the rear portion 90 of the trailer which includes means for selectively securing the trailer rear portion 90 to the extension beam 75 at different locations along a section of its length. The trailer rear portion 90 may couple to the extension beam using rollers (not shown) to facilitate sliding movement of the trailer rear portion along the extension beam, together with one or more locking mechanisms (not shown) acting between the rear portion and the extension beam to securely connect the front and rear trailer portions (80, 90) together when deployed for operation.

[0036] Being that the rear portion 90 of the trailer 10 includes the wheeled axles 36 and thus the wheels, and the front portion 80 couples to the towing vehicle 100, actuation of the extensionmechanism 72 to change the length of the trailer chassis may be accomplished by applying brakes or chocks to the trailer wheels and driving the towing vehicle 100 forward, thus pulling the front portion away from the rear portion and extending the length of the trailer 10. Alternatively, the trailer 10 could be equipped with a hydraulic, pneumatic and / or electric actuator for affecting change in displacement between the front and rear trailer portions. In such a system, extension (and contraction) of the trailer chassis may be operable while the trailer 10 is coupled to the towing vehicle 100 and / or while the trailer 10 is interacting with a towed vehicle 200. In this way, the unextended trailer 10 / chassis 18 of the trailer can be utilised while the trailer 10 is positioned to be able to interact with the towed vehicle 200, before the trailer is extended to allow actual interaction of the towed vehicle 200.

[0037] In some embodiments, the extension mechanism 72 is capable of extending the approximate total length of the trailer 10 by about 1500 mm, or preferably by about 2000 mm. In the compacted configuration of the trailer 10, shown in Figure 6 A, the trailer 10 may include a 1 It counterweight 34 and would have an estimated lifting capability (being the approximate maximum weight the recovery apparatus 20 can lift upwardly) of about 12.42t. By operating the extension mechanism 72 to extend the length of the trailer by about 1500 mm, as shown in Figure 6B, the estimated lifting capability of the trailer can be increased by about 70kg to about 12.49t. Extending the length of the chassis further, to about 2000 mm, would increase the lifting mass of the trailer by an additional 130kg, instead of 70kg, to about 12.55t. Furthermore, the weight of the counterweight 34 could also be increased, along with extending the chassis 18 of the trailer, to enable additional lifting capability. For example, increasing the weight of the counterweight 34 to 13t, and extending the chassis 18 of the trailer 10 to 2000 mm, will result in increasing the lifting mass by an additional 210kg, instead of 70kg or 130kg, to about 12.63t. It is estimated that the extension beam 72 itself may weigh about 500kg.

[0038] While the description above has the extension beam 75 fixed to the trailer front portion 80 and slidably movable (as required) with respect to the rear portion 90, that arrangement can be the other way around. To assist with sliding movement between the extension beam 75 and the respective portion of the trailer, one or more rollers (not shown) may be provided, for example attached to rails or the like in the chassis 18 and including wheels that allow the one or other of the trailer portions to slide along the beam with reduced friction, in a manner similar to push or hoist trolleys. Additionally, the extension mechanism 72 includes a locking mechanism (notshown) that is actuatable to lock the position of the extension beam 75 relative to the rest of the other portion of the trailer. In this way, once the desired extension (or contraction) configuration of the extension mechanism 72 is reached, the locking mechanism can be actuated to prevent any further movement (i.e. extension or contraction). In embodiments, the locking mechanism, as well as movement of the extension beam 72, may be operable remotely from the trailer 10, such as from a cabin of the towing vehicle 100.

[0039] Figure 7 shows the trailer 10 in a winching configuration. In this configuration, the winching arm 32 of the recovery apparatus 20 is used to removably attach to a towed vehicle 200, and to pull the towed vehicle 200 in a direction toward the trailer. The end of winching arm 32 can be maneuvered into position using the turret 22 so that a winching cable 54 can be attached to a tow point 210 of the towed vehicle 200. When attached, the winch is operable to winch the vehicle 200 by movement of the winching cable 54 back towards the rear end 16 of the trailer 10 through the winching arm 32. What is meant by this is that when operated, the winching cable 54 retracts or 'winds' back into the winching arm 32, causing the towed vehicle 200 to be pulled toward the second end 16 of the trailer 10 independently of physical movement of the winch 22 or winching arm 32. The winching operation can be performed whether or not the trailer 10 is, at the time, coupled to the towing vehicle 100.

[0040] Figure 8 shows the trailer 10 being used in a towing configuration, wherein the winching arm 32 is stowed for transport and the towing hitch mechanism 24 is deployed from the rear of the trailer 10. Similarly to the winching arm 32, the towing hitch mechanism 24 is configured to removably attach to a towed vehicle 200 via the towed vehicles 200 tow point 210. When attached, the towing hitch mechanism 24 is capable of being raised (e.g. by hydraulic action) so as to lift the front of the vehicle 200 from the ground surface 30, such that at least a pair of the towed vehicle's 200 wheels 220, preferably its steered wheels, are suspended by the towing hitch mechanism 24. The towing vehicle 100 can then be driven to tow both the trailer 10 and the towed vehicle 200 attached behind the trailer 10 by way of the towing hitch mechanism. Advantageously, the towing hitch mechanism 24 provides reduced strain on the towing vehicle 100 by suspending the towed vehicle's 200 steered wheels above the ground surface 30, reducing the resistance against turning and thus reducing the force the towing vehicle 100 is required to expend to tow the towed vehicle 200 and trailer 10.

[0041] Figure 9 shows the trailer 10 being used in a lifting configuration, whereby the winching arm 32 is used to lift an object 500 (which may be a vehicle to be recovered, or a portion thereof) that is within reach of the end of the telescopic arm. The winching cable 58 can be secured to the object, which is then lifted off the ground by winding in the winch cable 58 and / or by raising the winching arm from the turret 22. By virtue of the counterweight(s) 34 positioned toward the front of the trailer 10, heavy objects 500 can be lifted using the winching arm 32 without fear of upsetting the load balance of the trailer, whether or not it is attached to the towing vehicle 100 at the time.

[0042] Operations of the trailer 10 for vehicle recovery may be remotely controllable by an operator. For example, the recovery apparatus 20 and the position of the counterweight(s) 34 may be operable remotely by means of a wired or wireless controller, such as a smart phone or the like, such that the driver of the towing vehicle 100 can operate the functions of the trailer 10 at any location within range of the controller. The controller may, in this case, be a short range radio frequency (Bluetooth) controller. It is contemplated that, irrespective of the trailer 10 being wirelessly controllable, that the functions of the trailer 10 will be operable from a controller affixed to the trailer 10. In at least one embodiment, an operator can control the trailer 10 to adjust the counterweight 34 position by actuating the sliding system 62. The operator may choose the position of the counterweight 34 by reference to the weight of the vehicle being recovered. For example, this may occur through a simple calculation or by reference to a chart or the like. Once the counterweight 34 reaches the desired / requisite position, the operator can then engage the locking element 64 to retain the counterweight 34 in that position and prevent further movement thereof.

[0043] Since the trailer 10 can be operated when uncoupled from the tow vehicle, an on-board power supply is provided to supply electricity and / or hydraulic pressure to run the winching arm, winch cable, towing hitch mechanism and / or means for repositioning the counterweight(s) when the trailer 10 is uncoupled from the tow vehicle. Advantageously, this means that the trailer 10 can be fully operated without the towing vehicle needing to be operating or running. Accordingly, utilising the trailer 10 to recover a vehicle can significantly reduce the fuel consumption, engine wear and running costs associated with a conventional tow truck that needs to continue to run in order for its towing mechanisms to operate. The on-board power supply preferably includes batteries able to provide electric power to the electrically operated features of the trailer and alsorun a hydraulic pump when required to generate hydraulic pressure. Alternatively, the trailer 10 may include a diesel engine hydraulic power unit or similar without departure from the present invention. The power supply and associated equipment may be located in the cabinets 52 (Figure 2). The on-board batteries may be charged and / or supplemented by power from the towing vehicle 100 when the towing vehicle 100 is coupled to the trailer 10. Embodiments of the trailer 10 having electrically powered features may include one or more solar panels fixedly attached to the trailer 10. The solar panels are configured to generate electricity for charging the batteries of the trailer and to supplement the power output thereof. The trailer 10 may also include access steps or platforms, ladders and

[0044] As outlined above, the vehicle employed for towing the trailer 10 need not be a semitrailer truck. The trailer 10 described herein is both detachable from the prime mover and can be powered independently of the prime mover. This is particularly advantageous where recovery of a vehicle is required in a remote location, such as, for example, at a mining site or off -road location. Shown in Figure 10, an off-road capable vehicle 200, such as, for example, a front-end loader or tractor, can be coupled to the trailer 10 to act as the towing vehicle. In this way, the off-road capable vehicle can traverse the ground surface and terrain that is not traversable by a typical or conventional towing vehicle. When at the destination, the trailer 10 can then be decoupled from the off-road capable towing vehicle and, due to its on-board / independent power provisions, be capable of recovering or towing a vehicle. In some embodiments, the trailer 10 may be used in conjunction with a converter dolly 68. The converter dolly is connectable to the coupling 12, and allows the trailer 10 to be 'converted' for use with other coupling types. In this way, the trailer 10 is easily and quickly interchangeable for use with both a prime mover and an off-road capable towing vehicle.

[0045] Also disclosed herein and outlined in Figure 11 is a method 400 for recovering a vehicle, taking advantage of benefits provided by the vehicle towing trailer 10 as described above. In a first step 410 of the method 400, a vehicle towing trailer 10 as herein described is coupled with a towing vehicle 100. Typically, the vehicle towing trailer 10 will have its support 28 in an extended position whereby it is contacting the ground surface 30. The towing vehicle 100 can simply reverse up towards the first end 14 of the trailer 10, until the coupling of each of the trailer and the vehicle 12, 110 are aligned. At this point, the support 28 can be retracted, and the coupling 12 engaged such that the trailer 10 is fixedly attached and coupled to the towing vehicle 100.

[0046] In a second step 420, the towing vehicle 100 drives to transport the trailer 10 proximate the towed vehicle 200. This step involves driving the vehicle 100, and, by virtue of the coupling 12, towing the trailer 10 therebehind.

[0047] In a third step 430, the trailer 10 is decoupled or uncoupled from the towing vehicle 100. Once reaching the towed vehicle 200, or proximate the towed vehicle 200, the towing vehicle 100 can decouple or uncouple from the trailer 10. The trailer 10 can then extend the supports 28 such that the ground surface 30 is being contacted by both the trailer's supports 28 and wheels. In preparation for towing, lifting or winching using the recovery apparatus 20, the counterweight(s) 34 may be moved toward the front end of the trailer 14, which will counteract the load of the towed vehicle 200 on the trailer 10 and prevent instability during use.

[0048] In a fourth step 440, a recovery apparatus 20 of the trailer 10 is operated to recover the towed vehicle 200. As described, any one or combination of the winch, winching arm and / or towing hitch mechanism 24 can be operated to recover the towed vehicle 200 without the trailer 10 being attached to the towing vehicle 100.

[0049] Beneficially, the vehicle towing trailer disclosed herein provides an apparatus capable of recovering and towing a towed vehicle while being separable from, and operably independently from, a towing vehicle. This allows the trailer to be utilized by a fleet of trucks as towing vehicles, and also allows those trucks to be productive whilst not being used for towing. The vehicle towing trailer disclosed herein has higher capabilities in towing when it comes to weight distribution and manoeuvrability, allowing more towing combinations and easier usability. The trailer format offers less requirements for permits and accreditation, due to its categorization by main road, which will also mean more affordably annual costs such as registration. Due to its extra space and allowance for large weight to the front end, the trailer allows for massive storage space for recovery gear and the like, which can be very heavy. Moreover, the vehicle towing trailer as disclosed herein is much safer than standard tow trucks, because of weight distribution being handled by the trailer instead of the truck (towing vehicle), the truck will always have safer weight distribution to the front axle, meaning no loss of traction when steering.

[0050] While various embodiments of the present invention have been described above, it should be understood that they have been presented by way of example only, and not by way of limitation. It will be apparent to a person skilled in the relevant art that various changes in formand detail can be made therein without departing from the spirit and scope of the invention. Thus, the present invention should not be limited by any of the above described exemplary embodiments.

[0051] The reference in this specification to any prior publication (or information derived from it), or to any matter which is known, is not, and should not be taken as an acknowledgment or admission or any form of suggestion that that prior publication (or information derived from it) or known matter forms part of the common general knowledge in the field of endeavour to which this specification relates.

[0052] Throughout this specification and the claims which follow, unless the context requires otherwise, the word ‘comprise’, and variations such as ‘comprises’ and ‘comprising’, will be understood to imply the inclusion of a stated integer or step or group of integers or steps but not the exclusion of any other integer or step or group of integers or steps.

Claims

THE INVENTION IS DEFINED BY THE CLAIMS AS FOLLOWS:

1. A trailer adapted for road vehicle recovery and / or towing, comprising: an elongate chassis supported on a plurality of wheeled axles located toward a rear end of the trailer; a coupling located toward a front end of the trailer and configured to detachably couple the trailer to a towing vehicle, in use; vehicle recovery apparatus mounted to the chassis and extending to the rear of the trailer, the vehicle recovery apparatus being operable, in use, to interact with a towed vehicle; and at least one counterweight, secured to the chassis toward the front end of the trailer, for the purpose of counteracting load placed on the vehicle recovery apparatus to balance load distribution amongst the wheels and the coupling.

2. A trailer according to claim 1, wherein the at least one counterweight is selectively movable forward and rearward on the chassis.

3. A vehicle towing trailer comprising: a coupling configured to couple the trailer to a towing vehicle for moving the trailer; a vehicle recovery apparatus for interaction with a towed vehicle; and at least one counterweight, wherein the recovery apparatus is operable to interact with the towed vehicle without the trailer being coupled to the towing vehicle.

4. The vehicle towing trailer of claim 3, wherein the coupling is positioned proximate a first end of the trailer, the recovery apparatus is positioned proximate an opposite second end of the trailer, and the at least one counterweight is movable between the first and second ends.

5. The vehicle towing trailer of claim 3 or 4, wherein the at least one counterweight is movable to counteract the weight of the towed vehicle when interacted with by the trailer.

6. The vehicle towing trailer of any one of claims 3 to 5, wherein the recovery apparatus comprises a winch, the winch being configured to removably attach to the towed vehicle and pull the towed vehicle in a direction toward the trailer.

7. The vehicle towing trailer of any one of claims 3 to 6, wherein the recovery apparatus comprises a towing attachment, the towing attachment being configured to removably attach the towed vehicle to the apparatus for towing.

8. The vehicle towing trailer of any one of claims 3 to 7, wherein the recovery apparatus comprises a lifter, the lifter being configured to removably attach to the towed vehicle and lift at least a portion of the towed vehicle above a ground surface.

9. The vehicle towing trailer of any one of claims 3 to 8, wherein the at least one counterweight includes a cavity for storage.

10. The vehicle towing trailer of any one of claims 3 to 9, wherein the coupling provides rotation of the trailer thereabout.

11. The vehicle towing trailer of any one of claims 4 to 10, wherein at least one of the recovery apparatus or the at least one counterweight position is operable remotely from the vehicle towing trailer.

12. The vehicle towing trailer of any one of claims 4 to 11, wherein the at least one counterweight is movable without the trailer being coupled to the towing vehicle.

13. The vehicle towing trailer of any one of claims 4 to 12, further comprising a power means for powering operation of at least one of the recovery apparatus or movement of the at least one counterweight.

14. The towing vehicle trailer of any one of claims 4 to 13, further comprising a sliding system configured to move the at least one counterweight longitudinally between the first and second ends of the trailer.

15. The towing vehicle trailer of claim 14, wherein the sliding system is configured to move the at least one counterweight by hydraulics.

16. The vehicle towing trailer of any one of claims 4 to 15, wherein movement of the at least one counterweight is selectably lockable by a locking element.

17. The vehicle towing trailer of claim 16, wherein the locking element is configured to lock the at least one counterweight in a fixed position.

18. The vehicle towing trailer according to any one of the preceding claims, including an extension mechanism for changing the length of the trailer.

19. The vehicle towing trailer according to claim 18, wherein the extension mechanism is in the form of an extension beam along which one portion of the trailer can move relative to one another portion thereof to alter the overall length of the trailer.

20. A method for recovering a vehicle, the method comprising: coupling, to a towing vehicle, a vehicle towing trailer in accordance with any one of the preceding claims; driving the towing vehicle proximate the towed vehicle; uncoupling the vehicle towing trailer; and operating the recovery apparatus of the vehicle towing trailer to recover the towed vehicle.

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