A drive train coupler mechanism for a truck

Abstract

A truck cab unit has a drive train PTO 120 and a chassis (101, fig 4a), and a body having driven equipment (e.g. concrete mixer, dumper, crane) on a frame (2, fig 2) for releasably mounting to the cha

Description

We describe a truck comprising a cab with a drive train PTO and a chassis, and a body having driven equipment on a frame for releasably mounting to the chassis, wherein the truck further comprises a coupling system comprising: a controller, longitudinal drive mechanisms for, under control of the controller, pushing the body frame forwardly relative to the chassis into an engagement position after the frame has been lowered onto the chassis, wherein the longitudinal drive mechanisms are mounted on the chassis and are configured to slide the frame forwardly on the chassis, and locks for automatically locking the chassis and the frame in the engagement position upon the longitudinal drive mechanisms pushing the body frame forwardly into the engagement position, a driven coupler mounted to the body frame and a PTO drive coupler mounted to the truck chassis, one coupler comprising a plurality of drive pins for automatically engaging in sockets of the other coupler with said forward sliding motion. In preferred examples, the driven coupler has said pins and the PTO drive coupler has said sockets. In preferred examples, the truck further comprises a vertical drive to cause, with control by said controller, mutual vertical relative movement of the body frame and the chassis to come into contact before operation of the longitudinal drive mechanisms. In preferred examples, the vertical drive comprises jacks, each mounted on one of the body frame and the truck chassis. In preferred examples, the jacks are mounted to the chassis and engage plates of the body frame for lowering of the body frame. Preferably, said plates have a downwardly-depending rim. In preferred examples, the jacks are aligned with apertures in said frame brackets for vertical locking engagement when in the engaged longitudinal position. In preferred examples, the chassis and the frame comprise a plurality of brackets for overlapping engagement in the longitudinal direction upon said forward movement of the body frame. In preferred examples, the driven coupler pins comprise a central pin which is centrally on-axis of the coupler, and said pin is tapered for self-centring. In preferred examples, the driven coupler pins comprise a plurality of satellite pins which are spaced apart radially from the central pin and extend around the central pin in the circumferential direction. In preferred examples, the satellite pins are retarded with respect to the central pin, so that they engage only after the central pin has engaged. In preferred examples, the PTO drive coupler comprises at least one locating pin which is spring biased to extend through a socket wall and engage a coupler pin. In preferred examples, here are a plurality of locating pins. In preferred examples, the longitudinal drive mechanisms each comprise a lock for automatically engaging a corresponding lock part on the body frame. In preferred examples, the longitudinal drive mechanism lock part comprises a pivotable crank arm arranged to rotate to engage with the frame lock part. In preferred examples, the longitudinal drive mechanism is configured to cause the crank arm to tilt simultaneously with driving the frame so that there is automatic locking. In preferred examples, a piston rod is arranged to push the body frame and a ram cylinder is arranged to move in the opposite direction to tilt the locking arm. In preferred examples, the truck further comprises a services coupler having a coupler side secured to the chassis and a services coupler side secured to the body frame, and said coupler sides each comprises a plurality of electrical and / or hydraulic and / or pneumatic connectors for automatic inter-engagement with said movement of the longitudinal drive mechanisms. We also describe a coupling system for coupling a truck cab with a body having driven equipment on a fame, the coupling system comprising: longitudinal drive mechanisms configured to push the body frame forwardly relative to the chassis into an engagement position after the frame has been lowered onto the chassis, locks configured to lock the chassis and the frame in the engagement position, a drive coupler for the body comprising a plurality of pins, and a PTO drive coupler for the truck and having sockets to receive said pins upon forward sliding motion of the body under action of the longitudinal drive mechanism. Additional Statements We describe a truck comprising a cab with a drive train PTO and a chassis, and a body having driven equipment on a frame for releasably mounting to the chassis, wherein the truck further comprises a coupling system comprising: longitudinal drive mechanisms for pushing the body frame forwardly relative to the chassis into an engagement position after the frame has been lowered onto the chassis, and locks for locking the chassis and the frame in the engagement position, wherein the drive coupler comprises a plurality of drive pins for engaging in sockets of the PTO drive train with said forward sliding motion. In some preferred examples, the longitudinal drive mechanisms are mounted on the chassis and are configured to slide the frame forwardly on the chassis. In some preferred examples, the further comprises a vertical drive to cause mutual vertical relative movement of the body frame to come into contact before operation of the longitudinal drive mechanisms. In some preferred examples, the vertical drive comprises jacks, each mounted on one of the frame and the chassis. In some preferred examples, the jacks are mounted to the chassis and engage brackets of the frame for lowering of the frame. In some preferred examples, the jacks are aligned with apertures in said frame brackets for vertical locking engagement when in the engaged position. In some preferred examples, the vertical drive is incorporated in the truck cab suspension, being adapted to cause the chassis to rise when under the body frame. In some preferred examples, the chassis and the frame comprise a plurality of brackets for overlapping engagement in the longitudinal direction upon said forward movement of the frame. In some preferred examples, the coupling pins comprise a central pin which is centrally on-axis of the coupler, and said pin is tapered for self-centring. In some preferred examples, the coupling pins comprise a plurality of satellite pins which are spaced apart radially from the central pin and extend around the central pin in the circumferential direction. In some preferred examples, the satellite pins are retarded with respect to the central pin, so that they engage only after the central pin has engaged. In some preferred examples, the PTO drive train comprises at least one locating pin which is spring biased to extend through a socket wall and engage a coupler pin. In some preferred examples, there are a plurality of locating pins. In some preferred examples, the longitudinal drive mechanisms each comprise a lock for engaging a corresponding lock part on the frame. In some preferred examples, the mechanism lock part comprises a pivotable arm arranged to rotate to engage with the frame lock part. In some preferred examples, the longitudinal drive mechanism is configured to cause the arm to tilt simultaneously with driving the frame so that there is automatic locking. In some preferred examples, a piston rod is arranged to push the body frame, and a ram cylinder is arranged to move in the opposite direction to tilt the locking arm. We also describe a coupling system for coupling a truck cab with a body having driven equipment on a fame, the coupling system comprising: longitudinal drive mechanisms for pushing the body frame forwardly relative to the chassis into an engagement position after the frame has been lowered onto the chassis, and locks for locking the chassis and the frame in the engagement position, wherein the drive coupler comprises a plurality of drive pins for engaging in sockets of the PTO drive train with said forward sliding motion. In various examples the coupling system comprises features of a coupling system of the truck of any example described herein. Detailed Description of the Invention Brief Description of the Drawings The invention will be more clearly understood from the following description of some embodiments thereof, given by way of example only with reference to the accompanying drawings in which: Fig. lisa side view of a body with driven equipment (in this case a concrete mixer) on a frame with longitudinal frame members; Fig. 2 is a side view showing a truck cab chassis underneath the body frame, with the body frame being supported on stands and being both above the chassis and slightly rearward of an engagement longitudinal position, and enlarged detail of some inter-engaging components of the body and chassis; Fig. 3(a) is a side view showing the body being supported by a pair of rear jacks and a pair of front jacks extending upwardly from the chassis, and the body frame still being rearward of its longitudinal engagement position, and enlarged detail of a number of inter-engaging components of the body and chassis, particularly those not shown in Fig. 2; Fig. 3(b) is an underneath perspective view showing how the rear jacks engage the rear of the body frame; Fig. 4(a) is a side view showing the body frame after being lowered onto the chassis, and still being rearward of the longitudinal engagement position, Fig. 4(b) is an enlarged view showing the truck’s PTO drive train being aligned with the body’s coupler still being rearward of its longitudinal engagement position, Fig. 4(c) is a side view showing the chassis and the body frame after engagement, and Fig. 4(d) shows the coupler engaged with the drive train because the body has been moved forwardly by hydraulic ram mechanisms on the chassis to the longitudinal engagement position; Fig. 5 is a side view of the full truck with the body mounted in position, with enlarged views of a pair of inter-engaging components namely interleaved hooks, with the drive coupler engaged with the drive train; Fig. 6 is a perspective view of a chassis-mounted part of a longitudinal drive mechanism, and Fig. 7 is an exploded view of this part; Fig. 8 is a perspective view of both the body frame and the chassis parts of the longitudinal drive mechanism before engagement, with the body frame above the chassis, Fig. 9 is a perspective view of these parts when the body frame has been lowered onto the chassis, Fig. 10 is a similar view but with the parts fully engaged for driving the body frame forwardly, and Fig. 11 is an underneath perspective view of this configuration; Figs. 12(a) to (c) are a set of views showing details of the drive coupling assembly, in which: Fig. 12(a) is a sectional view denoted C-C showing engagement of a central pin in a socket of the drive train, this section not being through any satellite pins, Fig. 12(b) is an enlarged view of detail D, showing in detail engagement of locking locator pins with the coupler central pin, and Fig. 12(c) is an enlarged view of detail E showing the locator pin more clearly; Figs. 13(a) and 13(b) are a side view and a side sectional view respectively of the socket of the PTO drive train of the cab; Fig. 14(a) and (b) are a perspective view and a side view of the transport equipment body coupler, showing the central pin and four satellite pins in this case, and Fig. 14(c) is a cross-sectional view after engagement; Fig. 15(a) is an enlarged view showing how a rear (front if rear adjustable suspension is present) lifting jack has the additional function of acting as a lock to prevent mutual longitudinal movement by upward movement through an aperture in a plate of a body frame bracket, and Fig. 15(b) shows equivalent detail for one of the pair of forward jacks, also engaging in an aperture in a plate of the body frame bracket; Fig. 16(a) is a plan view of the front of a truck showing a services coupler in de-mounted and raised position, Fig. 16(b) is a corresponding side view, Fig. 16(c) is an enlarged plan view of the coupler, and Fig. 16(d) is an enlarged side view of this coupler; Figs. 16(e) and (f) are plan and side views respectively of the services coupler in the lowered but still de-mounted position; Figs. 16(g) and (h) are plan and side views respectively of the services coupler when in the mounted position, the body and truck parts engaged for transfer of hydraulic and electrical power to the body; Fig. 17 is a perspective view of the services coupler, showing particular detail of the body frame side of the coupler; and Fig. 18 is perspective view of the services coupler showing particular detail of the truck side of coupler. Detailed Description of the Embodiments The invention provides a coupling system and truck / transport equipment incorporating such a system. The coupling system engages a transport equipment body frame to a truck cab chassis so that the PTO drive train of the engine is coupled to the equipment without a person needing to mount the chassis and manually make connections. The coupling system has the following primary features and functions: Stands to support the equipment body frame at an elevated position while the truck chassis is reversed under the frame. A mechanism to either lower the body frame onto the chassis, or to lift the chassis up to meet the body frame. For the former, jacks may be provided on the chassis to lower the body frame onto the truck chassis. For the latter, the chassis may be equipped with a height adjustable suspension (in one example, air-operated) that provides adequate travel to raise the chassis up to the body. The former arrangement is preferred; the body frame being lowered by jacks. Longitudinal drive mechanisms with rams on both sides of the truck chassis slide the body frame forwardly to an extent that a driven coupler of the body is automatically engaged with the truck PTO, in which a plurality of pins extending longitudinally engage in sockets of the truck PTO. Spring-loaded locking pins extending transversely to the longitudinal direction snap fit to engage the coupling pins to prevent further mutual longitudinal movement. Also, in the engaged position, brackets on the truck chassis and the body frame overlap in the longitudinal direction to prevent mutual vertical movement. Additional locking pins are engaged vertically between the truck chassis and the body frame to prevent further mutual longitudinal movement. In one case this function is provided by the jacks: before engagement the jacks contact a fixed surface of the body frame, but after forward movement for engagement the j acks are aligned with and extend through apertures of the body frame. The number of lifting jacks may vary (for example, from two to four) depending on whether the truck chassis suspension is adjustable or not. When it is desired to decouple the body from the truck cab chassis the steps are reversed. A services coupler for automatic engagement to couple pneumatic, electrical and hydraulic systems of the truck and the body when the drive is engaged. All of PTO drive, electrical power, and pneumatic and hydraulic circuits are engaged automatically and simultaneously. In more detail, Fig. 1 shows a body 1 with driven equipment (in this case a concrete mixer 10) on a frame 2 provided by longitudinal frame members. The body 1 comprises parts of the coupling system of the invention, namely a driven power coupler 20 and on each frame member there is a series of fixed brackets 25, 27, 28, 29, and 31 for overlapping engagement with opposite overlapping brackets of a truck chassis members, as described below. The frame 2 is also configured to provide a rear jack body mounting, with a fixed horizontal surface for contact with the upper end of a jack on the truck chassis. There is also a bracket 30 on each body frame member to perform the same function of engagement with a jack, but in addition they provide an aperture behind this surface to allow the jack to engage vertically after the body frame has been moved forwardly into engagement. There is also a drive coupler part 26 on each body frame member closer to the rear, and each is configured to engage a longitudinal drive mechanism 126 with a ram to slide the body forwardly into the engagement position. Fig. 2 shows a truck cab 100 positioned so that its chassis 101 is underneath, and aligned with, the body frame 2, with the body frame 2 being supported on stands 3 and being both above the truck chassis 101 and slightly rearward of an engagement longitudinal position. There are brackets 125, 127, 128, 129, and 131 for overlapping engagement with the corresponding brackets 25, 27, 28, 29, and 31 of the frame 2. These are positioned so that they do not overlap while the frame 2 is held by the stands 3 above the chassis 101, allowing the frame 2 to be lowered onto the chassis 101. However, they do overlap when the frame 2 is pushed forwardly for engagement. This drawing also shows part of one of the longitudinal drives 126 on each chassis 101 member. Figs. 3(a) and 3(b) show the frame 2 being supported by a pair of rear jacks 150 and a pair of front jacks 151 extending upwardly from the chassis 101, and the body frame 2 still being rearward of its longitudinal engagement position. Each rear jack 150 at its piston top presses up against the frame 2 at a plate 150(a) on a cross beam 150(b). Each plate 150(a) also has an aperture 150(c) which receives the jack piston 150 when the truck has been moved forwardly to the engaged position. Also, it will be seen in Fig. 3(b) that each plate 150(a) has a rim 150(d) to resist relative movement of the body and the truck beyond a short distance of several cm. The body driven coupler 20 comprises a number of coupling pins extending forwardly, in this case a central on-axis pin 160 and four surrounding pins 161 at 90° circumferential separations. These pins 160 and 161 are on a driven shaft 162. This drawing also shows the truck’s PTO 120, having a socket 121 on a drive shaft 122, and transverse locking pins 123 through the socket 121 wall. Advantageously, the central coupling pin 160 has a tapered leading end for self-centring engagement with corresponding tapered internal surfaces of the socket 121. Also, the initial engagement is with the central pin 160 only, and the other pins 161 are retarded and so only engage when the centring has been performed by the central pin 160 and the socket 121. Fig. 4(a) shows the body frame 2 after being lowered onto the truck chassis 101, and still being rearward of the longitudinal engagement position. At this stage there is no engagement of any of the coupling parts. Fig. 4(b) is an enlarged view showing the truck’s PTO drive train 120 being aligned with the body’s driven coupler 20 still being rearward of its longitudinal engagement position. Figs. 4(c) and (d) show the driven coupler 20 engaged with the PTO drive train 120 because the body 1 with its frame 2 has been moved forwardly by the hydraulic ram mechanisms 126 on the truck chassis to the longitudinal engagement position. This shows that all of the coupling parts are engaged. Importantly, all that is required is that the ram mechanisms 126 are activated after being coupled with the brackets 26. There is no need for a person to be present over the chassis, a simple forward sliding movement of the frame 2 brings about engagement. These movements are controlled by a controller with digital data processors linked with sensors including limit switches which detect mutual position of the frame 2 and the chassis 101. The controller controls hydraulic supply to the longitudinal drive mechanisms to cause automatic engagement of the body frame with the truck chassis with automatic coupling of the truck PTO drive coupler with a driven coupler on the body frame. Fig. 5 is a side view of the full truck with the body 1 mounted in position, with enlarged views of a pair of interleaved hook-shaped brackets 29 / 129. Also, the jack 151 is shown being underneath a different part of the frame 2 bracket 30. Figs. 6 and 7 shows a ram mechanisms 175 of one of the two longitudinal drive mechanisms 26 / 126. A ram 182 is mounted in a housing 183. A piston 180 extends rearwardly and has a large flange 180(a) and a rearward smaller flange 180(b). A pin 188 holds the ram 182 in longitudinal position in the housing 183. There is a bracket 187 with an aperture aligned with the piston 180. A crank arm 185 has a sleeve 184(a) for pivotal engagement with a pin 184(b) extending through the sleeve and holes in flanges 184(c) of the housing 183. Also, the crank arm 185 has a pair of cranked flanges with apertures 186(a) for engagement by a pin 186(b) with the forward end of the ram 182 at ram flanges 186(c). Referring to Fig. 8 the body frame 2 has a bracket 26 with downwardly extending splayed legs 26(a) and longitudinally aligned apertures 26(b) matching the diameter of the chassis’ piston 180. The frame 2 also has an eyelet 181 aligned with a bracket 187 on the chassis. The parts 181 and 187 are alternative brackets for vertical locking of the body to the chassis, not part of the longitudinal drive system 26 / 126. Importantly, the large flange 180(a) is received within the frame bracket 26 after the latter has been lowered onto it. Fig. 9 shows the arrangement with the body frame has been lowered onto the chassis. As shown in Fig. 9 the flange 180(a) is not visible, being with in the bracket 26. The piston 180 extends through the slot 26(b), and the bracket 26 is engaged onto the large flange 180(a). The crank arm 185 is not engaged, its forward end extending laterally. When engagement is activated by the driver, the ram 182 then contracts, pulling the crank pivot joint rearwardly so that the crank arm pivots about its main pivot joint 184 so that its tip (forward end) pivots inwardly and engages in the bracket 186 of the body frame. This leads to the position shown in Figs. 10 and 11, at which spring loaded cam locks 189 retain the crank arm 185 in engagement with the frame bracket 186. They prevent the safety catches from opening when the body is in the mounted position. The primary action of the mechanism 126 is that the piston rod 180 is pulled to the right (forwardly) by the force of hydraulic oil in the cylinder 182, causing it to pull the body frame 2 to the right via the flange 180(a) fixed on the piston rod 180 and the frame’s bracket 26. The force exerted on the ram simultaneously causes the cylinder 182 to move backwards (to the left) on a mounting slot thereby applying rear force at a joint 184 on the arm 185, causing it to tilt in the anticlockwise direction and thereby lean in against the frame and a stopper 186 to slot in on the back side of the stopper 186 when the frame is sufficiently forward. This lock can only be disabled when the ram 182 is caused to extend initially on the anchor slot to pivot the arm 185 clockwise, thus kicking out the front of the arm 185 clear of the stopper 186 and allowing the frame to slide rearwards from force of the piston 180. With reference again to Figs. 6 to 11, the body is supported on the legs 3 and the following operations take place under the direction of the cab’s controller. The truck is reversed under the body, until contact is made with a mechanical stop, positioned on the front of the body. The body is now lowered vertically onto the truck until the body is resting on the truck. It will position itself correctly with the aid of mechanical guides on the truck chassis. As the body is lowering, item 26, on the body, drops down over item 180(a). The body is now resting on the truck and securely attached to item 180(a) on the slide system. The slide system is now energized by supplying hydraulic oil to the annulus side of the slide cylinder 182. here are two slide systems, one at either side of the truck, but we only refer to one in this explanation, but both operate simultaneously. When oil pressure builds up in the annulus side, the slide cylinder 182 moves to the rear, until the crank arm 185 makes contact, with the catch 186. The crank arm 185 rotates about its pivot point, in an anticlockwise direction, viewed from above. When no further movement of the crank arm 185 is possible due to contact with catch 186, the slide cylinder rod 180 now starts to move towards the front and pulls the body towards the front of the truck. This movement continues until the body is fully forward in the attachment brackets 129, Fig 3(a). When this point is reached, the arm 185 will also lock into position, by rotating about its pivot, in an anticlockwise direction, viewed from above. This is achieved by having a slot in the main slide cylinder mounting, see item 182. The body is now in the mounted position, and both hydraulically and mechanically locked in this position. For an extra layer of security, the spring-loaded locking pins 189 are now engaged by the operator. The purpose of these is to prevent any possibility of the arms 185 moving clockwise as viewed from above. These lock pins are strong enough that it is not possible for the slide system to operate while they are engaged. So, even if the operator forgot about them, the slide system will not work while they are engaged. Finally, the hydraulic jacks are raised, until they fit into bosses on the body, see fig 5, detail I. The jacks lock the body to the truck, by preventing rearward movement of the body. They are redundant, due to the previous hydraulic and mechanical locking, but they will stop the body from moving, if there was a failure in the other safety systems. The body is secure and safe provided there will never be any rearward movement of the body relative to the truck. Three systems are used to prevent this movement during operation. Firstly, the slide hydraulic cylinders 182 are fitted with pilot operated check valves, so no movement is possible without hydraulic oil pressure from the supply pump, and this needs an input signal from the operator. The slide cylinder system is robustly built, so as it is strong enough on its own to prevent the body form moving. Secondly, the mechanical crank arm 185 fits behind the mechanical catch 186 on both sides of the truck. This arm is also robust and designed to prevent the body from moving to the rear. They will withstand all the forces on their own. Although they are an overcenter design, they lock more as they are loaded, we have decided to fit spring-loaded pins to these arms, to further secure them. As mentioned already, the pins will withstand the hydraulic forces if they are left engaged. Thirdly, the hydraulic jacks are a further mechanical lock to prevent the body from moving to the rear. The cylinders themselves and their housings are robustly built and are designed to prevent rearward movement of the body on their own. These hydraulic jacks are also fitted with pilot operated check valves, so they will not drop out of position when the truck and body are in operation. If they did begin to drop out of the safe position for some reason, a warning light is positioned in the cab, to alert the driver to the problem. During the above operations the hydraulic connections, the electrical connections and if required, the pneumatic connections are all connected automatically. Fig. 12 is a set of views showing details of the PTO drive coupling assembly, in which: Fig. 12(a) is a sectional view showing engagement of the central coupling pin 160 in the socket 122 of the PTO drive train, Fig. 12(b) is an enlarged view of detail D, showing spring biased engagement of the locking locator pins 123 with the coupler central pin 160, and Fig. 12(c) is an enlarged view of detail E showing the locator pin 123 more clearly. Figs. 13(a) and (b) and 14(a) and (b) show the end socket 122 of the truck cab’s drive train and the coupler 20 for the transport equipment. The socket 122 has a central pin socket 122(a) and four peripheral pin sockets 122(b). The coupler 20 has the central pin 160 and four satellite or peripheral pins 161. The central pin 160 has a tapered leading end and it is on-axis, thereby performing the function of achieving alignment of the coupler 20 with the drive train 120. The satellite pins 161 are retarded relative to the central pin 160, and they perform the function of transferring torque when the socket 122 rotates with the pins 161 in the sockets 122(b). This is shown clearly also in Fig. 14(c). Fig. 15(a) is an enlarged view showing how the lifting jack 150 has the additional function of acting as a lock to prevent mutual longitudinal movement by upward movement through the aperture 150(c) in the plate 150(a) of the body frame. The assembly (best shown in Fig. 3(b)) of the frame member 2, the cross beam 150(b) and the plates 150(a) are indicated as 70 in Fig. 15(a). Fig. 15(b) shows equivalent detail for one of the pair of forward jacks 151, in this case engaging in an aperture in a plate 71 of the body frame bracket 30, instead of beforehand engaging a structural member 30(a) for supporting the body frame 2. The sliding cylinders are prevented from moving when the truck chassis is not fitted with a body by both hydraulic pilot operated check valves and stops. The truck chassis brackets help to align the body into position latterly across the truck chassis when the body is being lowered as well as their main function to secure the body to the truck chassis. The stopper plate 180(b), Fig 9, acts to prevent the sliding cylinder assembly 182, Fig 7, from moving to the rear when a body is not fitted to the truck chassis. The spring-loaded cam locks 189 prevent the catches 185 from opening when the body is mounted on the truck chassis. Referring to Figs. 16 to 18 in another example the truck and the body also comprise a services coupler 200 for automatic coupling upon engagement of the truck with the body, for transfer of pneumatic, hydraulic and electrical power. One of the chassis beams supports a coupler side 201 and the corresponding truck body beam 101 supports a coupler side 202. In the de-mounted position shown in Figs. 16(a) to (f) there is a separation in the horizontal plane of 22 mm, and this is the distance covered upon automatic engagement of the drive coupler 20, the services coupler 200 and the drive coupler 20 being arranged to simultaneously engage with the coupling movement of the body relative to the truck chassis. Figs. 16(g) and (h) show the sides when engaged, As shown in Fig. 17 the body side 202 comprises a mounting pin 210 with a tapered end for guiding engagement of the sides, a pressure male hydraulic / pneumatic connector 211, a return male hydraulic / pneumatic connector 212, and two electrical male connectors 213. A bracket 214 secures the side 202 to the body frame 101. This drawings also shows a bracket 220 securing the side 201 to the truck chassis 2. Fig. 18 shows the truck side 201 in particular detail. There is a female mounting boss 230 for engagement with the mounting pins of the other side, electrical female electrical connectors 231, a pressure female hydraulic / pneumatic connector 232, and a return female hydraulic / pneumatic connector 233. The connectors on both sides are arranged so that they automatically engage for transfer of hydraulic, pneumatic and electrical power. With guidance by engagement of the pins 210 and the bosses 230 there is accurate and complete engagement of the opposing connectors without need for the driver / operator to do anything in addition to instructing the forward movement of the body frame on the truck chassis for engagement of the drive coupler. In use, the attachment system automatically attaches and locks the body 1 to the truck 100 by hydraulically moving the body longitudinally forward into position. This movement also engages the transport equipment drive coupler 20. A quick-change prepared body 1 with transport equipment is supported by the four stands 3 at a level higher than the truck chassis. The truck is reversed under the stand-supported body 1 to a position where mechanical stops prevent the truck from reversing further and the truck chassis frame is longitudinally aligned to the body subframe. The driver shuts down the engine, disembarks from the cab, and enables the system (with an independent power system), which initially extends the four hydraulic jacks 150 / 151 which raise the body 1 and allows the driver to remove or stow (for transport) the stands. With the stands 3 now removed and the body 1 supported by the hydraulic jacks 150 and 151, the next operation lowers the body 1 to where it becomes supported by the truck chassis 101. A sensor located on the truck chassis sends a signal that starts the extension of the longitudinal hydraulic cylinder mechanisms 126 which engage against the body brackets 26 to move the body 1 in a forward direction to a position where further forward movement is not possible. The body frame 2 is now attached to the truck chassis with the mechanical anchors 25, 27, 28, 29, and 31. The forward movement of the body frame 2 on the truck chassis 101 as described above is also used to engage the body’s coupler 20 to the truck’s PTO drive 120. This engagement is configured for automatic self centring and alignment, with flexible coupling to minimise vibrations and accommodate any distortions to the truck chassis that may occur during operation. Both the body coupler 20 and the PTO drive 120 are now engaged and locked in position. This is achieved and made fail safe by the following. The two hydraulic cylinder mechanisms 126 with pilot operated safety valves, thereby needing hydraulic power to move. Mechanical locking brackets 25 / 125, 27 / 127, 28 / 128, 29 / 129, and 31 / 131 which automatically engage when the body longitudinal position is fully forward. The ram 126 extends to push the body frame 2 forwardly to the longitudinal engagement position (Figs. 10 and 11), at which stage the bracket 186 is forward enough to be engaged by the locking pin through the arm 185 on the truck chassis. In this position the drive train 120 has been engaged by the coupler 20, with the leading pin 160 engaging in a corresponding socket of the drive train 120, and the locking pin 123 is then engaged in place to lock them in position longitudinally. The locating pin 123 on the female side of the drive train is spring loaded. When the male side 160 is fully engaged in the female side 121 the pin 123 snaps into a recess in the male side’s central locator 160 thereby locking into position. It can only be retracted with sufficient reverse pressure is applied to the body, rearwards as exerted by the powered system. Furthermore, once the body is in home position there is an interlock by engagement of the hooks 25, 27, 28, 29 and 31 on the body frame 2 with the corresponding hooks 125, 127, 127, 129, and 131 on the chassis 101. These hooks overlap longitudinally, and so vertical separation is prevented. Moreover, an interlock to prevent mutual longitudinal movement is activated, by the lifting jacks 150 and 151 extending vertically through apertures in the body frame 2. Hence, before engagement the lifting jacks 150 and 151 engage the body frame to support it, but when the body frame has been moved forwardly for engagement they are aligned with apertures in the body frame and so extend through these apertures and provide the interlock. Summary of Operation and Advantageous Features of some Examples of the Invention Advantageously, the system is activated and controlled by an electro-hydraulic control system with an enclosed closed control panel fitted to the chassis. The driver can disable the independent demountable system, thus preventing any inadvertent interference. The truck body is lowered onto the truck chassis by a vertical raise and lower system built into the truck chassis. During the lowering movement, the truck body is automatically guided into position on the truck chassis. When the body is lowered fully onto the top of the truck chassis, it is then moved forward towards the front by a horizontal longitudinal drive built into the truck chassis and to move the truck body to the front for attaching the truck body and, also to subsequently move the truck body to the rear for detaching the truck body. During the forward movement, the truck body is automatically guided into position on the truck chassis. At the end of this forward movement of the truck body, it is automatically secured and locked onto the truck chassis. During this forward movement of the truck body, the following systems are also automatically connected between the truck chassis and the truck body: The PTO drive. The hydraulic connections. The electrical connections. The pneumatic connections. At the end of the above sequence of actions, the truck body is safely attached to the truck chassis and is ready for operation. No further actions are required by the truck operator, other than to engage two spring loaded locking pins and to observe the safety warning light in the truck cab which informs the truck operator that the truck body is safe to use and properly secured and locked to the truck chassis. The above sequence of actions is reversed when the truck operator wishes to remove the truck body from the truck chassis. The invention provides the advantages of integrity of the coupling system, with an inbuilt automated and certifiable failsafe mechanism. The driver can safely be the only person involved in the coupling operation. There is excellent flexibility for coupling to different transport equipment. It is very beneficial that the system automatically engages the truck PTO drive system as well as attaching the transport equipment body unit to the chassis. The driver isn’t exposed to any danger by having to climb up on to the truck close to the engine, hot exhaust and rotating power take off shaft. The attachment system attaches and locks the body to the truck by hydraulically moving the body longitudinally forward into position. This movement also engages the transport equipment drive train mechanism. Components of embodiments can be employed in other embodiments in a manner as would be understood by a person of ordinary skill in the art. The invention is not limited to the embodiments described but may be varied in construction and detail. For example, it is envisaged that the pushing mechanisms may be mounted on the body frame to engage the chassis and push the frame forwardly. Also, it is envisaged that where jacks are used, they may be mounted to the frame and act to engage the chassis to lower the frame onto the chassis. As noted above, there may be no jacks, and the relative vertical movement is caused by the suspension of the truck cab chassis. 5 Also, the driven coupler may have sockets, and the truck PTO drive has pins, in an arrangement opposed to that illustrated. However, for reasons of safety it is preferred that the truck side has sockets, avoiding protruding pins which may be rotated when exposed.

Claims

1. A truck comprising a cab (100) with a drive train PTO (120) and a chassis (101), and a body (1) having driven equipment (10) on a frame (2) for releasably mounting to the chassis (101), wherein the truck further comprises a coupling system comprising:a controller,longitudinal drive mechanisms (126) for, under control of the controller, pushing the body frame forwardly relative to the chassis into an engagement position after the frame has been lowered onto the chassis, wherein the longitudinal drive mechanisms (126) are mounted on the chassis and are configured to slide the frame forwardly on the chassis, andlocks (25, 125, 150, 151) for automatically locking the chassis and the frame in the engagement position upon the longitudinal drive mechanisms pushing the body frame forwardly into the engagement position,a driven coupler (20) mounted to the body frame and a PTO drive coupler (120) mounted to the truck chassis, one coupler comprising a plurality of drive pins (160, 161) for automatically engaging in sockets (122(a), 122(b)) of the other coupler with said forward sliding motion.

2. A truck as claimed in claim 1, wherein the driven coupler (20) has said pins and the PTO drive coupler (120) has said sockets.

3. A truck as claimed in claim 1 or claim 2, further comprising a vertical drive to cause, with control by said controller, mutual vertical relative movement of the body frame (2) and the chassis (101) to come into contact before operation of the longitudinal drive mechanisms.

4. A truck as claimed in claim 3, wherein the vertical drive comprises jacks (150, 151), each mounted on one of the body frame and the truck chassis.

5. A truck as claimed in claim 4, wherein the jacks (150, 151) are mounted to the chassis and engage plates (150(a)) of the body frame for lowering of the body frame, and optionally said plates have a downwardly-depending rim (150(d)).

6. A truck as claimed in claim 5, wherein the jacks are aligned with apertures (150(c) in said frame brackets for vertical locking engagement when in the engaged longitudinal position.

7. A truck as claimed in any preceding claim, wherein the chassis and the frame comprise aplurality of brackets (25, 27, 28, 29, 31, 125, 127, 128, 129, 131) for overlapping engagement in the longitudinal direction upon said forward movement of the body frame.

8. A truck as claimed in any of claims 2 to 7, wherein the driven coupler (20) pins comprise a central pin (160) which is centrally on-axis of the coupler, and said pin is tapered for selfcentring.

9. A truck as claimed in claim 8, wherein the driven coupler pins comprise a plurality of satellite pins (161) which are spaced apart radially from the central pin and extend around the central pin (160) in the circumferential direction.

10. A truck as claimed in claim 9, wherein the satellite pins (161) are retarded with respect to the central pin, so that they engage only after the central pin has engaged.

11. A truck as claimed in any of claims 2 to 10, wherein the PTO drive coupler comprises at least one locating pin (123) which is spring biased to extend through a socket (122) wall and engage a coupler pin (160).

12. A truck as claimed in claim 11, wherein there are a plurality of locating pins (123).

13. A truck as claimed in any preceding claim, wherein the longitudinal drive mechanismseach comprise a lock (185) for automatically engaging a corresponding lock part (186) on the body frame.

14. A truck as claimed in claim 13, wherein the longitudinal drive mechanism lock part comprises a pivotable crank arm (185) arranged to rotate to engage with the frame lock part.

15. A truck as claimed in claim 14, wherein the longitudinal drive mechanism is configured to cause the crank arm to tilt simultaneously with driving the frame so that there is automatic locking.

16. A truck as claimed in claim 15, wherein a piston rod (180, 180(a)) is arranged to push the body frame (26) and a ram cylinder (182) is arranged to move in the opposite direction to tilt the locking arm (185).

17. A truck as claimed in any preceding claim, further comprising a services coupler (200) having a coupler side (201) secured to the chassis (101) and a services coupler side (202) secured to the body frame, and said coupler sides each comprises a plurality of electrical and / or hydraulic and / or pneumatic connectors for automatic inter-engagement with said movement of the longitudinal drive mechanisms.

18. A coupling system for coupling a truck cab with a body having driven equipment on a fame, the coupling system comprising:longitudinal drive mechanisms (126) configured to push the body frame forwardly relative to the chassis into an engagement position after the frame has been lowered onto the chassis,locks (25, 125, 150, 151) configured to lock the chassis and the frame in the engagement position,a drive coupler (20) for the body comprising a plurality of pins (160, 161), and a PTO drive coupler (120) for the truck and having sockets (121) to receive said pins upon forward sliding motion of the body under action of the longitudinal drive mechanism.A

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