Truck tractor straightening unit

Abstract

The present invention relates to a tractor straightening unit used to prevent the tractor (1) parts of trucks from damaging the tractor (truck) to which it is connected by rotating around its own sudden center of rotation outside the driver's control. Heavy damages occur after the trailer (7) and tractor (1) turn 90ᵒ due to some road and weather conditions while the trucks (tractors) (1) are traveling. In order to completely prevent or minimize these damages, the trailer straightening unit of the invention is used. The unit of the invention operates with a pneumatic system.

Description

[0001] TRUCK TRACTOR STRAIGHTENING UNIT

[0002] This invention relates to a tractor and trailer straightening unit used to prevent the drive wheels that enable trucks to move forward from damaging the tractor (truck) and trailer to which it is connected by turning around its own sudden center of rotation outside the driver’s control in case of gas opening and gas closing.

[0003] In some cases when trucks, which are considered as heavy vehicles, are traveling loaded / unloaded, in case of overpowering the tractor, the number of turns of the drive wheels of the tractor is higher than the number of turns of the trailer wheels without drive power, the tractor involuntarily performs a rotation in a different direction. Or, in the absence of throttle, the drive wheels rotate less than the non-drive wheels. The same problem mentioned above occurs in this case. For this reason, the tractor turns around unintentionally and causes major damage to the truck. The product of the invention has been developed to prevent this out-of- control rotation and / or to minimize the damage that may occur.

[0004] The invention is conceived as a system that can only prevent such accidents in trucks, can switch from uncontrolled accidents to controlled accidents or protect the truck with minimal damage.

[0005] STATE OF THE ART:

[0006] As far as the state of the art is concerned, there are different assemblies that protect the truck in the event of a trailer overturning at sudden bends or in similar accident situations.

[0007] In the product mentioned on the website https: / / www.dataintrans.com.au / trailer-check / an electronic system is described: ‘When a prime mover, terminal tractor, A-trailer or dolly or is reversed under the semi trailer, Trailercheck triggers a red warning light and an alarm commences sounding. Only once all parameters of a correct coupling have been validated, the system will display a green light and the alarm will stop sounding.’

[0008] In the patent document no. AU 2018241166 B2, title ‘SAFETY APPARATUS FOR A FIFTH

[0009] WHEEL COUPLING’, an invention is described by summarizing as follows: ABSTRACT

[0010] A safety apparatus for a fifth wheel coupling having locking jaws arranged to detachably couple to a trailer having spring applied air brakes, the fifth wheel coupling (5) comprising a locking component that is moveable between a first position whereat the locking jaws are in a coupled state and a second position whereat the locking jaws are in a decoupled state, the safety apparatus comprising: (a) a pneumatic valve arrangement that is pneumatically coupled to both (a) a constant air pressure supply; and (b) an air park brake supply which supplies pressurised air to the spring applied air brakes; (a) a 10 mechanical actuator that is mechanically coupled to the locking component and configured to mechanically actuate the pneumatic valve arrangement when the locking component moves from the first position to the second position, thereby causing the pneumatical valve arrangement to block flow in an air park brake supply line for preventing the spring applied air brakes from releasing.

[0011] In the abstract of the patent GB433920A, title ‘Automatic coupling device for towed vehicles’, an invention is described:

[0012] Abstract:

[0013] 433.920. Tractor trailer couplings. KUTSUKIAN, F., 171, Rue d'Aguesseau, Boulogne-sur- Seine, France. Jan. 1, 1935, No. 48. Convention date, Sept. 28, 1934. [Class 79 (iii)] An automatic coupling arrangement for road vehicles comprises, preferably on the tractor, a platform (1), Figs. 1 and 2, with an approach ramp (2) and an upstanding pivot pin (3) and, on the other vehicle, such as a semi-trailer, a tilting and rotatable plate (19), Figs. 3 and 4, with rollers (28) to ride up the ramp, jaws (23) to engage the pivot pin (3) and a trailing pin (31) adapted to engage a guide track (4) in the ramp. Latches (21) secure the pivot pin in the jaws (23) and a pivoted hook (9) under the platform (1) engages the trailing pin (31), the tilting plate thus being doubly secured to the platform in directional alignment independently of the angle of approach of the vehicles during the coupling operation. The plate (19) is pivoted by trunnions (26) mounted in bosses on a turntable element (27) which is rotatably connected to the trailer frame by an annular bearing (29), an upper flange on the member (27) being engaged by a retaining plate (30). The latches (21), constrained by springs (22), allow entry of the pin (3), coupling engagement being cushioned by a spring-pressed plunger (24). On the platform (1), the rollers (28) ride into recesses (28a) to allow the surface of the plate (19) to bear on the platform. The secondary coupling hook 9, pivoted at 10, is formed with an inclined nose 9 so that it is pressed aside by the pin 31, reclosing thereon under the pull of a spring 11. Uncoupling is effected by rocking a lever 8. By means of a handle (17), a plunger (7) presses the latches (21) apart and a traction rod (16) withdraws the hook (9), the tail (15) of the hook being caught in a notch (14) in a lever (12) pivoted at (18) and constrained by a spring (13). An arm (12a) provides for manual release of the lever (12) although the pin (31) as it passes the nose of the lever normally effects such release. The pivot pin (3) is formed with a mushroom head (5) holding the plate (19) down on the platform. A rod (33) passing through the pivot pin (3) and adapted to be raised against the action of a spring (6) provides for actuation of the trailer brakes from the driver's seat through linkages (34, 35).

[0014] In the document no GB1322830A, title ‘Fifth wheel for connecting a trailer to a tractor, the following invention is described:

[0015] Abstract:

[0016] 1322830 Operating arm for fifth wheel J P K FONTAINE 23 Nov 1971 54381 / 71 Heading B7T A fifth wheel having a jaw (14) and wedge (16) for securing a king-pin K is provided with a platelike operating arm (23) detachably pivoted at 49 and having two open-sided slots (33 and 37) with tongues (36 and 39) for engaging depending pins (28 and 29) of the wedge and jaw respectively and moving same to an uncoupling position on pulling an operating handle (52), the slots (33 and 37) being configured and relatively dimensioned so that the wedge is moved first. A bumper (19) having a detent (19a) is pivoted to the arm to hold the parts in the uncoupled position but on insertion of the king pin the bumper is released and the parts automatically return to the coupling position under springs (17, 18 and 24). The arm (23) is provided in the area of the slots (33, 37) with a reinforcing bottom plate (41) which also serves to prevent the pins (28 and 29) from falling out. The arm travels in slots (42 and 44) in braces of the frame of the fifth wheel.

[0017] In the patent no. US4531274, title ‘Unlatching tool to uncouple semi-trailer trucks’, the following apparatus is described:

[0018] Abstract: An unlatching tool to uncouple the trailer from the tractor of semi-trailer truck rigs, comprising a foldable elongated bar having a hand grasp at one end and a combination safety release arm plus unlatching hook at the opposite working end. The safety release arm extends at a right angle from the working end of the bar and in one direction from the bar, while the unlatching hook extends outwardly from the bar in the opposite direction and set back from the working end a short distance. When the unlatching hook engages the coupling latch which locks the king pin of the trailer to the tractor, the safety release arm extends forward of the unlatching hook just far enough to bear against the safety release mechanism which can be moved to the safety release position by a partial rotation or twist of the bar while at the same time pulling on the bar to draw the coupling latch to the unlatched position. The trailer can then be uncoupled from the tractor. The previous way of unlatching the coupling mechanism was to reach under the trailer to grasp the latch by hand, and at the same time try to hold the safety in the release position. The elongated bar is pivoted in the center so it can be folded to a convenient length for drivers to carry with them as a personal item for use with whatever rig they may be assigned to drive.

[0019] In the patent document no. US5378007, title ‘Trailer hitch uncoupling apparatus and method of use’;

[0020] Trailer hitch uncoupling apparatus and method of use

[0021] Abstract:

[0022] The present invention provides an easily stored, compact apparatus useful by a truck driver to release either a trailer hitch latch or a rear wheel carriage latch both of which are often difficult to unlatch. The first component of the apparatus comprises an elongate bar with a hook on one end. A second component comprises a lever which is pivotally and adjustably attached to the bar. When the lever is pressed and pivoted against the side of the trailer and with the hook engaging a respective trailer hitch or rear wheel carriage latch, the apparatus acts to release the latch.

[0023] In addition to the above-mentioned documents on the state of the art, there are other publications numbered US7926832 and US9027949 and other similar publications. In addition to these, MAN R&D Center has initiated designs through magnetization, but they have given up due to the lack of positive results,

[0024] In addition, there are studies on the power transmission method used by VOLVO in the tractors of its own trucks and activated at the moment of the vehicle slipping.

[0025] It was observed that the magnetization could not fulfill its task properly without fulfilling its task before conditioning and the disadvantage of Volvo’s product was that the system did not work as desired due to the fact that the road and weather conditions in different countries were not taken into consideration. This design is more suitable for highways and European countries.

[0026] The advantages of the invention over the problems encountered in the prior art applications are as follows:

[0027] In the same purpose products made with existing magnetization, some serious problems persist due to the fact that the magnetization cannot be removed immediately after the trailer is prevented from turning in the unwanted direction. However, in the present invention this problem is eliminated by means of a pneumatic system and it is possible to use it in all road conditions.

[0028] The unit of our invention is to enable the driver to have a controlled accident by preventing the occurrence of an accident completely or accident with heavy damage by activating the system in case the driver panics in case of slipping.

[0029] This is because in the event of a shear at the moment of slippage, it becomes very difficult for the tractor to steer the trailer. Since the truck is rear-wheel drive, in such a situation the rear wheels try to steer the tractor instead of the front wheels.

[0030] In all these publications, there is no apparatus or system similar to our invention, the TRUCK TRAILER STRAIGHTENING UNIT.

[0031] The unit of the invention is then described through drawings and exemplification. Description of the Drawings:

[0032] Fig. 1 is a side view of any truck using the unit of the invention. (A view on a truck for a clearer understanding of how the unit of the invention is used).

[0033] Fig. 2 is a perspective view of any truck using the unit of the invention.

[0034] Fig. 3 A is the detail view.

[0035] Fig. 4 is a perspective view of the King Pin and Plate which provide the connection between the trailer and the tractor in the unit of the invention.

[0036] Fig. 5 is a top view of the connection plate of the King Pin and Plate in the unit of the invention.

[0037] Fig. 6 is a bottom perspective view of the connection of the King Pin and Plate in the unit of the invention.

[0038] Fig. 7 is a top view of the straightening bearing in the unit of the invention.

[0039] Fig. 7A is a perspective view of the straightening bearing in the unit of the invention.

[0040] Fig. 8 is a view of section B-B.

[0041] Fig. 9 is a bottom view of the straightening bearing in the unit of the invention.

[0042] Fig. 10 is a view of section D-D.

[0043] Fig. 11 is a side view of the connection form in the truck trailer of the unit of the invention.

[0044] Fig. 12 is a view of section E-E.

[0045] Fig. 13 is a view of Detail F.

[0046] Fig. 14 is a view of Detail G.

[0047] Fig. 14-A is a view of Detail J.

[0048] Fig. 15 is a perspective view of the disassembly (exploded) of the unit of the invention.

[0049] Fig. 16 is a view of Detail H.

[0050] Fig. 17 shows a pneumatic connection diagram

[0051] Fig. 18 shows an electrical diagram

[0052] Description of the reference numbers used in the drawings:

[0053] 1- Truck (tractor)

[0054] 2- Trailer connection plate (plate)

[0055] 3- King pin

[0056] 3.1- King pin trailer connection slot 4- Pneumatic cylinder mounting slot in the trailer connection plate

[0057] 4.1- Mounting bolt holes

[0058] 5- Pneumatic cylinder (1 Al; 1A2)

[0059] 5.1- Pneumatic piston

[0060] 5.2 Pneumatic piston hemispherical end part

[0061] 6- Straightening bearing

[0062] 6.1- Straightening bearing internal clearance

[0063] 6.2- Connection lugs

[0064] 6.3- Straightening bearing slots at the bottom of the trailer

[0065] 7- Trailer

[0066] Rl; R2: Straightening bearing internal clearance radii

[0067] SI; S2: Sensors

[0068] S3 : Control button

[0069] S10: Emergency stop button

[0070] Y2; Y3 : Coil

[0071] 1V1;2V1: Valve

[0072] K1; K2; K3; K4: Relays

[0073] DETAILED DESCRIPTION OF THE INVENTION:

[0074] Heavy damages occur after the trailer (7) and tractor (1) turn 90° due to some road and weather conditions while the trucks (tractors) (1) are traveling.

[0075] In the tractor (1) straightening unit of the invention, the trailer (7) and the tractor (1) can work together by placing the King Pin (3), which is mounted on the trailer (7) with bolts to the King Pin trailer connection slot (3.1), into the plate (2) mounted on the tractor (1).

[0076] The object of the invention is to completely prevent the above-mentioned damage(s) from occurring or to ensure that the truck is rescued with minimal damage. Due to the road conditions, 90% of the trucks that have swerved (i.e. the angle between the tractor (1) and the trailer (7) is less than 180° to form a scissors) cross into the opposite lane and reduce the safety of life and property is generally the result in accidents. For this purpose, the improvements were made on the trailer (7) and the plate (3) (mounted on the tractor) shown in Fig. 1, Fig. 4 and Fig. 11.

[0077] The straightening bearing (6) shown in Fig. 7 and Fig. 7-A are mounted in the underframe of the trailer (7) by bolted connection or welded joint by opening two slots (6.3) on the right and left sides centering the longitudinal axis of the trailer (7). For bolted connection, the connection lugs (6.3) are positioned around the straightening bearing.

[0078] Said straightening bearing (6) is placed in two slots (6.3) opened in the underframe of the trailer (7) according to the radius of curvature determined based on the center of the king pin (3).

[0079] Likewise, the pneumatic cylinders (5), which will fulfill the locking function, are mounted on the two side parts of the plate (2) with connection bolts. Two holes (4) were drilled on the two side parts of the plate (2) in such a way that the pistons (5.1) of the pneumatic cylinder (5) can work comfortably. Mounting bolt holes (4.1) are also drilled for mounting the pneumatic cylinders (5) on the plate (2).

[0080] In the event of any adverse situation while the vehicle is in motion, i.e., in case the trailer (7) and tractor (1) rotate and fold differently with respect to each other, the pneumatic cylinders (5) mounted on the plate (2) are activated by pressing the Straightening Control System control button (S3) located in the driver’s cab, and by moving the pneumatic pistons (5.1) into the straightening bearing (6) on the trailer (7), the trailer (7) is prevented from turning in an undesired direction independent of the tractor (1). As soon as the vehicle is in the normal driving position, the pneumatic pistons (5.1) are returned to their original position by means of the tractor straightening unit of the invention.

[0081] The pistons (5.1) of the pneumatic cylinders (5) move towards the bearing clearance (6.1) (a parabolic clearance) opened in the straightening bearing (6) detailed in Fig. 14 when the Straightening Control System is activated. The inside of the straightening bearings (6) is machined parabolically from the bottom to the base of the bearing and the bearing clearance (6.1) is formed. The two long sides of the bearing clearance (6.1) are made parabolic according to a certain radius (Rl; R2). The pistons (5.1) move in curves in the bearing clearance (6.1) in these straightening bearings (6). Fig. 15 and Fig. 16 show the disassembly state (exploded perspective view) of the straightening unit. As can be seen in the view of Detail G given in Fig. 14, the end part (5.2) of the pneumatic piston (5.1) is made in a semi-spherical shape. The reason why the end part (5.2) is semi-spherical is that during the straightening of the trailer (7), the pneumatic piston (5.1) can be moved upwards in the vertical position and can easily fit into the bearing clearances (6.1) in the straightening bearings (6) on the underframe of the trailer (7). When the pneumatic pistons (5.1) are moved upwards towards the bearing clearance (6.1), due to the parabolic shape given to the bearing clearance, the trailer (7) and the truck (tractor) (1) are in the same direction and thus the tractor (1) moves in the desired position.

[0082] Two types of pneumatic elements are used in the straightening unit of the invention. These are single and double stage pneumatic cylinders (5).

[0083] The novel and critical feature of the invention is the pneumatic cylinders (5) and their pistons (5.1) that will perform the straightening with the instant straightening control system (located in the driver’s cab). Another novelty is the parabolic machining of the inner surfaces of the straightening bearings (6.1) in which the pistons (5.1) will run, towards the base of the bearing (6). In this way, the pistons (5.1) follow a graceful parabolic course in the bearing clearance (6.1) to the bottom of the straightening bearing (6).

[0084] Fig. 17 shows the pneumatic diagram and Fig. 18 shows their electrical diagram (Control Unit).

[0085] The operation mode of the system is as described below:

[0086] The system basically detects the angle difference between the tractor (1) and the trailer (7) to prevent uncontrolled sliding of the truck trailer. In order to prevent the trailer (7) from deviating more than the foreseen deviation without a conscious turn by the driver, the pneumatically automatically controlled system aligns the trailer (7) with the tractor (1). When the pistons (5.1) are actively engaged, the total course length in the straightening bearing is 100 mm. In order to provide this function, there are sensors (SI and S2) on the tractor (1) and trailer (7) side of the system. There is also a control (S3) in the driver’s cab for front positioning. Emergency stop button (S10) is used to disable the system in case of emergency. The system requires energy of 24V DC and compressed air of 7 bar.

[0087] Relays (KI, K2, K3 and K4) send electrical power to the work line depending on the signal from the sensor and manual controls. Y2 and Y3 are the coils of the valves (1V1; 2V1).

[0088] The slippage of the trailer (7) of the tractor (1) while moving on the road is detected with the help of switch (S2). The switch (S2) indicates that the system is deflected inductively, magnetically, mechanically, optically or by any other means.

[0089] When a deviation occurs, the switch (SI) detects whether the tractor is currently maneuvering. The relay (K2) is triggered if there is maneuvering. If there is no maneuvering, the relay (K2) is not active and its normally closed contact allows the passage of electrical current. The system triggers the other relay (K4) via the normally open contact of the relay (K3) triggered by the switch (S2). By changing the position of the valve (2V1) with the help of the coil (Y2) via the normally open contact of the relay (K4), the pneumatic system allows the cylinders (1A1) and (2A1) to move forward quickly along the entire course. In this way, locking occurs and the system fulfills its purpose. The position of the valve (1V1) is ignored for operation.

[0090] The driver can use the control button (S3) to increase the response speed of the system. When the control button (S3) is closed, the (contact) system switches to the front position by triggering the relay (KI). Pneumatic cylinders 1A1 and 2A1 rise 2 cm and move to standby position. If the emergency stop button (S10) is installed and the tractor (1) is not maneuvering (relay (K2) is not active), the pneumatic system energizes the coil (Yl) via the normally open contact of the relay (KI) to change the position of the valve (1V1). In this case, the pneumatic cylinders (5) (1 Al and 2A1) ensure that the pistons (5.1) move to the front position.

[0091] The front position is activated if the driver senses potential risks, depending on the road situation, and the system’s response speed is increased. In the maneuvering state, the switch (SI) goes into standby at the starting point when the system cancels the front position (by triggering the relay (K2)). When the maneuvering is finished, the pneumatic cylinders (5) (1A1 and 2A1) are back in the front position. The front position means that a 20-mm part form the end part of the piston (5.1) is held in the straightening bearing (6).

[0092] During the front position, the valve (2V1) is de-energized. In the event of a deviation in the trailer (7), the system automatically activates the valve (2 VI) by energizing it and moves to the final position. By ensuring locking, it minimizes the risk of accidents. When the danger is over, the system moves back to the front position. If the driver cancels the front position, the system actively waits at the starting point.

[0093] When the emergency stop button (S10) is pressed in case of any possible negativity, the system cancels the straightening process and goes to the starting position and is deactivated.

[0094] The tractor (1) straightening unit of the invention is novel with the features described above. It can be used with pneumatic cylinders and pistons (5; 5.1) of different diameters. Although the pneumatic system elements and the pneumatic working system may change, the main element and novelty of our invention is that the straightening bearings (6) positioned at the bottom of the trailer (7) are locked to the plate (2) by means of pneumatic cylinders (5), and the trailer (6) and the tractor (1) are brought in the same axis by the internal clearance of the bearings (6), i.e. the parabolic geometry of the bearing clearance (6.1) according to the invention. The operation of this locking straightening process cannot be limited to the operation mode described above.

Claims

CLAIMS1. A truck tractor (1) straightening unit, characterized in that it comprising of at least two pneumatic cylinders (5) positioned on the plate (2) providing the connection between the tractor (1) and the trailer (7); a straightening bearing (6) positioned in two slots (6.3) opened in the underframe of the trailer (7) according to the radius of curvature determined based on the center of the king pin (3).

2. A truck tractor (1) straightening unit according to claim 1, wherein it is a turck tractor (1) straightening unit characterized in that in case the trailer (7) and tractor (1) rotate and fold differently with respect to each other, the pneumatic cylinders (5) mounted on the plate (2) are activated by pressing the Straightening Control System control button (S3) located in the driver’s cab; by moving the pneumatic pistons (5.1) into the straightening bearing (6) on the trailer (7), the trailer (7) is prevented from turning in an undesired direction independent of the tractor (1); as soon as the vehicle is in the normal driving position, the pneumatic pistons (5.1) are returned to their original position.

3. A truck tractor (1) straightening unit according to claim 1, wherein it is a plate (2) characterized in that there are two holes (4) on the two side parts so that the pistons (5.1) of the pneumatic cylinder (5) can operate, and mounting bolt holes (4.1) for mounting on pneumatic cylinders (5).

4. A truck tractor (1) straightening unit according to claim 1, wherein it is a straightening bearing (6) characterized in that a bearing clearance (6.1) (a parabolic clearance) is formed by machining the inside in a parabolic shape from the bottom to the base of the bearing;- the two long sides of the bearing clearance (6.1) are made parabolic according to a certain radius (Rl; R2);- it provides that the pistons (5.1) move in curves in the bearing clearance (6.1).A truck tractor (1) straightening unit according to claim 1, wherein it is a pneumatic cylinder (5) characterized in that the end part (5.2) of the pneumatic piston (5.1) is made in a semi -spherical shape.

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