Trailer Hitch Yaw Locking Mechanism for Reversing
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Solution Overview
Problem
Conventional trailers face challenges in maneuvering and backing up, especially when not aligned with the towing vehicle, due to their three-axis freedom of motion, which limits directional options and causes tire wear during turns and reversals.
Innovation Solution
A trailer design that locks the yaw axis while maintaining independent control over the three axes of rotation, employing a trailing link caster type steering system with electro-hydraulic motors and a spring-loaded Vee-Groove clamp to center and secure tie rods, allowing the trailer to follow curvature passively and minimize tire wear.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a ball shaped hitch is used to allow relative motion between towing vehicle and trailer, then the trailer can maneuver freely in three axes, but the direction of travel is limited during backing and the trailer cannot follow directly behind the vehicle when misaligned
Solution Approach 1:
The three axes of rotation are separated and controlled independently. The vertical pivot axis (yaw) is locked through a receiver collar inserted rigidly into the towing vehicle, the longitudinal pivot axis (roll) remains free to rotate through a round collar, and the lateral axis (pitch) remains free to rotate through a round collar that pivots up and down on its mount.
Solution Approach 2:
Instead of allowing free rotation on the vertical yaw axis as in conventional ball hitches, this invention locks the yaw axis and allows free rotation on the longitudinal roll axis, inverting the traditional approach to achieve direct trailing behind the vehicle.
2Adaptability or versatility
If conventional trailers are used with three-axis freedom of motion, then the trailer can accommodate various loading conditions, but tire wear increases during turns and reversals due to side loads
Solution Approach 1:
The three axes of rotation are separated and controlled independently, with the vertical yaw axis locked to prevent side loads during turns and reversals, while the longitudinal and lateral axes remain free to accommodate loading conditions.
Solution Approach 2:
The invention inverts the conventional approach by locking the vertical yaw axis instead of allowing free rotation, thereby eliminating side loads and tire wear while maintaining load carrying capability through the free-rotating longitudinal and lateral axes.
3Ease of operation
If a rigid hitch connection is used to lock the trailer directly behind the vehicle, then backing and parking in tight spaces becomes easy, but the trailer cannot accommodate misalignment between vehicle and trailer
Solution Approach 1:
The hitch connection is segmented into three independent rotational axes: the vertical yaw axis is locked for direct trailing, while the longitudinal roll axis and lateral pitch axis remain free to rotate, allowing the trailer to accommodate misalignment between vehicle and trailer.
Solution Approach 2:
Different parts of the hitch connection have different rotational characteristics: the vertical yaw axis has rigid locked connection for stability, while the longitudinal and lateral axes have free rotation capability for alignment tolerance, creating local quality variations in the hitch system.
Data Source
AI summary
A trailer having a hitch assembly, intended to be used with a receiver on the towing vehicle, enables the vehicle/trailer pair to back up easily by locking the trailer's orientation relative to the towing vehicle. The vertical pivot axis (yaw) may be locked while the lateral (pitch) and longitudinal axes (roll) may remain free to rotate to allow for bumps and dips in the road. Furthermore a steerable suspension can be provided for many embodiments such as with an actuator receiving a signal from the back up wiring of the vehicle to change the mechanical constraints of the steering system upon receipt of the signal (such as to lock the position of a first tie rod connecting the wheels to the frame while freeing another, and possibly altering the angle of the wheels relative to the frame in the process). Meanwhile a toe-in effect of the wheels can be achieved by using multiple tie rods with a front tie rod bent rearwardly towards a rear tie rod.