Vehicle transport trailer

A vehicle transport tractor and trailer of the stinger-steered type including a specialized sliding track and pivotal head ramp used in connection with the tractor. The combination is capable of transporting a load of nine large cars, or as many as ten small cars with equal facility. The tractor and trailer combination is likewise capable of handling an important variety of mixed loads which are commercially needed and include vans and pick-up trucks as well as conventional cars and station wagons.

BACKGROUND OF THE INVENTION 
This invention relates to a "stinger-steered" trailer which is a trailer 
with a low height mounting such that a supporting horizontal framework is 
built to the rear of the rear wheel of the tractor. The horizontal support 
is generally below the center line of the axles of the rear wheels on the 
tractor. Other vehicle transport systems utilizing head ramp tracks of one 
type or another but requiring extensive vertical support structure forward 
of the tractor itself are shown in the following U.S. patents: U.S. Pat. 
No. 3,690,717, issued on Sept. 12, 1972 to Taylor for "Vehicle Transport"; 
U.S. Pat. No. 3,343,865 issued on Sept. 26, 1967 to Stewart for "Vehicle 
Transport"; U.S. Pat. No. 3,084,970 issued to Day on Apr. 9, 1963, for 
"Vehicle Carrying Tractor-Trailer"; and U.S. Pat. No. 3,589,767 issued on 
June 29, 1971 to Stewart for "Vehicle Transport." None of these prior art 
references shows a head ramp structure or trailer comparable in 
construction or function to that of the present invention. 
SUMMARY OF THE PRESENT INVENTION 
The present invention relates to stinger-steered vehicle transport trailers 
with a novel tractor head ramp allowing for carriage of a forward vehicle 
with or without overhang in accordance with the particular state law which 
may control the situation. The present invention further relates to a 
novel arrangement of intermediate and rear tracks on the trailer which in 
combination with the head ramp arrangement and the allowable order of 
loading and unloading provides a greatly increased capacity of vehicle on 
the combined tractor and trailer and, further, a greatly increased variety 
of mixed loads which may be required to allow for the necessary mix of 
vehicles from factory or assembly plant to the individual dealers.

DETAILED DESCRIPTION OF THE INVENTION 
The vehicle transport of the present invention is shown in its entirety 
with the tractor 40 best shown in FIG. 1. The trailer is indicated 
generally by the numeral 42 in FIG. 2. The tractor 40 has a main frame 44 
on which there is supported the forward end of the trailer 42. The trailer 
42 has a main frame 46 which supports a superstructure including a number 
of rigid parallelly spaced and like vertical side members each fabricated 
from rigid structural members and connected in a common vertical frame to 
form a truss-like load supporting structure of a substantial vertical 
height and strength. The trailer 42 further includes a number of different 
and separately actuated tracks, certain of which are moveable in a 
predetermined sequence and manner as will be described hereinafter to 
provide a versatility of loading capacity and of vehicle mix not possible 
with presently known vehicle transport systems. The several moveable 
tracks are generally shown in their lowermost position, in one or more 
intermediate positions, and finally in their uppermost position in solid 
line form. The three uppermost tracks on the trailer 42 are denoted by the 
numerals 51, 52, and 53 respectively. The lowermost tracks on the trailer 
42 are denoted by the numerals 54, 55, 56 and 56a, 57 and 57a, and 58. 
A further forward group of tracks is provided on the tractor 40 which 
includes a track 61a which is a permanent horizontal track, track 61b 
which is an adjustable and slidable horizontal track, track 62a which is 
adjustable at its rear end and at its front end is attached to the rear of 
the track 61a through a hinged connection. A further track 63a is attached 
at its front to a side panel to provide an inclined level position. The 
track 63a has coupled to it a hydraulic cylinder 163 and an associated 
telescoping tube 165 for raising it upward and downward. The track 64a is 
a permanent track and includes a wheel pocket positioned in it. It is 
equipped with a pocket cover 65 that is swingable through a 180.degree. 
arc to rest flat against the horizontal surface, i.e. the top surface of 
the track 64a. The track 65a comprises a wheel housing positioned over the 
rear wheels of the tractor 40. Attached to the track 65a is an additional 
track 66a which track has a hinge point welded to the rear of the track 
65a. At the rear portion of the track 66a there is provided a sliding tube 
associated with a hydraulic cylinder 67 which is operable to raise the 
rear of the track 63a. To the rear side of the telescoping tube associated 
with the hydraulic cylinder 67 is located a small short stroke cylinder 69 
which is operable to lift the track 66a. It will be seen that the track 
66a is required due to close tolerance clearances under the rear of the 
lower vehicle in relation to the vehicle which would be carried on the 
track 54 of the trailer. 
FIG. 3 is a sectional view taken through the track 61a and it shows the 
horizontal sliding track 61b on top thereof with a hydraulic cylinder 74 
located at the left-hand side of the drawing. 
FIG. 4 is a cross-sectional view taken through the track 62a further 
showing the telescoping tube 81 for the raising and lowering of the track 
62a. 
FIG. 5 is a cross-sectional view taken through the track 63a. 
FIG. 6 shows a cross-sectional view taken through the structure provided 
for carrying the cylinder 78 for lifting the front of the track 63a. 
FIG. 7 represents a cross sectional view taken through the track 64a 
showing the pocket formed therein. 
FIG. 8 is a cross sectional view showing the shape of the track 65a. 
FIG. 9 is a cross section showing the configuration of the track 66a. 
FIG. 10 is a cross section taken through the telescoping tubes 81, 82, and 
the cylinder 83 associated with the track 62a. 
FIG. 11 is a section taken through the telescoping hydraulic tubes 85 at 
the rear of the track 63a. 
FIG. 12 is a cross sectional view taken through the track 61a showing the 
hydraulic tube 87 and cylinder 89 for adjusting the track 61b forwardly or 
rearwardly. 
FIG. 13 is a cross sectional view taken of the track 58 in the rear portion 
of the trailer 42. 
FIG. 14 is a cross section taken at various points on the drawings of FIGS. 
1 and 2 showing in each case a telescoping tube 92 within a corresponding 
tube 94 and a hydraulic cylinder 96 coupled thereto for lifting or 
adjusting various parts of the associated tracks. 
FIG. 15 is substantially the same as FIG. 14 but shows the cylinder 96 
attached to the slider combination of tubes 92 and 94 in the rear instead 
of in the front. 
FIG. 16 is a cross section taken at the front of the track 56 showing a 
sliding tube 98 located in a cross member 100 for supporting the front of 
the track 56 in its up or loading position. 
FIG. 17 is a section taken through the track 56 showing the track 56a 
lifted onto its associated stand 102. 
FIG. 18 is a section taken of a pair of struts 104 and 106 connected to the 
rear of the track 58. 
In each of the schematic drawings illustrating the different exemplary 
mixed vehicle loadings, that is in FIGS. 19 through 31, the vehicles carry 
a Roman numeral designation which shows the sequence in which they are 
loaded on the trailer 42. This sequence is, of course, sometimes critical 
with respect to handling of the several tracks involved, particularly with 
respect to their being elevated and lowered between the loading and 
carrying positions. Detailed descriptions will be given hereinafter for 
the representative loadings shown in FIGS. 19 through 31. The movement of 
the upper tracks 51, 52, and 53 is generally vertical and is accomplished 
in each case through an associated hydraulic of pneumatic elevating 
mechanism. 
It will be understood that during the loading process it is necessary in 
some cases to temporarily position skids in order to bridge spaces left 
intermediate the several different tracks or between the rearward end of 
the trakc 53 or 58 and ground so that the vehicles may be loaded. Examples 
of such jumpers or loading skids are identified in FIG. 1 by the numerals 
110 and 110a. 
It will also be seen that each of the several tracks which are moveable 
between lowermost and uppermost positions have such positions indicated 
with the general path or arc of movement identified by arrow pointed 
leads. The intermediate or loaded position generally lies somewhere 
between the separated uppermost and lowermost positions. In certain of the 
loadings, the procedures followed are substantially the same so that it is 
possible to discuss these in groups. For example, for the nine car 
loadings shown in FIGS. 20, 21, 23 and 26, all of the upper tracks on both 
the tractor and trailer should be in their upward position to allow for 
the loading of the car I. Between the tractor 40 and the trailer 42, you 
would have a jumper skid 110a for spanning the gap between the track 65a 
and track 54. The track 56 on the trailer would be in the up position with 
the front of the track 56 resting on the adjacent side panel member for 
the trailer 42. The rear of the track 54 would then be lowered so that it 
would be approximately in line with track 56 at the rear. The front of the 
track 54 would be positioned in an upward or intermediate position for 
closing the incline for loading the car on the bottom of the tractor. The 
track 58 would be in its uppermost height adjustment. A loading skid would 
be positioned from the rear of the trailer to the ground and car I would 
be driven into its position behind the cab of the tractor. Next, the 
jumper skid would be stored or positioned between the rear of the track 
63a overlapping the front of the track 51 on the trailer. The car II would 
be loaded into position and its rear end overlifted for providing under 
clearance for next loading the car III. The front of the track 56 would 
then be dropped down so that it would rest in line with the rear of the 
permanent track 55. The car III could thus be driven underneath the car 
II. The rear end of the track 56 would then be lowered and car III tied 
down. The car II could be lowered, still allowing ample clearance between 
it and the roof of the car III. 
It is now in order to load the upper tracks of both tractor and trailer 
with cars IV, V, VI and VII. Tracks 51, 52, and 53 would be aligned and a 
jumper skid, not shoun, used to bridge the tracks 51 and 63a would be 
raised and aligned with rear track portion of the track 51 brought down 
and rested on top of the track 52. A loading skid would then be connected 
to the rear of the track 53 for loading car IV across the top row of 
tracks. After car IV has been backed into position, the rear of track 62a 
will be overlifted. Track 63a is then lowered at its front end and at its 
rear end. Car V is then driven into position on the track 63a. After 
overlift of the rear of the track 63a, car VI is backed on. The front of 
the track 51 is lowered and the back raised. Car VII is driven on and 
overlifted on track 53 to permit loading of car VIII. The track 57a is 
adjusted to its front up position and track 52 is lowered down so the rear 
of track 52 rests on the front of track 57a. Car VIII is then backed on to 
the track 52. Track 57a is lowered. The front of the car VIII is then 
overlifted to allow for drive on of the car IX. Loading skids to ground 
are then removed. All cars are tied down and height adjusted within the 
allowable height limits for highway travel. 
The loading procedure for the ten car loadings of FIGS. 22, 24 and 25 will 
now be described. As in the case of the nine car loading just discussed 
for FIGS. 20, 21, 23 and 26, the trailer 42 is loaded first. To permit 
this, upper tracks 62a, 63a, 51, 52 and 53 are all placed in a raised 
position. The track 56 would be in an up position with the track front 
resting on a side panel member of the trailer 42. The rear of the track 54 
is brought down and its front up for closing an inclined path to the track 
65a on the bottom of the tractor 40. A jumper skid 110a would be 
positioned between tracks 54 and 56. After a loading skid is positioned 
from the rear of the trailer to ground, car I can be driven into position 
behind the cab of the tractor. Then car II is driven into position and 
track 54 is overlifted in an upward position. The track 56 is then lowered 
down to line up with the permanent track 55. The car III is then backed in 
under the car II. The upper tracks 62a, 63a, 51 and 53 are then aligned to 
permit the sequential loading of cars IV and V. With tracks 51, 52 and 53 
lined up, car VI is backed into position and its front over lifted. The 
car VII is then driven into position and lifted to extreme height. The 
track 52 is then lowered down so that its rear is resting on the track 57a 
which is in its raised position and car VIII is backed into position and 
its front overlifted. The front of track 56a is raised up and track 57a is 
lowered. Then car IX is backed into position. Track 57a is raised up and 
car X is driven into position. All cars are then adjusted for height and 
tied down for highway travel. 
The loading for FIG. 30 is provided to handle five pickup trucks and three 
cars. The lower tracks are positioned in substantially horizontal 
alignment. Jumper skids are placed between track 58 and ground and further 
between track 65a and track 54 to bridge between tractor and trailer. Car 
I is then driven on. The skid is removed and car II is driven onto track 
54 and its rear end overlifted. Track 56 has its front lowered to permit 
car III to be driven under car II onto track 55 and 56. The rear of the 
track 56 is then lowered to position car III in a substantially horizontal 
position. Car II is then adjusted downwardly but with allowance of 
adequate clearance between cars. The next step is to prepare for loading 
pickup trucks IV, V and VI on the upper tracks. All upper tracks are 
placed in alignment and pickup truck IV is backed into position and track 
62a is dropped down so the truck IV is positioned thereon in a slightly 
inclined position. The pickup truck V is then backed into position on 
track 63a which is then height adjusted. Tracks 51, 52 and 53 are then 
adjusted into alignment for loading pickup truck VI. It is backed into 
position with its rear wheels resting on track 51 and its front wheels 
resting on track 52. The pickup truck VIII would then be backed on track 
53 and then overlifted to an extreme height position. The pickup truck VII 
is driven on and then track 53 is lowered. The rear of the track 53 is 
adjusted to provide ample clearance between it and the roof of the pickup 
truck VII. 
With respect to the loading of FIG. 19, it is done with a similar loading 
sequence to that described for FIGS. 20, 21, 23 and 26, hereinabove except 
that car IV is carried with its rear wheels resting on track 51 and its 
front wheels resting on track 52. A vehicle comparable to car VIII as 
shown in the earlier described loadings is not included. 
With regard to the loading of FIG. 27, the bottom track row and the upper 
track row are positioned as earlier described for FIGS. 20, 21, 23 and 26. 
After a jumper skid is placed to bridge tracks 63a and 51, vehicle I is 
backed into position. The skid is removed and track 63a raised to its 
extreme upper position. The front of vehicle I is overlifted to an extreme 
height position. A jumper skid is placed between tracks 65a and 54 and van 
II is backed into position with its rear wheels resting in the wheel 
pocket of track 64a. The jumper skid is removed and track 54 lowered to 
rest on top of track 55. The front of track 56 would be lowered to a 
position in line with permanent track 55 and van III is backed into 
position. The rear of the track 56 is then lowered to rest in line with 
track 55. Tracks 51, 52 and 53 are then aligned to allow for drive on of 
van IV. Van IV is carried with its front wheels resting on track 51 and 
its rear wheels resting on track 52. Van V is backed into position and 
track 53 overlifted to allow adequate clearance for car VI to be driven on 
over track 58. All tracks are then height adjusted and vehicles tied down 
for transport. 
The loading for FIG. 28 will now be described. The procedure used is. The 
same as that previously described for FIG. 19 except for the van VI being 
driven on and carried with its front wheels resting on track 51 and its 
rear wheels resting on track 52. Vehicle VII, also a van, is backed on 
track 53. Vehicle VIII is driven on track 58 in a like manner to that 
shown in FIG. 19. 
The loading procedure for FIG. 29 will now be considered. All tracks are 
initially adjusted in the manner previously described for FIGS. 20, 21, 23 
and 26. The pickup truck I is then backed into position with the wheel 
pocket of track 64a open to receive the truck rear wheels. A jumper skid 
would then be positioned between the upper track 63a and the track 51. 
Track 54 would then be lowered down to rest on the top of the permanent 
track 55. The front of the track 56 would then be lowered into alignment 
with the rear of the track 55. Pickup truck II can then either be driven 
on or backed on. Track 56 can either be lowered at its rear or left 
elevated according to driver's option. With all upper tracks aligned in a 
horizontal relationship and jumper skids spanning the gap between trailer 
and tractor, the pickup truck III is backed into position. The track 62a 
would the be lowered and the pickup truck IV backed into position on the 
track 63a. Jumper skids are then removed and stored in a carrying 
position. The rear of the track 63 is then lowered and the front of track 
51 raised. The tracks 51, 52 and 53 are properly aligned for loading 
pickup trucks V and VI. The pickup truck V is backed into position with 
its rear wheels resting on the track 51 and its front wheels resting on 
the track 52. The pickup truck V is then lowered so that the pickup truck 
VI can be loaded into position with its rear overlapping the hood of 
pickup truck V. Pickup truck VI after loading is overlifted in extreme 
position and pickup truck V is raised slightly to permit pickup truck VII 
to be driven into position on raised track 58. Once loaded, track 58 is 
lowered to provide the least possible height. All vehicles are then 
adjusted to within height requirements for over the road travel. 
The loading of FIG. 31 would be the same as that just described for FIG. 29 
except that vehicles III, IV, V and VI would be driven on instead of 
backed on. 
It will thus be seen that I have provided by my inventtion a new and 
improved vehicle transport system of the stingersteered type which is 
characterized by its versatility and capability of handling a broad mix of 
standard vehicles, both passenger and commercial, which is not possible 
with prior art transport tractors and trailers. The novel arrangement of 
tracks both on the trailer and tractor make this advance possible.