Tow bar

A tow bar includes a towing hitch member including a pintle hitch and secured to a towing vehicle; a towed hitch member secured to a vehicle to the towed; a head member with a lunette ring; a pair of tow bar legs, each including a proximal end including an outer member with a distal end, and a distal end including an inner member with a proximal end telescopingly displaceable within the distal end of the outer member; a leg connector mechanism pivotally connecting the proximal ends of the tow bar legs to the head member; towed connector elements secured to the distal ends of the tow bar legs and structured to releasably connect the tow bar legs to the towed hitch member; and a locking mechanism structured to automatically and releasably lock each of the tow bar legs in either a stored configuration or a deployed configuration.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to towing accessories and more particularly without limitation, to tow bars for connecting a vehicle to be towed to a towing vehicle.

2. Description of the Related Art

A tow bar is generally used for connecting a towing hitch arrangement of a vehicle to be towed, sometimes referred to herein as a towed vehicle, to a towing hitch arrangement of a towing vehicle. For tow bar applications wherein heavy, massive equipment will be moved a relatively short distance, such as where an airliner is to be backed away from a terminal for example, the tow bar generally has only one tow bar leg. For such applications, one end of the tow bar leg may be connected to the front end of the vehicle to be moved and the other end of the tow bar leg connected to the front end of the moving vehicle so the operator of the towing vehicle can face the vehicle to be moved and can carefully observe the response of the towed vehicle as it is being slowly moved by the towing vehicle.

For applications wherein the towed vehicle will be towed at speeds other than very slow speeds, the tow bar generally has two tow bar legs, the front end of each tow bar leg separately and pivotally connected to a head portion of the tow bar. In use, the front ends of the tow bar legs form the apex of an isosceles triangle and the rear ends of the tow bar legs are spaced apart to form the sides of the isosceles triangle. The triangular configuration is intended to cause the towed vehicle to closely track the towing vehicle, both along straightaways and around corners.

Tow bars must generally be designed to accommodate variations in attitude that inherently occur between the towing and towed vehicles, which variations are constantly and continuously changing during use. One such variation in attitude between the vehicles occurs when the instantaneous elevation of the towing vehicle differs from the instantaneous elevation of the towed vehicle. A related variation in attitude between the vehicles occurs when the instantaneous ascent/descent orientation of the towing vehicle differs from the instantaneous ascent/descent orientation of the towed vehicle. Both of these related variations in attitude can be accommodated by apparatus designed to accommodate relative rotations between the towing and towed vehicles about a transverse, horizontal axis, sometimes referred to as the “pitch” axis, see the “z”-axis inFIG. 1.

Another such variation in attitude between the vehicles occurs when the instantaneous horizontal direction in which the towing vehicle is traveling differs from the instantaneous horizontal direction in which the towed vehicle is traveling, such as when the towed vehicle is being pulled around an unbanked corner for example. This situation, sometimes referred to as “yaw”, can be accommodated by apparatus designed to accommodate relative rotations between the towing and towed vehicles about a vertical axis, see the “y”-axis inFIG. 1.

Finally, another such variation in attitude between the vehicles occurs when the instantaneous sidewise tilt of the towing vehicle differs from the instantaneous sidewise tilt of the towed vehicle, such as the rocking motion which occurs when traversing uneven or rough pavement for example. This situation, sometimes referred to as “roll”, can be accommodated by tow bar apparatus designed to accommodate relative rotations between the towing and towed vehicles about a longitudinal, horizontal axis, see the “x”-axis inFIG. 1.

During actual towing operations, all combinations of the pitch, yaw and roll are continuously occurring and constantly changing. Prior art is replete with tow bar designs that have been developed in an attempt to accommodate these phenomena, some of those designs being more successful than others. For example, a ball hitch/ball hitch-receiver combination securing a tow bar to a towing vehicle can theoretically accommodate all three of the pitch, yaw and roll criteria. Although the ability of such a combination to accommodate yaw is acceptable and the pivot axis therefor is well-defined, unfortunately the ability of such a hitch combination to accommodate either pitch or roll is extremely limited. Failure to strictly observe and properly accommodate such pitch and roll limitations can cause disastrous and even fatal consequences.

Another commonly used hitch arrangement involves using a conventional receiver hitch in combination with a conventional square hitch tube. Although such an arrangement may be convenient for connecting a tow bar to a towing vehicle, this type of connection by itself provides absolutely no ability to accommodate any one of the three pitch, yaw or roll criteria. As a result, either the tow bar and/or connections between the tow bar and the towed vehicle must be relied upon to provide a solution for minimizing the potentially detrimental effects arising from pitch, yaw and roll.

Another arrangement that is useful, particularly when towing massive vehicles, such as heavy military equipment for example, comprises a pintle hitch of a towing vehicle connected to a lunette ring hitch. Such a pintle/lunette ring hitch arrangement does provide the ability to accommodate pitch, yaw and roll attitudes between the towing and towed vehicles. Unfortunately, this type of hitch arrangement inherently produces some play, although minimal, between the pintle and the lunette ring. As a result, neither the pitch axis nor the yaw axis are well-defined since the pintle continually shifts back and forth, and forwardly and rearwardly in the opening through the lunette ring. In so doing, the magnitude of the applied towing force is constantly differing between the two tow bar legs causing the towed vehicle to wander or fishtail to a greater extent behind the towing vehicle than it would if the yaw axis between the pintle and lunette ring were well-defined. Such tendency to fishtail exacerbates wear and tear on the towing vehicle, on the towed vehicle, on the pintle, on the lunette ring, and on the pivotal connections between the tow bar legs and the tow bar head, which also visits greater stress on the operator of the towing vehicle while having to contend with such undesirable added activity between the towing and towed vehicles.

What is needed is a tow bar that counteracts the tendency of a towed vehicle to wander or fishtail, which tendency operatively arises from the inherent play between a pintle and lunette ring hitch connection between towing and towed vehicles.

Typically, a tow bar is first connected to a towing vehicle followed by connecting the tow bar to the towed vehicle. It is difficult, if not impossible, to perfectly align a towing vehicle with, and perfectly space the towing vehicle from, a towed vehicle so the tow bar legs can be easily and conveniently connected to the towed vehicle. Many towing hitch arrangements of towed vehicles require precise fore-to-aft, horizontal, and angular alignment of connectors of the two tow bar legs with mating connections of the towing hitch arrangement of the towed vehicle so pivot pins can be inserted horizontally through horizontally-aligned orifices of those mating connections while the tow bar legs are physically held in place relative to the connections of the towed vehicle. Such activity can be extremely stressful, sometimes requiring the efforts of more than one person, such as when connecting massive tow bars used for towing heavy military equipment for example. Such stress and effort could be reduced considerably if each of the tow bar leg connectors could be individually articulated in close proximity to the towed vehicle so each tow bar leg connector could be easily and conveniently mated with the towing hitch arrangement of the towed vehicle while the pivot pins are being inserted.

What is needed is a tow bar wherein the tow bar legs are separately extendable and retractable as needed to accommodate the difference in span of each tow bar leg when connecting the tow bar legs to a towed vehicle hitching arrangement.

What is also needed is a tow bar having articulated tow bar leg connectors for connecting tow bar legs to a towed vehicle hitch arrangement.

In an actual towing operation, it is essential that the spans of the tow bar legs from the tow bar head to the towed hitch arrangement are equal. For tow bar legs which are freely extendable and retractable to simplify connection to the towed vehicle as aforesaid, the spans after making the connections typically are unequal.

What is needed is a tow bar having a locking mechanism which, after connecting to a towed vehicle, separately and automatically locks the tow bar legs wherein the spans of the two bar legs are equal for towing purposes.

Some prior art tow bars are designed to provide a storage capability for the tow bar when the tow bar is not being used. Some of those designs are for tow bars that remain connected to the towed vehicle, such as by pivoting the tow bar legs upwardly at the front end of the towed vehicle and securing the tow bar legs in an upright configuration. Needless to say, that method of storage can be very unsightly and may obstruct forward vision when the towed vehicle is subsequently being driven on its own. Also, this arrangement is not efficient for situations wherein the towing vehicle needs to use that tow bar to pull other towed vehicles.

Accordingly, other prior art tow bars are designed to provide a storage capability wherein the tow bar remains connected to, and stored on, the towing vehicle such as by pivoting the tow bar legs upwardly or sidewise at the rear end of the towing vehicle and securing the tow bar legs in that configuration such as by hooking the tow bar legs to another part of the tow bar. Unfortunately, it is not uncommon for such arrangements to become unhooked, especially when the towing vehicle travels over very rough terrain, such as railroad tracks, potholes, and the like.

What is needed is a tow bar wherein the tow bar legs have self-storing capability and a lock mechanism which automatically locks the tow bar legs in the self-storing configuration.

What is also needed is a locking mechanism which is capable of locking the tow bar legs in either the self storing configuration or an equal-leg-span configuration.

What is further needed is a locking mechanism that is configured to prevent entry of contaminants and debris into internal structure of the locking mechanism.

SUMMARY OF THE INVENTION

The improvements of the present invention for a tow bar for connecting a towed vehicle to a towing vehicle include a towing hitch member secured to a towing vehicle and having a pintle hitch; a towed hitch member secured to a towed vehicle; a head member having a lunette ring to releasably connect to the pintle hitch; a pair of tow bar legs having a proximal with an outer member having a distal end, and a distal end with an inner member having a proximal end which is telescopingly displaceable within the distal end of the outer member; a leg connector mechanism pivotally connecting the proximal ends of the tow bar legs to the head member; towed connector elements secured to the distal ends of the tow bar legs for releasably connecting the tow bar legs to the towed hitch member; and a locking mechanism for automatically and releasably locking each of the tow bar legs in either a stored configuration or a deployed configuration.

The locking mechanism includes a shuttle portion secured to the proximal end of the inner member of each tow bar leg, and a latching portion secured to the outer member of each tow bar leg. Each shuttle portion includes tapered fore and aft shuttle ends, and a peripheral groove around an outer extremity of the shuttle portion. Each latching portion includes an aft latching device secured to the distal end of the outer member, wherein each aft latching device in conjunction with the shuttle portion releasably locks the tow bar leg in the deployed configuration. Each latching portion also includes a fore latching device secured to the proximal end of the outer member, wherein each fore latching device in conjunction with the shuttle portion releasably locks the tow bar leg in the stored configuration.

Each fore and aft latching device includes a housing, a cap, a spade device, a biasing mechanism and a release mechanism. The housing has an open upper end, an open lower end, a channel with width and length dimensions and extending to and through the upper and lower ends, and shallow opposing grooves formed in sides of the channel. The cap is removably secured to the upper end of the housing.

The spade device is slidably mounted within the channel, extends into and is radially displaceable relative to the outer member, has an upper end, and has length and width dimensions slightly smaller than the corresponding length and width dimensions of the channel.

The biasing mechanism biases the spade device toward the outer member and into the peripheral groove of the shuttle portion, and includes a coil spring having an upper end abuttingly engaging the cap and a lower end abuttingly engaging the upper end of the spade device.

The release mechanism, which enables a user to withdraw the spade device from the peripheral groove of the shuttle portion, includes a handle having an L-shaped upper end extending through an orifice in and upwardly from the cap, and has a nail head-shaped lower end rotatably captured by the upper end of the spade device.

The spring of the biasing mechanism encircles the handle, and the grooves formed in the sides of the channel retain the spring in close proximity to the handle.

PRINCIPAL OBJECTS AND ADVANTAGES OF THE INVENTION

The principal objects and advantages of the present invention include: providing a tow bar structured to counteract the tendency of a towed vehicle to wander or fishtail which tendency operatively arises from the inherent play between a pintle and lunette ring hitch connection between towing and towed vehicles; providing such a tow bar wherein the tow bar legs are separately extendable and retractable as needed to accommodate the difference in span of each tow bar leg when connecting the tow bar legs to a towed vehicle hitching arrangement; providing such a tow bar having articulated tow bar leg connectors for connecting tow bar legs to a towed vehicle hitch arrangement; providing such a tow bar having a locking mechanism which, after connecting to a towed vehicle, separately and automatically locks the tow bar legs wherein the spans of the two bar legs are equal for towing purposes; providing such a tow bar wherein the tow bar legs have self-storing capability; providing such a tow bar having a lock mechanism which automatically locks the tow bar legs in the self-storing configuration; providing such a tow bar having a locking mechanism which is capable of locking the tow bar legs in either a self storing configuration or an equal-leg-span configuration; providing such a tow bar having a locking mechanism that is configured to prevent entry of contaminants and debris into internal structure of the locking mechanism; and generally providing such a tow bar that is reliable in performance, capable of long-lasting life, and particularly well adapted for the proposed usages thereof.

Other objects and advantages of this invention will become apparent from the following description taken in conjunction with the accompanying drawings wherein are set forth, by way of illustration and example and without limitation, certain embodiments of this invention.

DETAILED DESCRIPTION OF THE INVENTION

A tow bar typically connects the rear end of a towing vehicle3to the front end of a towed vehicle5. The reference numeral10generally refers to a tow bar in accordance with the present invention, as shown inFIGS. 1 through 16. The tow bar10includes a towing hitch member12, a head member14, at least one tow bar leg16, a leg connector mechanism18, at least one locking mechanism20, towed connector elements22, and a towed hitch member24.

The following description of the present invention is directed to applications of the present invention for a tow bar10having a pair of tow bar legs16, designated herein by numerals26,28, each tow bar leg26,28having a proximal end30and a rearwardly-extending distal end32. Applications of the present invention10for tow bars having only one tow bar leg16will be obvious to persons skilled in the tow bar art based on the present disclosure.

The towing hitch member12of the present invention10is secured to the rear end of the towing vehicle3and generally includes a pintle hitch34, as shown inFIGS. 1-4. The towed hitch member24is secured to the towed vehicle5.

The head member14generally includes a forwardly extending lunette ring36structured to releasably connect the head member14to the pintle hitch34of the towing hitch member12. It is to be understood that for some applications of the present invention10, the towing hitch member12may be a conventional receiver hitch, a hitch ball, a pintle, or other suitable arrangement, and the head member14may be a square tube for a conventional receiver hitch, a hitch ball receiver, a lunette ring, or other suitable arrangement.

Each of the tow bar legs26,28includes a hollow outer member40having proximal end30, a distal end42, a first axis44, an adapter device46having an adapter orifice48therethrough and secured to the distal end42of the outer member40with the adapter orifice48axially aligned with the first axis44, as shown inFIGS. 5-7.

Each of the tow bar legs26,28also includes an inner member56having distal end32, a second axis58, and a proximal end60dimensioned to be slidably insertable through the adapter orifice48and into the outer member40with the second axis58colinearly aligned with the first axis44, wherein an annular cavity62is formed between the outer member40and the inner member56, as shown inFIG. 7.

The leg connector mechanism18pivotally connects the proximal ends30of the tow bar legs26,28to the head member14to pivot about a pair of pivot pins64. Preferably, the leg connector mechanism18is structured to maintain the tow bar legs26,28at equal but opposite angles66,68relative to the head member14, as indicated inFIG. 2. For example, the leg connector mechanism18may include a first cam portion70secured to the proximal end30of the first tow bar leg26, wherein the first cam portion70includes a protrusion72having a fore outer surface74and an aft outer surface76.

The leg connector mechanism18may also include a second cam portion78secured to the proximal end30of the second tow bar leg28, wherein the second cam portion78includes a recess80having a fore inner surface82and an aft inner surface84which cooperatively engage the protrusion72of the first cam portion70.

In other words, the protrusion72and recess80are structured wherein, as the first tow bar leg26is angularly displaced away from the second tow bar leg28, as indicated by the arrow designated by numeral86inFIG. 8, the aft outer surface76of the protrusion72of the first cam portion70bears against and slides along the aft inner surface84of the second cam portion78. In response thereto, the fore inner surface82of the recess80of the second cam portion78slides along the fore outer surface74of the first cam portion70to thereby maintain the first and second tow bar legs26,28at equiangular and opposite orientations relative to the head member14.

Similarly, as the first tow bar leg26is angularly displaced toward the second tow bar leg28, as indicated by the arrow designated by numeral88inFIG. 8and to a stored configuration90as indicated inFIG. 9, the fore outer surface74of the protrusion72of the first cam portion70bears against and slides along the fore inner surface82of the recess80of the second cam portion78. In response thereto, the aft inner surface84of the recess80of the second cam portion78slides along the aft outer surface76of the protrusion72of the first cam portion70to thereby maintain the first and second tow bar legs26,28at equiangular and opposite orientations relative to the head member14.

Simply stated, the first and second cam portions70,78of the leg connector mechanism18are profiled and dimensioned, and the spacing between axes of the pivot pins64which pivotally connect the first and second cam portions70,78to the head member14, are such that the protrusion72is captured within the recess80, thereby ensuring that the first and second tow bar legs26,28are maintained equiangularly- and oppositely-oriented relative to the head member14, thereby further ensuring that the towing load is distributed substantially equally to both tow bar legs26,28and that turning angles are substantially identical, whether turning to the left or to the right.

Preferably, the first and second cam portions70,78of leg connector mechanism18are substantially identical to each other in order to reduce manufacturing costs.

Based on the teachings herein, it will be obvious to persons skilled in the relevant art that the leg connector mechanism18, by maintaining the tow bar legs26,28at equiangular and opposite orientations relative to the head member14, eliminates unequal distributions of the towing load to the tow bar legs26,28, which would otherwise arise from the lunette ring36shifting back and forth relative to the pintle hitch34during towing operations, as indicated by the dashed lines and arrow designated by numeral92inFIG. 8.

It is foreseen that some applications within the scope and nature of the present invention may utilize other leg connector mechanisms that maintain the tow bar legs26,28at equiangular and opposite orientations, such as a pair of mating cog-type gears in lieu of the first and second cam portions70,78. An advantage of the embodiment utilizing the first and second cam portions70,78as described herein includes the abutting surfaces of the protrusion72and recess80presenting large bearing surfaces74,76,82,84which are continuous and oriented substantially transversely to the forces applied thereagainst, thereby reducing wear and tear thereof, than would be realized with a cog-type gear arrangement for example.

Each of the tow bar legs26,28includes at least one of the locking mechanisms20, which generally includes a cylindrically-shaped shuttle portion102secured to and encircling the inner member56of the respective tow bar leg26,28. The shuttle portion102has tapered fore and aft shuttle ends104,106and a peripheral groove108arranged around an outer extremity110thereof, as shown inFIGS. 10-11. The shuttle portion102is dimensioned wherein the inner member56with the shuttle portion102secured thereto is slidably, longitudinally and telescopingly, displaceable in the outer member40along the first axis44of the outer member40.

Each locking mechanism20also includes at least one latching portion116, wherein each latching portion116is secured to the outer member40of the respective tow bar leg26,28and includes a spade device118that extends through the outer member40and is radially displaceable relative to the outer member40, as shown inFIG. 12.

Preferably, each latching portion116also includes a biasing mechanism120, such as a spring or other resilient device for example, which is structured to operatively bias the spade device118radially inwardly relative to the outer member40, as indicated by the arrow designated by numeral122inFIG. 12, wherein the spade device118normally extends into the path of the tapered fore and aft shuttle ends104,106as the inner member56with the shuttle portion116attached thereto is displaced in the outer member40along the first axis44.

Each latching portion116also includes a release mechanism124connected to the spade device118and structured to enable a user to manually displace the spade device118radially outwardly relative to the outer member40, as indicated by the arrow designated by numeral126inFIG. 12, such as a pair of opposing extenders128mounted through slots130, for example.

The following is a description of the basic function of each locking mechanism20. As the inner member56of a tow bar leg26,28is being longitudinally displaced relative to the respective outer member40wherein the tapered fore shuttle end104or tapered aft shuttle end106of the shuttle portion102is forced against the spade device118thereby'displacing the spade device118radially outwardly relative to the first axis44. As the spade device118slides over the shuttle portion102and passes over the peripheral groove108of the shuttle portion102, the biasing mechanism120of the latching portion116automatically biases the spade device118into the peripheral groove108of the shuttle portion102, thereby locking the tow bar leg26,28in a locked configuration132, as shown inFIG. 12, wherein the inner member56is no longer displaceable relative to the outer member40of the tow bar leg26,28.

Subsequently, the release mechanism124can be used to lift the spade device118out of the peripheral groove108by overcoming the biasing action of the biasing mechanism120as indicated by arrow126inFIG. 12. While the spade device118is lifted out of the peripheral groove108, the inner member56and shuttle portion102can be displaced relative to the outer member40so the spade device118is no longer aligned with the peripheral groove108. By then releasing the release mechanism124, the tow bar leg26,28is placed in an unlocked configuration wherein the inner member56can be longitudinally displaced relative to the outer member40.

Since it is difficult, if not impossible, to perfectly align a towing vehicle with, and perfectly space a towing vehicle from, a towed vehicle for connection purposes, the tow bar legs26,28of the present invention10are structured to simplify connecting the towed vehicle5to the towing vehicle3as follows: each locking mechanism20of each tow bar leg26,28generally includes the shuttle portion102of the locking mechanism20being mounted near the proximal end60of the inner member56and the latching portion116includes identical fore and aft latching devices136,138. The fore latching device136is mounted near the proximal end30of the outer member40, as shown inFIG. 11, and the aft latching device138is mounted near the distal end40of the outer member42, as shown inFIG. 7.

With the tow bar10connected to the towing vehicle3and each of the tow bar legs26,28in an unlocked configuration, the tow bar legs26,28are extendable or retractable as necessary to connect the towed vehicle5as hereinafter described in greater detail. After connecting both of the tow bar legs26,28, the towing vehicle3is eased forwardly relative to the towed vehicle5causing the aft latching device138of each tow bar arm26,28to be displaced forwardly toward their respective shuttle portion102until the spade device118of each aft latching portion138is forced against the tapered aft shuttle end106of its shuttle portion102which displaces the spade device118of the aft latching device138radially outwardly relative to the first axis44.

As the spade device118of the aft latching device138slides over the shuttle portion102and passes over the peripheral groove108of the shuttle portion102, the biasing mechanism120of the aft latching device138automatically biases the spade device118of the aft latching device138into the peripheral groove108of the shuttle portion102, thereby locking the tow bar leg26,28in a locked and deployed configuration140, as shown inFIG. 7. With both of the tow bar legs26,28locked in the locked and deployed configuration140, the towed vehicle5is then properly aligned with, and spaced at a predetermined towing distance from, the towing vehicle3.

Later, when the tow bar10has been disconnected from the towed vehicle5and is no longer being used, with the tow bar legs26,28in the unlocked configuration, the inner member56of each tow bar leg26,28can be separately, longitudinally and telescopingly, displaced in its outer member40toward the head member14, wherein the tapered fore shuttle end104is forced against the spade device118of the fore latching device136displacing the spade device118of the fore latching device134radially outwardly relative to the first axis44.

Again, as the spade device118of the fore latching device136slides over the shuttle portion102and passes over the peripheral groove108of the shuttle portion102, the biasing mechanism120of the fore latching device136automatically biases the spade device118of the fore latching device136into the peripheral groove108of the shuttle portion102, thereby locking the tow bar leg26,28in a locked and stored configuration142, as shown inFIG. 11, wherein the inner member56can no longer (until subsequently released as described herein) be displaced relative to the outer member40of the tow bar leg26,28.

An alternate embodiment146of the latching portion116is shown inFIGS. 13-14. Latching portion146includes a housing148having an open upper end150, an open lower end152, and a channel154having width and length dimensions156,158extending to and through the upper and lower ends150,152. A spade device160, slidably mounted in channel154and extending through lower end152as shown inFIG. 13, has width and length dimensions that are slightly smaller than the corresponding width and length dimensions156,158of the channel154. A cap162is removably secured to the upper end150. The housing148is fixedly secured to the outer surface of the outer member40.

A release mechanism164includes a handle166with an L-shaped upper end168slidably mounted through an orifice170in cap162, and a nail head-shaped lower end172. An upper end174of the spade device160is configured to rotatably capture the nail head-shaped lower end172therein.

A biasing mechanism176, such as a coil spring for example, has a lower end180abuttingly engaging the upper end174of the spade device160and an upper end182abuttingly engaging the cap162. Cylindrical, opposing shallow grooves184are formed in the sides of the channel154to confine the biasing mechanism176in close proximity to, and surrounding, the handle166.

With respect to the shuttle portion102, the functions of latching portion146are substantially similar to the functions of latching portion116. The L-shaped end168can be grasped and manually pulled upwardly to withdraw the spade device160from the peripheral groove108of the shuttle portion102.

If desired and instead of latching portion116, latching portion146can be utilized for either the fore latching device136, the aft latching device138, or both. An advantage of latching portion146over latching portion116lies in the absence of the slots130in the former. As a result, the housing148of latching portion146should reduce maintenance of the tow bar10by preventing contaminants and debris from interfering with functioning of latching portion146.

The towed connector elements22are secured to respective distal ends32of the first and second tow bar legs26,28. The towed connector elements22are structured to releasably connect the distal ends32of the tow bar legs26,28to the towed hitch member24.

Each of the towed connector elements22includes a first clevis unit202having a first clevis end204secured to the distal end32of the inner member56of the respective tow bar leg26,28. The first clevis unit202also includes a pair of rearwardly-extending first clevis legs206having aligned first clevis orifices208therethrough, as shown inFIG. 15.

Each towed connector element22also includes a second clevis unit210having a second clevis end212with a second clevis orifice214therethrough. The second clevis end212is dimensioned to be removably insertable between the pair of first clevis legs206, wherein the second clevis orifice214is alignable with the first clevis orifices208of the pair of first clevis legs206. The second clevis unit210also includes a pair of rearwardly-extending second clevis legs216having aligned third clevis orifices218therethrough, wherein the third clevis orifices218are alignable with an orifice220of the towed hitch member24of the towed vehicle5.

Each towed connector element22also includes first and second pivot pins222,224having bores226therethrough. The first pivot pin222is dimensioned to be removably insertable through both the second clevis orifice214of the second clevis unit210and the first clevis orifices208of the first clevis unit202, wherein the second clevis unit210is pivotable about the first pivot pin222relative to the first clevis unit202, sometimes referred to herein as a first pin axis228.

Similarly, the second pivot pin224is dimensioned to be removably insertable through both the orifice220of the towed hitch member24of the towed vehicle5and the third clevis orifices218of the second clevis unit210, wherein the second clevis unit210is pivotable about the second pivot pin224relative to the towed hitch member24of the towed vehicle5, sometimes referred to herein as a second pin axis230.

Cotter-type pins232removably insertable through bores226of the first and second pivot pins222,224releasably secure the first and second pivot pins222,224in the towed hitch member24and the first and second clevis units202,210. Preferably, the sizing and dimensions of the second pivot pin224are identical to those of the first pivot pin222.

As hereinbefore discussed, it is difficult, if not impossible, to perfectly align a towing vehicle with, and perfectly space the towing vehicle from, a towed vehicle in preparation for connecting tow bar legs to a towing vehicle. It should be noted that each of the towed connector elements22is structured to easily, conveniently and separately accommodate imperfect spacing and alignment between the towed and towing vehicles3,5. This arises from the ability of the second clevis unit210to be pivoted about the first pin axis228relative to the first clevis unit202simultaneously with the ability of the inner member56to be rotated about the first axis44relative to its respective outer member40thereby enabling orthogonal articulation of each towed connector element22relative to the towed hitch member24of the towed vehicle5.

After connecting the towed connector element22to the towed vehicle5, the added combination of the further orthogonal articulation provided by the ability of the second clevis unit210to also be simultaneously pivotable about the second pin axis230relative to the towed hitch member24of the towed vehicle5enables the towed connector element22to assist other components of the tow bar10in accommodating all three pitch, yaw and roll components between the towing and towed vehicles, which is a substantial improvement over the no-axis or single-axis articulation provided by prior art tow bar connections between the tow bar legs of a tow bar and a towed vehicle.

The tow bar10of the present invention may include a pin retainer234secured to the tow bar10, such as to one or each of the outer members42of the tow bar legs26,28for example, as shown inFIG. 16. Each pin retainer234includes a third pivot pin236having a bore238therethrough, wherein the third pivot pin236is sized and dimensioned to replace the first or second pivot pins222,224. The pin retainer234also includes a cotter-type pin240through bore238of the third pivot pin236to releasably secure the third pivot pin236in the pin retainer234.

In an application of the present invention, the rear end of the towing vehicle3is temporarily positioned forwardly from the front end of the towed vehicle5. The fore-and-aft orientations of the two vehicles do not need to be perfectly aligned, nor does the spacing between the vehicles need to be exact. The lunette ring36of the head member14is then securely connected to the pintle hitch34of the towing vehicle3.

If the tow bar legs26,28are in the stored configuration90, the release mechanisms124,164are manipulated allowing the tow bar legs26,28to be placed in an unlocked configuration so the inner members54of the tow bar legs26,28can be displaced longitudinally relative to their respective outer members42, and the distal ends32of the tow bar legs26,28are spread apart. One of the tow bar legs26,28is then separately extended or retracted as necessary to adjust its length to accommodate the temporary spacing between the two vehicles while the inner member56thereof is rotated relative to its outer member40and the second clevis unit210of its towed connector element22is pivoted about the first pivot pin222relative to the first clevis unit202in order to easily and conveniently align the third clevis orifices218with the orifice220through the towed hitch member24of the towed vehicle5. The second pivot pin224is then inserted through the orifices218,220and secured in place with the cotter-type pin232. A similar procedure is then followed with respect to the other tow bar leg26,28.

After both tow bar legs26,28have been so connected to the towed hitch member24of the towed vehicle5, the towing vehicle3is slowly eased forwardly relative to the towed vehicle5causing the spade device118,160of the aft latching device138of each tow bar leg26,28to be biased into the peripheral groove108of the respective shuttle portion102, thereby locking both tow bar legs26,28in the deployed configuration140. The towed vehicle5is then properly aligned with, and spaced at a desired predetermined towing distance from, the towing vehicle3. After attaching safety chains and making necessary electrical and braking connections, the towed vehicle5is ready to be towed.