Landing gear for semitrailers

Abstract: A landing gear assembly for supporting a trailer has a drive mechanism for vertically extending and retracting a telescopic support (11). The drive mechanism has a two-speed gearing provided by gears on parallel input and output shafts which are axially relatively movable to change between the first and second speeds. In particular a drive gear (85) mounted coaxially on the input shaft (75) has an internal splined or toothed keying conformation (84), and a corresponding keying conformation (83) such as a smaller drive gear on the input shaft (75) can be slid into engagement with this for the second speed. Rotation of the horizontal output shaft (62) is converted to rotation around the vertical axis for operation of the support (11) by means of a bevel pinion (74) on the output shaft (60) engaging a corresponding bevel gear (34) of the conversion mechanism (25,26) in the support (11). The drive gears (72,73) on the output shaft (60) can be formed in one piece with the bevel pinion (74) on the same shaft.

Description: This invention relates to landing gear for semitrailers. A conventional two-speed landing gear for semitrailers consists of a pair of gear-driven, laterally-spaced telescopic legs which are mounted on and depend from the front end of a semitrailer, i.e. the end which engages the truck tractor. Their construction, and manner of use in adjustably supporting the front end of the semitrailer, are well-known. EP-A-6007 discloses a landing gear assembly of this kind, with a vertically extendable and retractable support, a drive mechanism having parallel laterally-spaced input and output shafts and a mechanism (details not disclosed) to convert rotation of the output shaft to extension or retraction of the support. The outward shaft is drivable from the input shaft through a two-speed transmission, adjustable between the first and second speeds by axially sliding the input shaft relative to the output shaft between first and second positions. The transmission comprises a first pinion drive gear on the input shaft which in the second position engages a first gear on the output shaft to provide the first speed. A second drive gear is mounted coaxially on the input shaft and has a central hole with internal teeth which in the first position of the input shaft are engaged by the first drive gear, so that the second drive gear then rotates with the input shaft. The second drive gear engages a second gear on the output shaft to provide the second speed. Our own EP-A-513973 describes a landing gear with a double reduction gear assembly in which the input and output shafts are provided in-line. For high-speed operation the input and output shafts connect through a direct clutch between their ends, while for low-speed operation they connect via a parallel laterally-spaced intermediate shaft with reducing gears. Drive from the output shaft to the extendable/retractable support is by the conventional means of a bevel gear on the output shaft engaging a bevel gear at the top of a vertical screw shaft within the telescopic leg. The object of the present invention is to provide new landing gear assemblies with geared transmissions providing first and second speeds by axial sliding of the input shaft. In a first aspect we provide landing gear assembly as specified in claim 1, differing from the assembly of EP-A-6007 in that the support's conversion mechanism is driven through a support bevel gear engaged by a bevel pinion on the output shaft, and the bevel pinion, second gear and first gear are disposed on the output shaft adjacent one another as an integral one-piece combination gear. Various preferred features are specified in the subclaims. Embodiments are now described by way of example, with reference to the accompanying drawings in which: Fig 1 is a fragmentary perspective view of a two-speed single reduction gear assembly of the cranking leg of a landing gear, shown adapted for mounting on an outboard position on a semitrailer frame; Fig 1A is a fragmentary perspective view of a two-speed single reduction gear assembly of the cranking leg of a landing gear shown, adapted for mounting on an inboard position on a semitrailer frame; Fig 1B is a fragmentary perspective view of a two-speed single reduction gear assembly of the cranking leg of a landing gear shown, adapted for universal mounting either on an inboard or an outboard position on a semitrailer frame; Fig 2 is a section taken on line 2-2 of Fig 1, showing the single reduction gear assembly engaged in low gear or the low speed position; Fig 2A is a view similar to Fig 2, showing the gear assembly shifted outwardly and engaged in high gear or the high speed position; Fig 3 is an exploded fragmentary perspective view, with portions broken away and hidden parts shown by dashed lines, of the gear assembly of Fig 2; FIG. 4 is a fragmentary perspective view, with portions broken away, showing the gears engaged in low gear as in FIG. 2; FIG. 4A is a view similar to FIG. 4, showing the gear assembly engaged in high gear as in FIG. 2A; FIG. 5 is a side elevation view of a semitrailer shown disengaged from a truck tractor, and having the landing gear mounted thereon and supporting the front end of the semitrailer; FIG. 5A is a view looking in the direction of arrows 5A of FIG. 5; FIG. 5B is a view similar to FIG. 5A, showing the landing gear of FIG. 1A mounted on an inboard position on the semitrailer frame; FIG. 6 is an exploded fragmentary perspective view, with hidden parts shown by dashed lines, of the gear assembly of the opposite-side leg of the landing gear; shown adapted for mounting on an outboard position on a semitrailer frame, and FIG. 6A is a fragmentary perspective view of the gear assembly of the opposite-side leg of FIG. 6, showing the manner in which the gears mesh. Similar numerals refer to similar parts throughout the drawings. FURTHER EXPLANATIONS; PREFERRED AND OPTIONAL FEATURES Landing gear for semitrailers embodying our ideas is shown in its intended use in Figs. 5 and 5A and is indicated generally at 10. Landing gear 10 generally includes a pair of vertically extendable and retractable supports in the form of upright, spaced, parallel cranking and opposite-side legs 11 and 12, respectively, which depend from the front end of a semitrailer 21. In the embodiment shown in Figs. 5 and 5A, cranking leg 11 is disposed on the left or driver's side of the semitrailer 21 and opposite-side leg 12 is positioned on the right or kerb-side of the semitrailer. However, it is understood that cranking leg 11 could be placed on the kerb-side of the semitrailer and opposite-side leg 12 could be placed on the driver's side without affecting the general concept of operation. Hereafter, cranking side and opposite-side legs 11 and 12 will be referred to as the left or driver's side and right or kerb-side legs, respectively. Each leg 11, 12 includes a lower tube 13 telescopically disposed (Figs. 2, 3 and 6) within an upper tube 14, in a manner well known to the art and to the literature. A foot 15 is connected to the lower end of lower leg tube 13 in a conventional manner. A pair of crossing transverse brace bars 22 (FIG. 5A) each is attached at one of its ends to a frame 20 of semitrailer 21 and at the other of its ends to an opposite leg 11, 12, respectively, for generally stabilizing the legs against side thrust forces and the like. A pair of longitudinal brace bars 23 (FIG. 5), each is attached at one of its ends to upper tube 14 of a respective one of legs 11, 12, and at the other of its ends to semitrailer frame 20. With regard to the internal components of left or driver's side 11, a nut 25 is fixed on the upper end of lower leg tube 13 for threadably receiving a vertical elevating screw shaft 26 (Figs. 2 and 4) which includes a threaded lower shaft 24 and a reduced diameter, integral unthreaded upper shaft 27. A shoulder 28 is formed at the interface of upper and lower shafts 27 and 24, respectively. An annular collar 29 bears on shoulder 28, and an annular thrust bearing 30 rests on collar 29 about upper shaft 27. A floor base 31 rests on bearing 30 (and nut 25) and is disposed about upper shaft 27 which passes through a continuous opening 32 formed in the floor base. Floor base 31 is welded to the inside surfaces of upper leg tube 14. An annular spacer 16 is welded to the top of floor base 31 about upper shaft 27. A hardened thrust washer 33 is disposed on upper shaft 27 and rests on the upper surface of spacer 16. A bevel gear 34 is slidably engaged on upper shaft 27, and rotary motion is transmitted to upper shaft 27 by a pin 35 which couples bevel gear 34 to the upper shaft in a manner familiar to those having ordinary skill in the art. Hardened thrust washer 33 provides a wear surface for contact by bevel gear 34 and coupling pin 35. In accordance with a significant feature of this apparatus a metal gear case indicated generally at 42, together with the inboard wall of upper leg tube 14, generally define a gear case compartment 43 (Figs. 1, 2, 3 and 5A) which is integral with the leg structure 11. More specifically, gear case 42 is comprised of four primary components, namely, a pair of bent metal flanges 44 attached by bead welds in a spaced relationship on the upper inboard portion of upper leg tube 14, a cover 45 and a cap 46. Cover 45 is formed with a plurality of raised bosses 48 which are alignable with and snugly fit within respective ones of a plurality of vertically spaced openings 47 formed in flanges 44. Each boss 48 is formed with a threaded recess 49 for threadably receiving screws 52 for securing cover 45 to flanges 44. Cap 46 is positioned over the upper open ends of upper leg tube 14 and gear case 42, and is secured thereon by any suitable means such as self-tapping screws (not shown). Cap 46, together with floor base 31 and the walls of upper leg tube 14 define an upper compartment 41 of upper leg tube 14. A gasket 50 of any suitable type such as one formed of an elastomeric material is placed or applied at the interface of cap 46 and upper leg tube 14 and cover 45 in a usual manner. Gasket 50 and cap 46, in cooperation with cover 45, bent metal flanges 44, and upper leg tube 14, effectively protect the two-speed single reduction gear assembly of landing gear 10 contained within upper compartment 41 and gear case compartment 43 of upper leg tube 14, from outside elements such as dirt, moisture, etc., which could interfere with the efficient operation of the gear assembly or transmission. The bent metal flanges 44 and cap 46 of gear case 42, due to the small number, size and compact orientation of the components contained therein, are formed by a metal bending process as compared to many prior art gear boxes which must be formed by more expensive metal stamping processes due to the larger number, size and/or less compact orientation of the components contained therein. More specifically, the components of the two-speed single reduction gear assembly or transmission of the landing gear contained in gear case 42, are all generally adjacent to the inboard wall of upper leg tube 14, and in particular do not extend beyond the width of the outboard wall. Therefore, gear case bent metal flanges 44 and cap 46 formed by mere bending, together with gear case cover 45, cooperate with the inboard wall of upper leg tube 14 to adequately cover the components contained therein. In contrast, many prior art landing gear assemblies extend beyond the width of the adjacent upper leg tube, thus requiring, in many cases, a two-piece gear case which must be stamped or otherwise machined so that the two pieces fit together properly and adequately protect the components contained therein from outside elements. It also is important to note that cover 45 of gear case 42 has a dual function. More particularly, the outer or protruding ends of cover 45 are each formed with a plurality of vertically spaced openings 51 for receiving fastening means 18 such as bolts or the like, for attachment of leg 11 to an outboard surface 19 of frame 20 of semitrailer 21 (Figs. 5 and 5A). An output shaft 60 (Figs. 2 and 4) has first and second ends 61 and 62 mounted in upper compartment 41 and gear case compartment 43 of upper leg tube 14, and extends outwardly therefrom in an inboard direction. First and second ends 61 and 62 of output shaft 60 are rotatably mounted in bushings 63 and 64, respectively, which in turn are frictionally fitted in aligned openings 65 and 66 formed in the outboard wall of upper leg tube 14 and in gear case cover 45. It should be noted that bushing 63 is closed on its outboard end and receives first end 61 of output shaft 60, while bushing 64 is formed with a continuous opening allowing second end 62 of output shaft 60 to pass therethrough in an inboard direction for operative connection with the gear assembly of kerb-side leg 12. An integral one-piece combination gear 70 is mounted on second end 62 of output shaft 60 within upper compartment 41 and gear case compartment 43 of upper leg tube 14, by a pin 71 in a conventional manner. More particularly, the combination gear includes an intermediate gear 72, a second gear 73 which is a reduced diameter gear with respect to intermediate gear 72 and is disposed abuttingly adjacent to the intermediate gear in an outboard direction, and bevel pinion 74 which in turn is formed abuttingly adjacent to and outboard from gear 73. As noted above, combination gear 70 extends between and is contained within upper compartment 41 and gear case compartment 43 of upper leg tube 14. Specifically, a cutout 69 (FIG. 3) is formed in the inboard wall of upper leg tube 14 for communication between upper compartment 41 and gear case compartment 43. Intermediate gear 72 of combination gear 70 is contained entirely within gear case compartment 43, bevel pinion 74 of combination gear 70 is contained entirely within upper compartment 41, and gear 73 disposed therebetween straddles cutout 69 and is partially contained within upper compartment 41 and gear case compartment 43. An input shaft 75 having first and second ends 76 and 77, respectively, is slidably rotatably mounted in upper compartment 41 of upper leg tube 14 and in gear case compartment 43, and is disposed below and offset from output shaft 60. More specifically, a pair of bushings 78 and 79 are frictionally fitted in aligned openings 80 and 81, respectively, formed in the outboard wall of upper leg tube 14 and in gear case cover 45. Second end 77 of input shaft 75 terminates in a reduced diameter stud 82 which is slidably rotatably mounted in bushing 79 which is closed on its inboard end. Bushing 78 is formed with a continuous opening allowing first end 76 of input shaft 75 to pass therethrough and extend outwardly from upper leg tube 14 in an outboard direction. A pinion gear 83 is formed e.g. integrally in second end 77 of shaft 75 adjacent reduced diameter stud 82. Spacer 16 is coped or provided with a transverse cylindrial recess 17 which provides clearance for input shaft 75 to permit a compact structure wherein the input shaft and output shaft are supported on the inboard and outboard walls of leg 11 and between the forward and rearward walls of leg 11. A high-speed drive gear 85 is supported on input shaft 75 and is formed with a hub 90 which extends outwardly from gear 85 in an outboard direction. Hub 90 in turn is formed with a continuous axial opening 86 and further has internal teeth or a plurality of axially extending spline slots 84 formed in its internal surface. Hub 90 is rotatably mounted in a bushing 87 which in turn is frictionally fitted in an opening 88 formed in the inboard wall of upper leg tube 14, wherein opening 88 is aligned with openings 80, 81, so that second end 77 of input shaft 75 is slidably rotatably mounted in continuous hub opening 86. Gear 85 is maintained in position, and in particular is prevented from moving in an inboard direction, by a spacer 89 welded to the outboard face of gear case cover 45. A transverse continuous cylindrical opening 92 is formed in a generally central portion of input shaft 75. Detent means e.g. spring 93 having ball 94 disposed on each of its ends is fitted within opening 92 for positively engaging first and second annular recesses 95 and 96, respectively, formed in the interior surface of bushing 78. A transverse continuous cylindrical opening 97 is formed in first end 76 of input shaft 75, for receiving a bolt 98 (FIG. 1) or other means for fastening a crank handle 99 to input shaft 75. As shown in FIG. 5A, a connecting shaft 106 extends between and is secured at each of its ends by fasteners 107 and 108 such as bolts or the like, to second end 62 of output shaft 60 of leg 11 and to an input shaft 109 of leg 12, respectively. The internal components contained in the right or kerb-side leg 12 of landing gear 10 are similar in many respects to those contained in the lower and upper leg tubes 13, 14 of left or driver's side leg 11, and are illustrated in Figs. 6 and 6A. Input shaft 109 includes first and second ends 111 and 112, respectively, which are rotatably mounted in bushings 113 and 114, which in turn are frictionally fitted in aligned openings 115 and 116 formed in the inboard and outboard walls of upper leg tube 14. A bevel pinion 117 is securely mounted on second end 112 of input shaft 109 by a pin 118 in a conventional manner. A spacer tube 119 maintains bushings 113, 114 and bevel gear 117 in their intended positions to prevent lateral movement of input shaft 109. Bevel pinion 117 meshes with a bevel gear 120 which in turn is disposed on an elevating screw shaft 121 in a manner similar to bevel gear 34 of driver's side leg 11. The structure and manner of mounting screw shaft 121 in kerb-side leg 12 is similar to that described above for the mounting of screw shaft 26 in driver's side leg 11, which is hereby fully incorporated by reference. Leg 12 is mounted on an outboard position on semitrailer frame 20 in the following manner. A pair of bent metal flanges 126 are attached by bead welds in a spaced relationship on the upper inboard portion of upper leg tube 14. A fastening plate 127 is formed with a plurality of raised bosses 128 which are alignable with and snugly fit within respective ones of a plurality of vertically spaced openings 129 formed in flanges 126. Each boss 128 is formed with a threaded recess (not shown) for threadably receiving screws 131 for securing fastening plate 127 to flanges 126. Fastening plate 127 also is formed with an opening 133 to allow for passage of input shaft 109 into leg 12. A cap is positioned over the upper open end of upper leg tube 14, and is secured thereon by any suitable means such as self-tapping screws (not shown), in a manner similar to that described above for leg 11. The outer or protruding ends of fastening plate 127 each is formed with a plurality of vertically spaced openings 132 for receiving fastening means 18 such as bolts or the like, for attachment of leg 12 to outboard surface 19 of frame 20 of semitrailer 21 (Fig 5 and 5A). If it is desired to mount legs 11 and 12 on an inboard surface of a semitrailer frame (FIG. 5B), a flange plate 123 is attached to an outboard surface of upper leg tube 14 by any suitable means such as welding (FIG. 1A). Each protruding end of flange plate 123 is formed with a plurality of openings 124 for receiving fastening means 125 such as bolts or the like, for attachment of legs 11, 12 to semitrailer frame 122. If desired, legs 11 and 12 can have both the outboard and inboard mounting structures described above mounted thereon (FIG. 1B), so that legs 11 and 12 of landing gear 10 may be attached either to the outboard or inboard surfaces of a semitrailer frame. The landing gear 10 is operated in the following manner when it is desired to work the landing gear in low gear or low speed, wherein the ratio of turns of crank handle 99 to vertical distance of travel of legs 11, 12 is high, but wherein the mechanical advantage enjoyed by the operator of the landing gear also is high. More particularly, this ratio is from about 15 to about 50, desirably from about 20 to about 40, and preferably are about 25 to about 35 turns per inch, which generally are standard ratios. Landing gear 10 is shown in the low gear in Figs. 2 and 4. To lower upper leg tube 14 with respect to lower leg tube 13 of the driver's side and kerb-side legs 11 and 12, respectively, in low-speed, input shaft 75 is manually slidably moved to its inwardmost position by applying a pushing force to crank handle 99, so that detent balls 94 are positively engaged with second annular recess 96. Crank handle 99 and attached input shaft 75 then are manually rotated in a clockwise direction as shown by the arrow in FIG. 4, whereby pinion gear 83 meshes with the teeth of intermediate gear 72 of combination gear 70 for rotating the intermediate gear in a counterclockwise direction. In transmitting the rotary motion of input shaft 75 from pinion gear 83 to intermediate gear 72, a single reduction having a magnitude of, for example, about 6.6:1 is achieved. As is well known to those of ordinary skill in the art, in practical terms, such a reduction means that intermediate gear 72 is rotating about 6.6:1 times slower than input shaft 75, but a gain in mechanical advantage of a magnitude of about 6.6 is at the same time realized by the operator of landing gear 10. That is, due to the reduction achieved in transmitting rotary motion from pinion gear 83 to intermediate gear 72, the operator will find that crank handle 99 is about 6.6 times easier to turn than without such a reduction. Attached counterclockwise rotating bevel pinion 74 meshes with bevel gear 34 to rotate the bevel gear and attached screw shaft 26 in a clockwise direction. A second reduction having a magnitude of, for example, about 2:1 occurs in going from bevel pinion 74 to bevel gear 34, resulting in an overall reduction of 13.3, meaning that screw shaft 26 turns about 13.3 times slower than input shaft 75 in low gear. However, landing gear 10 as described here would be customarily referred to in the art and literature as a single reduction assembly based on the reduction which takes place in gear case compartment 43 between pinion gear 83 and intermediate gear 72. Most prior art landing gear have a single or double reduction which takes place in the gear case, as well as another reduction which takes place at the junction of the output shaft and the elevating screw shaft. However, such landing gear generally are identified as single reduction or double reduction based on the number of reductions which take place exclusive of the reduction at the junction of the output shaft and elevating screw shaft. Therefore, the total reduction of about 13.3, when combined with the screw lead pitch of about 2.25 of threaded lower shaft 24 of elevating screw shaft 26, results in a low gear ratio of crank handle turns to vertical travel distance of 13 3 times about 2.25, equalling about 30 turns per inch (inch = 25.4mm). This means that, in low gear, for every 30 turns of crank handle 99, scew shaft 26 will travel one inch (25.4mm) in vertical distance Although screw shaft 26 is turning about 13.3 times slower than input shaft 75, the operator enjoys a theoretical mechanical advantage of a magnitude of about 30. For a typical crank handle having, for example, about a 406 mm (16 inch) lever (as measured by the radial displacement of the handle 99 from the rotational axis of the input shaft 75), the handle moves circumferentially through a distance of about 100 inches per revolution, which means that crank handle 99 theoretically turns about 3,000 times easier than it would without the landing gear mechanism. After frictional losses are accounted for, the net mechanical advantage of the entire mechanism is about 900 to 1. Rotation of screw shaft 26 in nut 25 in the counterclockwise direction causes upward movement of the screw shaft in the nut resulting in retraction of lower leg tube 13 within upper leg tube 14. The foregoing example is only illustrative; the gear reduction between the pinion gear 83 and the intermediate gear can be from 2:1 or 2.5:1 or 4:1 to about 8:1. Similarly, the second reduction between the bevel pinion 74 and bevel gear 34 can typically range from about 1.5:1 to about 2.5:1 Likewise, the effective screw pitch of 2.25 is only illustrative; with typical screw pitches ranging from 1.5 turns per inch to 4 turns per inch (25.4mm). Effective screw pitch refers to the number of screw revolutions required to achieve an axial screw displacement of one inch. Output shaft 60 simultaneously rotates connecting shaft 106 in a clockwise direction, which in turn rotates input shaft 109 of leg 12 in a clockwise direction as shown in FIG. 6A. Attached clockwise-rotating bevel pinion 117 meshes with bevel gear 120 to rotate the bevel gear and attached screw shaft 121 in a counterclockwise direction in a manner similar to the rotation of screw shaft 26 of driver's side leg 11, for retracting lower leg tube 13 with respect to upper leg tube 14. Of course, it is understood that rotation of crank handle 99 in the opposite or counterclockwise direction results in opposite movement of all of the above-described components of landing gear 10, which in turns results in extension of lower leg tube 13 from upper leg tube 14 in both legs 11, 12. In accordance with another significant feature of the present apparatus, when it is desired to work landing gear 10 in high gear or high-speed, wherein the ratio of turns of crank handle 99 to vertical distance of travel of legs 11, 12 is low, but wherein the mechanical advantage realized by the operator also is low, the landing gear is operated in the following manner. The high gear ratio is from about 2 to about 5, desirably from about 3 to about 4.5, and preferably from about 4 to about 4.5 turns per inch (25.4mm), which generally are standard ratios. Landing gear 10 is shown in high gear in Figs. 2A and 4A. To lower upper leg tube 14 with respect to lower leg tube 13 of the driver's side and kerb-side legs 11 and 12, respectively, in high speed, input shaft 75 is manually slidably moved to its outwardmost position by applying a pulling force to crank handle 99, so that detent balls 94 disengage from second annular recess 96 and positively engage first annular recess 95. Such outward movement of input shaft 75 from the inwardmost position shown in Figs. 2 and 4 to the outwardmost position shown in Figs. 2A and 4A causes pinion gear 83 to retract within continuous opening 86 of hub 90 of gear 85, whereby the outer ends of the gear teeth of pinion gear 83 function as splines to slidably engage the internal teeth or spline slots 84 formed in the hub. It is important to note that the relatively small size of pinion gear 83, which must be moved through heavy lubricating grease contained in gear case compartment 43 during shifting between gear speeds, results in an apparatus with improved shifting ease. More particularly, this grease offers resistance to the movement of pinion gear 83 therethrough, and makes such movement particularly difficult in cold weather conditions when the grease is more viscous. However, the small size of pinion gear 83 relative to many prior art gears which must be shifted through such lubricating grease, substantially reduces the effect of the grease resistance. Moreover, the relatively short horizontal distance between first and second annular recesses 95 and 96 of about 16mm (5/8") which is less than many prior art devices which require an inward movement of a gear a distance of about 32mm (1¼") to accomplish a similar shift from one gear speed to another gear speed, also aids in improving the shifting ease of the apparatus described here. Thus, such a spline shifting or "clutch shifting" apparatus is more efficient than many known prior art landing gear shifting apparatus, including "constant gear mesh" designs. Crank handle 99 then is manually rotated in a clockwise direction as shown in FIG. 4A whereby clockwise rotating input shaft 75 rotates attached pinion gear 83 in a clockwise direction, which in turn rotates engaged hub 90 of gear 85. Clockwise rotating gear 85 in turn meshes with and rotates gear 73 of combination gear 70, which in turn rotates output shaft 60 and attached bevel pinion 74 in a counterclockwise direction. Bevel pinion 74 meshes with bevel gear 34 to rotate the bevel gear and attached screw shaft in a counterclockwise direction. As discussed above, the reduction in going from bevel pinion 74 to bevel gear 34 can, for example, be of a magnitude of about 2:1, which is the only reduction or only significant reduction, which occurs in high gear. The gear ratio between the high-speed drive gear 85 and gear 73 is typically from about 1:1 to about 0.6:1, with a gear ratio of about 1:1 being preferred. A 2:1 gear reduction between the bevel pinion 74 and bevel gear 34 and a 1:1 gear ratio between the high-speed gear 85 and gear 73, when combined with a screw lead pitch of about 2.25 of threaded lower shaft 24 of elevating screw shaft 26, results in a high gear ratio of crank handle turns to vertical travel distance of about 2 times about 2.25, equalling about 4.5 turns per inch (25.4mm). More specifically this means that in the high gear, for every 4.5 turns of crank handle 99, screw shaft 26 travels about one inch (25.4mm) in a vertical direction, or faster than in low gear. However, it should be noted that when landing gear 10 is in high gear or high-speed, the operator conversely only enjoys an overall theoretical mechanical advantage of a magnitude of about 450 with screw shaft 26 turning only about 2 times slower than input shaft 75, as compared to a theoretical mechanical advantage of about 3000 in low gear. The net mechanical advantage of the mechanism after accounting for frictional losses is about 135 in high gear. Rotation of screw shaft 26 in nut 25 in the counterclockwise direction causes downward movement of the screw shaft in the nut resulting in retraction of lower leg tube 13 and upper leg tube 14. Operatively connected kerb-side leg 12 simultaneously operates in a similar manner as described above for the description of the operation of landing gear 10 in low speed. Of course, it is understood that rotation of crank handle 99 in the opposite or counterclockwise direction results in opposite movement of all of the above-described components of landing gear 10, which in turn results in extension of lower leg tube 13 from upper leg tube 14 in both legs 11, 12. Preferably, the ratio of turns of the input shaft to inches of travel (inch = = 25.4mm) of the telescoping legs is from about 4 to about 6 in high gear, and from about 18 to about 35 in low gear. It should be noted and is understood that depending on whether screw shaft 26 and nut 25 are threaded in a right-hand or left-hand direction, rotation of crank handle 99 in a given direction will cause lower leg tube 13 either to retract within or extend from upper leg tube 14. While the present invention has been described in detail relative to the preferred embodiment of the transmission or gear assembly which includes parallel input and output shafts wherein the output shaft has a bevel pinion 74 which engages bevel gear 34 to cause rotation of screw shaft 27, it will be readily appreciated by those having ordinary skill in the art that additional shafts can be added to take advantage of the improved shifting ease enabled by these proposals. Specifically, one important feature described here is the use of an axially movable input shaft 75 having attached in fixed relationship thereto a relatively small radius pinion gear 83 which together can be easily moved such as through heavy lubrication grease to allow easy shifting between low and high speed operation. In summary, important features of the apparatus described above include a two-speed single reduction gear assembly, in which the gear assembly is composed of few, small and simple parts mounted on and about vertically offset input and output shafts, resulting in an easy to manufacture and assemble, compact, low-cost landing gear unit. This reduction in the number, size and complexity of parts results in an easy to crank and shift unit capable of achieving standard crank-handle turn to vertical leg travel distance ratios, wherein the low speed ratio could be fixed within a broad range during manufacture of the unit, if desired, without substantially increasing the overall size or complexity of the two-speed single reduction gear assembly. The landing gear described above is durable and simple to use, and can include a universal mounting feature.

Claims: A landing gear assembly for supporting a trailer, comprising a drive mechanism having a rotatable input shaft (75) and a rotatable output shaft (60) which is parallel to and laterally spaced from the input shaft (75), and is drivable from the input shaft (75) through a transmission providing first and second speeds, the input shaft (75) being axially slidable relative to the output shaft (60) between first and second positions; and a vertically extendable and retractable support (11) having a conversion mechanism (25,26) for converting rotation of the output shaft (60) to extension or retraction of the support (11); the transmission comprising a first, pinion drive gear (83) provided on the input shaft (75) to rotate and move axially with it, and which in the second axial position of the input shaft engages a first gear (72) on the output shaft (60) to provide the first speed; a second drive gear (85) mounted coaxially on the input shaft (75), having an internal splined or toothed keying conformation (84) which is engaged by an axially localised corresponding keying conformation (83) on the input shaft (75) in the first axial position thereof so that the second drive gear (85) and input shaft (75) then rotate together, the second drive gear (85) engaging a second gear (73) on the output shaft (60) to provide the second speed, characterised in that the support's conversion mechanism (25,26) is driven through a support bevel gear (34) engaged by a bevel pinion (74) on the output shaft (60), and the bevel pinion (74), second gear (73) and first gear (72) are disposed on the output shaft (60) adjacent one another as an integral one-piece combination gear (70). An assembly according to claim 1 in which the support (11) has opposed inboard and outboard walls with the support bevel gear (34) between them, the input shaft (75) has a cranking end (76) extending out through the outboard wall, the first and second drive gears (83,85) on the input shaft and the one-piece combination gear (70) on the output shaft (60) being disposed to the inboard of the support's bevel gear (34), adjacent the support's inboard wall. An assembly according to claim 2 in which an external gear case (42) is provided on the support's inboard wall, and together with the wall of the support (11) houses said gears (83,85; 72, 73) which provide the first and second speeds. An assembly according to any one of the preceding claims in which the first speed is a low speed and the second speed is a high speed. An assembly according to any one of the preceding claims comprising a second extendable and retractable support (12) laterally spaced from said support (11), and having a respective input shaft (109) connected to rotate with the output shaft (60,204) of the drive mechanism, and mechanism (117,120,121) for converting rotation of the second support's input shaft (109) to extension or retraction of the second support (12). An assembly according to any one of the preceding claims comprising a crank handle (99) on the outboard end (76) of the input shaft (75,202). An assembly according to any one of the preceding claims in which the axially-localised keying conformation on the input shaft (75,202) is the pinion drive gear (83,206).

Inventors: VANDENBERG ERVIN, VANDENBERG, ERVIN
Applicants: JOST INTERNAT, JOST INTERNATIONAL
Application year: 1995
Main classification: B60S9
IPC codes: F16H3, B60S9