Abstract:
A motorcycle trailer with an aerodynamic storage compartment and a two-wheel independent suspension. Swing arm suspensions for the wheels include swing arms pivotally mounted to the trailer above the wheel axle, wherein the swing arms are supported by wheel suspension shock absorbers. A suspension spring supported hitch design enables the motorcycle to rapidly move up and down independently of the trailer pitch velocity to reduce affecting the motorcycle. The aerodynamic storage compartment, the wheel suspension, and the suspension spring supported hitch help maintain a smooth ride for the motorcycle pulling the trailer and reduce the aerodynamic drag and associated fuel consumption and rear tire wear of the motorcycle, and the motorcycle aft frame fatigue.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS  
       [0001]     None  
       STATEMENTS REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT  
       [0002]     None  
       REFERENCE TO A MICROFICHE APPENDIX  
       [0003]     None  
       BACKGROUND OF THE INVENTION  
       [0004]     1. Field of the Invention  
         [0005]     The present invention relates to motorcycle trailers. More specifically, it relates to trailers that have an aerodynamic storage compartment and a two wheel independent suspension where the suspension mount on the trailer is above the axle of the tire. A suspension spring assembly for the hitch and draw bar is provided to reduce the impact on the motorcycle caused by the trailer&#39;s pitch axis inertia. With the pivot mounting of the swing arm being above the wheel axle when the trailer hits a bump, the wheel&#39;s motion is retreating from the bump. This reduces the vertical acceleration of the wheel hitting the bump, resulting in lower vertical forces on the trailer.  
         [0006]     2. Description of the Related Art  
         [0007]     There are a large number of motorcycle trailers on the market that try to be aerodynamic. One attempt at aerodynamics was by changing the shape of the trailer to have the front of the trailer have a somewhat pointed nose on it. Other variations for aerodynamics were to have the front angle the air to the ground, over the top, or both. While the front of prior art trailers directed the air, the back usually remains square and therefore does nothing with the air flow off the back of the trailer to help the aerodynamics of the trailer. Also other prior art trailers have just made the trailers smaller than the motorcycle so that the motorcycle diverts most, if not all, of the wind. Even if the smaller trailer has less wind resistance, there is also less room for cargo.  
         [0008]     Some prior art has a single axle suspension for two-wheel motorcycle trailers, while other prior art uses independent suspension to make the ride of the trailer smoother over rough roads. The suspension systems that do include swing arms have the arm angle up from a lower pivot location to a higher point at the axle of the wheel. The swing arm coming up to the wheel axle must rise more steeply when it hits a bump and therefore there is a rougher ride due to higher vertical acceleration. Most prior art has a single rigid hitch and drag bar which resists the vertical motion of the motorcycle going over bumps, increasing the vertical loading of the motorcycle&#39;s rear frame. The high vertical loading not only reduces the enjoyment of the ride, but increases the fatigue of the rear frame of the motorcycle.  
         [0009]     In the Wagner U.S. Pat. No. 4,536,001, there is a two-wheel independent suspension motorcycle cargo trailer. In this trailer there is a low center of gravity and an independent suspension, versus a transverse common axle and suspension for both wheels, which both were to reduce drag and give a smoother ride. The wheel suspension consists of a swing arm and air shocks to reduce the effects of bumps in the road. The swing arm is mounted on the trailer in a location lower that the attachment to the wheel axle. This prior art tries to reduce wind drag only by lowering the cargo trailer to the ground and leaving it with straight flat edges for the wind to catch.  
       BRIEF SUMMARY OF THE INVENTION  
       [0010]     The present invention is an aerodynamic motorcycle cargo pull trailer. The panel shapes of the front panel and top and sides of the forward portion of the storage compartment join together to create an aerodynamic suction on the trailer that results from the acceleration of the air flow over these curving surfaces. The rear and downward slope of the top and the rear and upward slope of the bottom, plus the tapering together of the rear side panels, create thrust from the recompressing of the decelerating air as it passes over the trailer. The overall shape of the front, top, side, and back of the storage compartment make the trailer aerodynamic.  
         [0011]     A suspension spring supported hitch and drawbar design enables the trailer to move up and down in the pitch axis to reduce affecting the motorcycle. The trailer has two independent suspension wheels. The pivots for the swing arms of the wheel suspensions are mounted above the location of the wheel axles for the trailer. Wheel suspension shock absorbers are attached from the chassis to the swing arms to reduce the amount that the trailer is affected by bumps in the road. The location of the swing arm attachment is designed to lessen the rough ride normally caused when a trailer hits a bump in the road. 
     
    
     BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS  
       [0012]      FIG. 1  is an overall view of the frame, the hitch coupler, and the suspension system of the trailer for this invention with the storage compartment removed to better show the parts of the trailer.  
         [0013]      FIG. 2  is a close view of the right tire suspension and the support arch for that suspension.  
         [0014]      FIG. 3   a  is a right side view of the hitch coupler with the first and second connectors  
         [0015]      FIG. 3   b  is a left side view of the hitch coupler with the first and second connectors  
         [0016]      FIG. 4  is a view of the trailer with the storage compartment visible and on the trailer.  
         [0017]      FIG. 5  is a right side view of the right side section of the aerodynamic storage compartment  
         [0018]      FIG. 6  is a front right view of the front, and right side sections as well as the top of the aerodynamic storage compartment  
         [0019]      FIG. 7  is a front left view of the front, and left side sections as well as the top of the aerodynamic storage compartment  
         [0020]      FIG. 8  is a front view of the front section of the aerodynamic storage compartment  
         [0021]      FIG. 9  is a top view of the top and parts of the front, and rear sections of the aerodynamic storage compartment  
         [0022]      FIG. 10  is a back right view of the rear and right side sections and the top of the aerodynamic storage compartment  
         [0023]      FIG. 11  is a back view of the rear and top of the aerodynamic storage compartment  
         [0024]      FIG. 12  is a bottom left view of the left side and front sections of the aerodynamic storage compartment 
     
    
     DETAILED DESCRIPTION OF THE INVENTION  
       [0025]      FIGS. 1-12  illustrate an aerodynamic portable trailer  10  that can be pulled by a motorcycle. In  FIG. 1 , the trailer has a center second connector  11  made up of a hollow square or rectangular beam. Second connector  11  inserts into center support bar  67  at reference point AB (the being of the main frame of the trailer). The trailer  10  has two side support rails  15  and  14  that run horizontally on the left and right sides of the center support bar  67  respectively. Front lateral support bar  12  crosses the center support bar  67 , perpendicularly at reference point AB and is attached to the center support bar  67  at that point (where the second connector  11  is inserted). The forward most end of side support rail  15  is attached on the bottom and left end of front lateral support bar  12  at reference point AD, and runs perpendicularly away from the front lateral support bar  12  toward the rear of the trailer. The forward most end of side support rail  14  is attached on the bottom and right end of front lateral support bar  12  at reference point AE, and runs perpendicularly away from the front lateral support bar  12  toward the rear of the trailer. Side support rails  14  and  15  are tapered in toward the trailer at both ends. Middle lateral support bar  13  attaches at both sides to support rails  14  (at reference point CE) and  15  (at reference point CD) as well at the end of the center support rail  67  at reference point BC which ends before the front of right tire  70  and left tire  71 . Middle lateral support bar  13  extends beyond both of the side support rails  14  and  15  for the attachment of two swing arm pivot mount structures  17  and  29 . Rear lateral support bar  16  attaches the rear end of the side support rails  14  (reference point EF) and  15  (reference point DF) together by attaching to the inside edges of both rails  14  and  15 . Rear lateral support bar  16  runs transversely between side support rails  14  and  15 .  
         [0026]     Seen the best in  FIG. 2 , swing arm mount structure  17  extends vertically from the right end of middle lateral support bar  13 , with the opening for the swing arm  22  toward the rear of the trailer. Swing arm  22  is composed of a first and second end wherein the first end is connected to the swing arm mount structure  17  by pivot pin  24  and bushing set  25  and  68 . The first end being the connection point for swing arm  22  in the swing arm mount structure  17  is above that of the axle of right tire  70  as a result of suspension shock absorber  21  during normal operation, so swing arm  22  angles down and to the rear of the trailer while in a normal position. Axle  23  is attached at the second end of swing arm  22  by weld rings  81   a  and  81   b  on the right and left sides of swing arm  22 , respectively, which is the end opposite of the swing arm mount structure  17 .  
         [0027]     Seen best in  FIG. 2 , the first end of member  18  is attached (welded) to the left front portion of the swing arm mount structure  17  and extends up and back. On the second end of member  18 , adaptor  19  attaches member  18  to the first end of leg member  20 . Adaptor  19  is composed of left and right angled flat sections  73  and  72  respectively. Sections  73  and  72  of adaptor  19  extend from second end of member  18  and then make an angle down and to the rear of the trailer toward first end of leg member  20 . The second end of leg member  20  is then attached to side support rail  14  after extending down and to the rear from adaptor  19 . The connection of member  18 , adaptor  19 , and leg member  20  creates a support arch from swing arm mount structure  17  to side support rail  14 . Suspension shock absorber  21  is connected from adaptor  19  (by connecting pin  28 ) to swing arm connector  26  (by connecting pin  27 ). Swing arm connector  26  is mounted on the top of the second end of swing arm  22  (the same end as axle  23 ). The support arch made up of member  18 , adaptor  19  and leg member  20  is attached to the chasse at the intersection of adaptor  19  and the second end of member  18  by bracket  79 , which is attached to the intersection of adaptor  19  and the second end of member  18 . The combination of swing arm mount structure  17 , swing arm  22 , suspension shock absorber  21 , and support arch made up of member  18 , adaptor  19  and leg member  20  completes the suspension system for the right tire  70 .  
         [0028]     Seen in  FIG. 1 , swing arm mount structure  29  extends vertically from the left end of middle lateral support bar  13 , with the opening for the swing arm  41  toward the rear of the trailer. Swing arm  41  is composed of a first and second end and the first end of swing arm  22  is connected to the swing arm mount structure  29  by pivot pin  24  and bushing set  37  and  69 . The connection point for swing arm  41  in the swing arm mount structure  29  is above the axle of left tire  71  as a result of suspension shock absorber  33  during normal operation, so swing arm  41  angles down and to the rear of the trailer while in a normal position. Axle  23  is attached to the second end of swing arm  41  by weld rings  82   a  and  82   b  on the left and right sides of swing arm  41  respectively, which is the opposite end from the swing arm mount structure  29 .  
         [0029]     Seen in  FIG. 1 , the first end of member  30  is attached (welded) to the right front portion of the swing arm mount structure  29  and extends up and back. On the second end of member  30 , adaptor  31  attaches member  30  to the first end of leg member  32 . Adaptor  31  has left and right angled flat sections  75  and  74  respectively. Sections  77  and  74  of adaptor  31  extend from the second end of member  30  and then make an angle down and to the rear of the trailer toward leg member  32 . The second end of leg member  32  is then attached to side support rail  15 . The connection of member  30 , adaptor  31 , and leg member  32  creates a support arch from swing arm mount structure  29  to side support rail  15 . Suspension shock absorber  33  is connected from adaptor  31  (by connecting pin  40 ) to swing arm connector  35  (by connecting pin  39 ). Swing arm connector  35  is mounted on the top of the second end of swing arm  41  (the same end as axle  34 ). The support arch made up of member  30 , adaptor  31  and leg member  32  is attached to the chasse at the intersection of adaptor  31  and the second end of member  30  by bracket  80 , which is attached to the intersection of adaptor  31  and the second end of member  30 . The combination of swing arm mount structure  29 , swing arm  41 , suspension shock absorber  33 , and support arch made up of member  30 , adaptor  31  and leg member  32  completes the suspension system for the left tire  71 .  
         [0030]     In  FIG. 3 , the front of second connector  11  is attached (welded) to two angled pieces of steel  41  and  42  on the left and right, respectively, that angle up and to the front of the trailer hitch (away from second connector  11 ).  FIG. 4  shows the hitch coupler  83  at the end of the drawbar which comprises first connector  43  and second connector  11 . First connector  43  is attached to the first connector support  46  (which angle up and to the rear of the trailer from the coupler) by welding both pieces to parallelogram flat pieces of metal  44  and  45  on the left and right sides of first connector  43  and first connector support  46 , respectively. At the intersection of the first connector  43 , first connector support  46 , and pieces  44  and  45  are all attached by pivot rod  47  and bushing mounts  65  and  66  on the left and right side of coupler  43  respectively (to allow the first connector  43  and first connector support  46  to pivot) to pieces  41  and  42 . First connector  43  is a standard first connector to attach a trailer to the towing ball  76  of the towing vehicle  78  (a standard motorcycle). Towing ball  76  is attached to towing vehicle  78  by towing hitch  77 . First connector support  46  is attached (welded) to connection piece  48  which is then connected to shock absorbing spring  50  by pin  49 . Shock absorbing spring  50  angles down and to the rear and is attached to the second connector  11  by pin  51  and connector  52  that is welded to the top of the second connector  11 . The shock absorbing spring  50  and the pivot rod  47  enables the trailer to move up and down without moving the towing vehicle  78  a great amount.  
         [0031]      FIGS. 3-12  show an illustration of storage compartment  52  which is composed of front section  53 , right side section  54 , back section  55 , left side section  56 , top  57 , and bottom  63 . Side  54  is on the right side of compartment  52  and has a hub cutout for right tire  70 . Right fender  66  is attached around the cutout for right tire  70  on the ride side panel  54 . Side  56  is on the left side of compartment  52  and has a hub cutout for left tire  71 . Left fender  65  is attached around the cutout for left tire  71  on the left side panel  56 . The front section  53  of the storage compartment has a first front panel member  58  with portions  58   a  and  58   b  as well as a second front panel member  59  with portions  59   a  and  59   b.  Bottom  63  of the storage compartment  52  is attached to the bottom edge of portions  59   a  and  59   b  of front section  53 , as well as the bottom edges of side sections  54  and  56  and rear  55 . Bottom  63  is also attached to the chasses along the front lateral support bar  12 , the middle lateral support bar  13 , and the brackets  79  and  80 .  
         [0032]     As shown in  FIGS. 4 , and  6 - 8 , the point of intersection of portions  58   a,    58   b,    59   a,  and  59   b  of the front section  53  (reference point  53   a ), portion  58   a  slopes up and to the rear of the compartment  52  vertically toward the top  57  along the line of intersection of portions  58   a  and  58   b  and out and to the rear of the compartment  52  horizontally toward the left side section  56  along the line of intersection of portions  58   a  and  59   a.  The point of intersection between front section  53 , left side section  56  and top  57  is the point of portion  58   a  that is the most up and to the rear of compartment  52  from point  53   a.  At reference point  53   a  portion  58   b  slopes up and to the rear of compartment  52  vertically toward top  57  along the line of intersection of portions  58   a  and  59   b  and out and to the rear of compartment  52  horizontally toward right side section  54  along the line of intersection of portions  58   b  and  58   b.  The point of intersection between front section  53 , right side section  54  and top  57  is the point of portion  58   b  that is the most up and to the rear of compartment  52  from point  53   a.    
         [0033]     As shown in  FIGS. 4 , and  6 - 8 , at reference point  53   a  portion  59   a  slopes down and to the rear of compartment  52  vertically toward bottom  63  along the line of intersection of portions  59   a  and  59   b  and out and to the rear of compartment  52  horizontally toward left side section  56  long the line of intersection of portions  58   a  and  59   a.  The point of intersection between front section  53 , left side section  56  and the bottom  63  is the point of portion  59   a  that is the most below and to the rear of compartment  52  from point  53   a.  At reference point  53   a  portion  59   b  slopes down and to the rear of compartment  52  vertically toward bottom  63  along the line of intersection of portions  59   a  and  59   b  and out and to the rear of compartment  52  horizontally toward right side section  54  along the line of intersection of portions  58   b  and  59   b.  The point of intersection between front section  53 , right side section  56  and bottom  63  is the point of portion  59   b  that is the most below and to the rear of compartment  52  from point  53   a.  The sloping of portions  58   a,    58   b,    59   a  and  59   b  of compartment  52  combine as a rounding effect to create aerodynamic suction.  
         [0034]     Referring to  FIGS. 4 and 5 , the right side section  54  is made up of portions  54   a,    54   b,  and  54   c,  and  54   d.  Portion  54   a  finishes the sloping of  58   b  into portion  54   c  (rounding the top edge between first front panel member  58  and right side section  54 ), and portion  54   b  finishes the sloping of  59   b  into portion  54   d  (rounding the bottom edge between second front panel member  59  and right side section  54 ). Portion  54   c  slopes up and to the center toward top  57  from the line of intersection of portions  54   c  and  54   d,  while  54   d  slopes down and to the center toward bottom  63  from the same line of intersection.  
         [0035]     Referring to  FIGS. 7 and 12 , left side  56  is made up of portions  56   a,    56   b,  and  56   c,  and  56   d.  Portion  56   a  finishes the sloping of  58   a  into portion  56   c  (rounding the top edge between first front panel member  58  and right side section  56 ), and portion  56   b  finishing the sloping of  59   a  into portion  56   d  (rounding the bottom edge between second front panel member  59  and right side section  56 ). Portion  56   c  slopes up and to the center toward top  57  from the line of intersection of portions  56   c  and  56   d,  while  56   d  slopes down and to the center toward bottom  63  from the same line of intersection.  
         [0036]     Referring to  FIGS. 6 and 8 , top  57  attaches to front section  53  by a hinge  84  along the line of intersection between front section  53  and top  57 , and as seen in  FIG. 9 , latches at rear  55  in the center of the line of intersection between rear  55  and top  57 .  
         [0037]     In  FIG. 9 , top  57  is composed of first upper member  60  which is made up of portions  60   a,    60   b,    60   c  and  60   d,  and second upper panel member  64 , which is made up of portions  64   a,    64   b,    64   c  and  64   d.    
         [0038]     Referring to  FIGS. 4 and 6 - 8 , the front left portion  60   a  of top  57  continues the slope of portion  58   a  with a steep incline at the line of intersection between  58   a  and  60   a  and a less incline near the center of the front left portion  60   a  and the center of top  57 . Front left portion  60   a  slopes down and to front section  53  from reference point  57   a  (in the middle of top  57 ) along the line of intersection between portions  60   a  and  60   b.  Front left portion  60   a  also slopes down and to left side section  56  from reference point  57   a  along the line of intersection between portions  60   a  and  64   a.  Portion  60   c  is on the left side of  60   a  and forms a steep rounded decline to left side section  56 .  
         [0039]     In  FIGS. 4-7 , front right portion  60   b  of top  57  continues the slope of portion  58   b  with a steep incline at the line of intersection between  58   b  and  60   b  and a lesser incline near the center of front right portion  60   b  and the center of top  57  to reference point  57   a  at the intersection of top portions  60   a,    60   b,    64   a  and  64   b  which completes the rounding out of the aerodynamic suction. Front right portion  60   b  slopes down and to front section  53  from reference point  57   a  along the line of intersection between portions  60   a  and  60   b.  Front right portion  60   b  also slopes down and to the right side section  54  from reference point  57   a  along the line of intersection between portions  60   b  and  64   b.  Portion  60   d  is on the right side of  60   b  and forms a steep rounded decline to right side section  54 .  
         [0040]     Referring to  FIGS. 4, 10  and  11 , back left portion  64   a  of top  57  starts at reference point  57   a  to taper down toward rear  55  along the line of intersection for back portions  64   a  and  64   b,  and down and to the left toward left side section  56 . Portion  64   c  is on the left side of  64   a  and forms a steep rounded decline to left side section  56  so as to capture thrust from the recompressing air flow.  
         [0041]     In  FIGS. 4-6 ,  10  and  11 , back right portion  64   b  of top  57  starts at reference point  57   a  to taper down toward rear  55  along the line of intersection for back portions  64   a  and  64   b,  and out and down to the right toward right side section  54 . Portion  64   d  is on the right side of  64   b  and forms a steep rounded decline to right side section  54  so as to capture thrust from the recompressing air flow.  
         [0042]      FIGS. 5 , and  9 - 11 , rear  55  of storage compartment  52  is made up of left rear portion  61 , and right rear portion  62 . Rear portions  61  and  62  slope down and to the rear of storage compartment  52  starting from top  57  and going toward bottom  63 , connecting with bottom  63  to complete storage compartment  52 .  
         [0043]     Those skilled in the art can appreciate from the foregoing description that the broad teachings of the present invention can be implemented in a variety of forms. Therefore, while this invention has been described in connection with particular examples thereof, the true scope of the invention should not be so limited since other modifications will become apparent to the skilled practitioner upon a study of the specification and following claims.