Abstract:
Methods of making and using a vehicle transport apparatus are provided. An exemplary method of making the vehicle transport apparatus includes at least the steps of providing a beam with a kingpin attached on each a proximal and distal end, linking a single and only axle in vertical and horizontal sliding support of the beam, wherein the beam adjusts vertically relative to the axle, and the axle adjusts horizontally relative to the beam, and wherein the beam is unsupported by the single and only axle during at least one operating mode of the beam, attaching a guide post to the axle, securing a vertical slide member to the beam and in sliding contact with the guide post, and interposing a vertical position control apparatus between the vertical slide member and the axle, the vertical position control apparatus controlling the vertical position of the beam relative to the axle.

Description:
RELATED APPLICATIONS 
     This application is a continuation of U.S. patent application Ser. No. 12/484,808 filed Jun. 15, 2009, entitled “Vehicle Transport Apparatus,” which is a divisional of U.S. patent application Ser. No. 11/193,055 filed Jul. 29, 2005, now U.S. Pat. No. 7,547,179 issued Jun. 16, 2009, entitled “Vehicle Transport Apparatus.” 
    
    
     FIELD OF THE INVENTION 
     The claimed invention relates to the field of vehicle transport equipment; more particularly, but not by way of limitation, to a vehicle transport apparatus for transporting long haul semi tractors. 
     BACKGROUND 
     Transporting semi tractors from a manufacturer&#39;s inventory to various dealer and customer destinations is typically a tedious process that frequently includes the mounting of two rigs onto a third. That is, a first semi tractor is “piggy backed” onto a second semi tractor and a third semi tractor is “piggy backed” onto the first semi tractor. In this configuration, the second semi tractor is used to pull all three to the delivery destination, or destinations. 
     Using the prior art “piggy back” technique, the mounting time of the semi tractors typically takes substantially eight man hours of time, and the dismounting of the semi tractors take an additional eight man hours of time. In addition to the sixteen man hours of mounting and dismounting time, a driver of the trio of “piggy backed” semi tractors typically needs to arrange for return transportation, which most often is a one way airline ticket. With two days of driving and one day on return flights, the man hours for transport of the trio of semi tractors could take forty hours of time plus the cost of an airline ticket. 
     As such, challenges remain and a need persists for improvements in methods and apparatuses for use in the delivery of semi tractors. 
     SUMMARY OF THE INVENTION 
     In accordance with exemplary embodiments, methods of making and using a vehicle transport apparatus are provided. An exemplary method of making the vehicle transport apparatus includes, but is not limited to, at least the steps of providing a beam with a kingpin attached on each a proximal and distal end, linking a single and only axle in vertical and horizontal sliding support of the beam, wherein the beam adjusts vertically relative to the axle, and the axle adjusts horizontally relative to the beam, and wherein the beam is unsupported by the single and only axle during at least one operating mode of the beam, attaching a guide post to the axle, securing a vertical slide member to the beam and in sliding contact with the guide post, and interposing a vertical position control apparatus between the vertical slide member and the axle, the vertical position control apparatus controlling the vertical position of the beam relative to the axle. 
     An exemplary method of using the vehicle transport apparatus includes, but is not limited to, at least the steps of collapsing a rear air suspension of a first vehicle, lashing a rear axle of the first vehicle to a frame of the first vehicle, coupling a first kingpin of a vehicle transport apparatus to a fifth wheel of the first vehicle, restraining the first vehicle adjacent to frame members of the vehicle transport apparatus, loading a return vehicle onto the frame members of the vehicle transport apparatus, coupling a second kingpin of the vehicle transport apparatus to a fifth wheel of a second vehicle. In the exemplary embodiment, the second vehicle is coupled to the second kingpin of the vehicle transport apparatus by steps that include, but are not limited to placing a tow tongue of the vehicle transport apparatus into a vehicle transport position, moving an axle of the vehicle transport apparatus from adjacent a distal end of the vehicle transport apparatus to a position adjacent a proximal end of the vehicle transport apparatus, raising the frame members of the vehicle transport apparatus using a hydraulic lift of the axle to position the second kingpin of the vehicle transport apparatus into alignment with the fifth wheel of the second vehicle, and lockingly engaging the second kingpin within the kingpin confinement portion of the fifth wheel of the second vehicle. 
     Further in the exemplary embodiment the return vehicle is loaded onto the frame members of the vehicle transport apparatus by steps that include, but are not limited to lowering a proximal end of the vehicle transport apparatus into contact with a surface supporting the vehicle transport apparatus, dropping a tow tongue of the vehicle transport apparatus adjacent the surface supporting the vehicle transport apparatus, disposing a load ramp of the vehicle transport apparatus into contact with the surface supporting the vehicle transport apparatus, engaging the load ramp to position the return vehicle atop the frame members of the vehicle transport apparatus, and positioning the return vehicle adjacent the first kingpin of the vehicle transport apparatus. 
     These and various other features and advantages that characterize the claimed invention will be apparent upon reading the following detailed description and upon review of the associated drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a side elevational view of an inventive vehicle transport apparatus of the present invention. 
         FIG. 2  is a first alternate side elevational view of the inventive vehicle transport apparatus of  FIG. 1 . 
         FIG. 3  is a second alternate side elevational view of the inventive vehicle transport apparatus of  FIG. 1 . 
         FIG. 4  is a third alternate side elevational view of the inventive vehicle transport apparatus of  FIG. 1 . 
         FIG. 5  is a fourth alternate side elevational view of the inventive vehicle transport apparatus of  FIG. 1 . 
         FIG. 6  is a fifth alternate side elevational view of the inventive vehicle transport apparatus of  FIG. 1 . 
         FIG. 7  is top plan perspective view of the inventive vehicle transport apparatus of  FIG. 1 . 
         FIG. 7A  is a partial cut away bottom plan perspective view of the inventive vehicle transport apparatus of  FIG. 7 . 
         FIG. 8  is a side elevational view of a semi tractor that the inventive vehicle transport apparatus of  FIG. 1  has been found useful for transport of the semi tractor. 
         FIG. 9  is a plan view of a fifth wheel of the semi tractor of  FIG. 8 . 
         FIG. 10  is an alternate side elevational view of the semi tractor of  FIG. 8  showing a relationship between a frame and axle of the semi tractor of  FIG. 8  following depletion of air from the rear air suspension of the semi tractor of  FIG. 8 . 
         FIG. 11  is a side elevational view of the inventive vehicle transport apparatus of  FIG. 1  coupled to the semi tractor of  FIG. 10 . 
         FIG. 12  is a side elevational view of the inventive vehicle transport apparatus of  FIG. 1  coupled to the semi tractor of  FIG. 10 , and a return vehicle positioned atop the inventive vehicle transport apparatus of  FIG. 1 . 
         FIG. 13  is a side elevational view of the inventive vehicle transport apparatus of  FIG. 1  coupled to: the semi tractor of  FIG. 10 ; the semi tractor of  FIG. 8 : and with the return vehicle of  FIG. 13  positioned atop the inventive vehicle transport apparatus of  FIG. 1 . 
         FIG. 14  is a side elevational view of the inventive vehicle transport apparatus of  FIG. 1  coupled to the return vehicle of  FIG. 13 . 
         FIG. 15  is flow diagram of a method of using the inventive vehicle transport apparatus of  FIG. 1 . 
         FIG. 16  is flow diagram of a method of collapsing a rear suspension of the inventive vehicle transport apparatus of  FIG. 1 . 
         FIG. 17  is flow diagram of a method of lashing an axle of a first vehicle to a frame of the first vehicle. 
         FIG. 18  is flow diagram of a method of the coupling a kingpin of the inventive vehicle transport apparatus of  FIG. 1  to a fifth wheel of the first vehicle. 
         FIG. 19  is flow diagram of a method of restraining the first vehicle to the inventive vehicle transport apparatus of  FIG. 1 . 
         FIG. 20  is flow diagram of a method of loading a return vehicle onto the inventive vehicle transport apparatus of  FIG. 1 . 
         FIG. 21  is flow diagram of a method of coupling a second vehicle to the inventive vehicle transport apparatus of  FIG. 1 . 
     
    
    
     DETAILED DESCRIPTION 
     Reference will now be made in detail to one or more examples of the invention depicted in the figures. Each example is provided by way of explanation of the invention, and not meant as a limitation of the invention. For example, features illustrated or described as part of one embodiment may be used with another embodiment to yield still a different embodiment. Other modifications and variations to the described embodiments are also contemplated within the scope and spirit of the invention. 
     Referring to the drawings,  FIGS. 1-6  are best viewed in concert to enhance an understanding of an exemplary embodiment of the present inventive vehicle transport apparatus (“VTA”)  100 . For example,  FIG. 1  shows the VTA  100  includes: a first kingpin  102  supported on a proximal end  104  of a beam  106 ; a second kingpin  108  supported on a distal end  110  of the beam  106 ; an axle  112 ; a tow tongue  114 ; a load ramp  116 ; a wheel  118  supporting the axle  112 ; hydraulic controls  120 ; and detachable bumper  122 . 
     In an exemplary embodiment, the axle  112  supports a guide post  124  confined by a vertical slide member  126 . The vertical slide member  126  is secured to the beam  106 , and in sliding contact with the guide post  124 , and maintains the guide post  124  at a substantially 90° orientation relative to the beam  106 . In the exemplary embodiment, a vertical position control apparatus  128  (which in an exemplary embodiment is a first hydraulic cylinder  128 ), is secured to, and supported by, the axle  112  on a first or ram end, and secured to the vertical slide member  126  on a second or cylinder end. 
     The partial cutaway portion shown on the distal end  110  of the beam  106  reveals a horizontal position control apparatus  130 , (which in an exemplary embodiment is a second hydraulic cylinder  130 ). The second hydraulic cylinder  130 , includes a cylinder end secured to the beam  106 , and a ram end secured to a horizontal slide member  134  (of  FIG. 7 ). In the exemplary embodiment, as shown by  FIGS. 1 and 2 , a selected first one of the hydraulic controls  120  activates the second hydraulic cylinder  130  to selectively position the axle  112  at any position, within the extent of the ram of the second hydraulic cylinder  130 , along a horizontal continuum relative to the beam  106 . In an exemplary embodiment, as shown by  FIGS. 3 and 4 , a selected second one of the hydraulic controls  120  activates the first hydraulic cylinder  128  to selectively position the beam  106  at any position, within the extent of the ram of the first hydraulic cylinder  128 , along a horizontal continuum relative to the beam  106 . 
     The exemplary embodiment of  FIGS. 3 and 4  show that the VTA  100  further includes a tongue position control apparatus  132  (which in the exemplary embodiment is a third hydraulic cylinder  132 ). The third hydraulic cylinder  132  is located adjacent the proximal end  104  of the beam  106 , and supported by the beam  106 . A cylinder end of the third hydraulic cylinder  132  is secured to the beam  106 , while the ram end of the third hydraulic cylinder  132  is attached to the tow tongue  114 . In an exemplary embodiment, a selected third one of the hydraulic controls  120  activates the third hydraulic cylinder  132  to selectively rotate the tow tongue  114  along any position of an arc, within the extent of the ram of the third hydraulic cylinder  132 , relative to the beam  106 . An ability to position the tow tongue  114  enhances the utility of the VTA  100  by allowing the VTA  100  to be attached and detached from, i.e., a pickup truck, without having to manually deal with the mass of the VTA  100 . 
       FIGS. 3 and 4  further shows the partial range of motion that the tow tongue  114  operates within, while  FIGS. 5 and 6  show the substantial range of motion that the load ramp  116  operates within. In an exemplary embodiment, the VTA  100  is positioned substantially as shown by  FIG. 6  for loading, or unloading a vehicle, such as a pickup truck or van, onto, or off of the VTA  100 . That is, the axle  112  is positioned adjacent the distal end  110  of the beam  106 , the beam  106  is positioned as near the axle  112  as the vertical slide member  126  permits, the tow tongue  114  is positioned adjacent the surface supporting the VTA  100 , and pickup truck or van, and the load ramp  116  is positioned in its lowered position, i.e., adjacent the surface supporting the VTA  100  and pickup truck, or van. 
     In preparation and for attaching the VTA  100  to a long haul tractor (such as long haul tractor  170  of  FIG. 8 ), it will be noted that  FIG. 6  depicts the removal of the detachable bumper  122  from the VTA  100 . If the detachable bumper  122  is not removed prior to attaching the VTA  100  to the long haul trailer  170 , and interference would be encountered between the detachable bumper  122  and the long haul tractor  170 . 
     The exemplary embodiment of  FIG. 7  shows the beam  106  includes a plurality of vehicle support members  136  extending between the proximal end  104 , and the distal end  110  of the beam  106 . The horizontal slide member  134  is positioned in sliding contact between two of the plurality of vehicle support members  136 , which support the horizontal slide member  134 . A horizontal slide member  134  is attached to the axle  112  through securement of the horizontal slide member  134  to the vertical slide member  126  (for example by welding the horizontal slide member  134  to the vertical slide member  126 ), and the interaction of the guide post  124  and the vertical slide member  126 . 
     Each of the vehicle support members  136  are interconnected, one to the other, by a plurality of cross members  138 , and a plurality of stationary across beams  140 . A pair of respective kingpin support members  142  (one shown) interconnect the two of the plurality of vehicle support members  136  supporting the horizontal slide member  134 . The pair of respective kingpin support members  142 , and their respective kingpins are configured to interface with a fifth wheel of a long haul tractor, such as shown by  FIG. 8 . 
       FIG. 7  further shows, a pair of chain support members  144 , which in an exemplary embodiment are each secured to a top surface of the two of the plurality of vehicle support members  136  supporting the horizontal slide member  134 , at the distal end  110  of the beam  106 . In an exemplary embodiment, each of the pair of chain support members  144  provide a smooth surface for use in tightening a chain used to lash a frame of the long haul tractor (of  FIG. 8 ), to the beam  106  of the VTA  100 . 
     In an exemplary embodiment, the plurality of vehicle support members  136 , the plurality of cross members  138 , the plurality of stationary across beams  140 , and the pair of support members  142  are formed from cold rolled steel. The tow tongue  114  and the load ramps  116  are respectfully formed from tubular steel members and steel angle iron, while the guide post  124  is formed from cold rolled steel, and the vertical slide member  126 , and the pair of chain support members  144  are formed from tubular steel members. 
     The VTA  100  further provides the utility compartment  146  (used for storing log chains tools and other accessories), a tow tongue cylinder confinement chamber  148  (used for housing the third hydraulic cylinder  132 ), and a hydraulic fluid chamber  150 . The hydraulic fluid chamber  150  is used for storing a hydraulic fluid reservoir  152  (which stores hydraulic fluid used in operating the first, second, and third hydraulic cylinders,  128 ,  130 , and  132  respectively), a power source, such as vehicle battery  154 , and an electric hydraulic pump  156 . 
     Activation of a selected one of the hydraulic controls  120  causes current to flow from the vehicle battery  154  to power the hydraulic pump  156 , which activates the hydraulic cylinder associated with the selected one of the hydraulic controls  120 . It will be noted that in an exemplary embodiment, a hydraulic fluid filter  158  is interposed between the hydraulic fluid reservoir  152  and the hydraulic pump  156 . A plurality of hydraulic hoses  160  are used to transfer hydraulic fluid throughout the hydraulic system (not shown separately), that is from the hydraulic fluid reservoir  152  through the hydraulic pump  156  to the plurality of hydraulic cylinders and the back to the hydraulic fluid reservoir  152 . In an exemplary embodiment, a vehicle utility plug  162  is provided by the VTA  100  for use as an electrical connection to a vehicle towing the VTA  100 . With the utility plug  162  plugged into the vehicle towing the VTA  100 , the vehicle battery  154  is recharged by the electrical system of the vehicle towing the VTA  100 , and running lights  164  are operative. 
     Turning to  FIG. 8 , shown therein is a long haul tractor  170  that includes a fifth wheel mechanism  172 , used for attaching transport trailers to the long haul tractor  170 . In an exemplary embodiment, the fifth wheel mechanism  172  includes a fifth wheel plate  174 , and a kingpin latching mechanism  176 . As shown by  FIG. 9 , the fifth wheel plate  174  provides a kingpin confinement portion  178 . 
     Upon encountering kingpin  108  of the VTA  100  (of  FIG. 6 ), the kingpin confinement portion  178  guides the kingpin  108  of the VTA  100  into interlocking engagement with the kingpin latching mechanism  176 . In a locked position, the fifth wheel mechanism  172  lies in a plane substantially parallel to a plane defined by a frame member  180  of the long haul tractor  170 . 
       FIG. 8  further shows an air reservoir  182 , which serves as an air reservoir for a pressurized air suspension system (not separately shown), of the long haul tractor  170 . The long haul tractor  170  depicted by  FIG. 8 , shows a typical profile of the long haul tractor  170  with the air suspension system activated. In contrast to the typical profile of the long haul tractor  170 , with its suspension system activated,  FIG. 10  depicts a profile of the long haul tractor  170  with a pressurized air bled from the air suspension system of the long haul tractor  170 . 
     By comparing the profiles of the long haul tractor  170  shown by  FIGS. 8 and 10 , it will be noted that the distance between an axle  184  and the frame  180  of the long haul tractor  170  is substantially greater when the air suspension system is activated, i.e., filled with pressurized air, versus when the pressurized air has been bled from the air suspension system. To allow the frame  180  to come within close proximity of the axle  184 , a pressure relief valve (not shown separately), of the air reservoir  182  (of  FIG. 8 ) is opened, and the pressurized air within the air reservoir  182  (and within the air suspension system) is allowed to escape into the environment. With the pressurized air depleted from the air suspension system the frame  180  is allowed to settle into a position in close proximity to the axle  184 . 
     In an exemplary embodiment, once the frame  180  is allowed to settle as close as possible to the axle  184 , log chains are wrapped around the frame  180  and the axle  184  to maintain the position of the axle  184  relative to the frame  180 . 
       FIG. 11  shows the VTA  100  attached to the long haul tractor  170 . In an exemplary embodiment, following depletion of the air from the air suspension system and air reservoir  182  of the long haul tractor  170  (of  FIG. 8 ), the VTA  100  is positioned in alignment with the long haul tractor  170 , and the kingpin  108  (of  FIG. 6 ), is placed in interlocking engagement with the kingpin latching mechanism  176  (of  FIG. 8 ). By example, with the kingpin  108  in locking engagement with the kingpin latching mechanism  176 , first ends of log chains are lowered adjacent a first side of each chain support member  144  (of  FIG. 7 ), wrapped around the frame  180  of the long haul tractor  170 , fed back up adjacent a second side of each of the chain support members  144 , and secured to second ends of the log chains. By tightening the log chains the long haul tractor  170  becomes secured to the VTA  100 , and ready for transport. 
     In an exemplary embodiment, with the VTA  100  coupled to the long haul tractor  170 , the load ramps  116  of the VTA  100  are positioned to accommodate loading up a return vehicle, such as a pickup truck  185  onto the VTA  100 , as shown by  FIG. 12 . It will be noted that prior to attaching the VTA  100  to a second long haul tractor  186  (of  FIG. 13 ), the pickup truck  185  is positioned adjacent the distal end  110  of the VTA  100 . With the pickup truck  185  positioned adjacent the distal end  110  of the VTA  100 , the wheel  118  of the VTA  100  is relocated to a position substantially beneath the front tire of the pickup truck  185 . 
     The repositioning of the wheel  118  results in raising the beam  106  relative to the surface supporting the VTA  100  and the long haul tractor  170 . By activating the first hydraulic cylinder  128 , the beam  106  is elevated to position the kingpin  102  for engagement with the second long haul tractor  186 . 
       FIG. 13  shows the second long haul tractor  186  attached to the VTA  100 . It will be noted that in preparation for delivery of the long haul tractors  170 ,  186 , the pickup truck  185  is repositioned such that the engine and transmission of the pickup truck  185  is substantially inline over a fifth wheel  188  of the second long haul tractor  186 . It should also be noted that with the fifth wheel  188  of the second long haul tractor  186  positioned for transport, the rear wheels  190  of the first long haul tractor  170  are raised off the surface supporting the second long haul tractor  186  and the front wheels  192  of the first long haul tractor  170 . 
     As shown by  FIG. 14 , following delivery of the long haul tractors  170 ,  186 , the tow tongue  114  of the VTA  100  is attached to trailer hitch  194  of the pickup truck  185 . By transporting the pickup truck  185  to the delivery point of the long haul tractors  170 ,  186 , advantages of the VTA  100  are realized. The first advantage is that the pickup truck  185  provides the means for returning the VTA  100  to its point of departure. The second advantage is that, the delivery driver of the long haul tractors  170 ,  186  is provided transportation back to the point of departure, which negates the need to purchase airline tickets for the return of the delivery driver of the long haul tractors  170 ,  186 . 
     Flowchart  200  of  FIG. 15  shows method steps of a process of using an inventive vehicle transport apparatus (such as  100 ). The process commences at start step  202 , and continues at process step  204 . At process step  204 , a rear air suspension of a first vehicle (such as  170 ) is collapsed, and at process step  206 , a rear axle (such as  184 ) of the first vehicle is lashed to a frame (such as  180 ) of the first vehicle. At process step  208 , a first kingpin of the vehicle transport apparatus is coupled to a fifth wheel (such as  172 ) of the first vehicle, and at process step  210 , the first vehicle is restrained adjacent frame members (such as vehicle support members  136 ), of the vehicle transport apparatus. 
     At process step  212 , a return vehicle (such as  184 ) is loaded onto the frame members of the vehicle transport apparatus. With the return vehicle loaded onto the vehicle transport apparatus, a second vehicle (such as  186 ) is coupled to the vehicle transport apparatus at process step  214 , and the process concludes at end process step  216 . 
     Flowchart  220  of  FIG. 16  shows method steps of a process of collapsing a rear suspension of a first vehicle (such as  170 ). The process commences at start step  222 , and continues at process step  224 . At process step  224 , air pressure is released from an air reservoir (such as  182 ) of a rear air suspension of the first vehicle. At process step  226 , air is bled from each air shock of the rear air suspension system to deplete substantially all air from the rear air suspension system of the first vehicle. At process step  228 , a frame (such as  180 ) of the first vehicle is encouraged into close proximity with a rear axle (such as  184 ) of the first vehicle, and the process concludes at end process step  230 . 
     Flowchart  240  of  FIG. 17  shows method steps of a process of lashing a rear axle (such as  184 ), of a first vehicle (such as  170 ), to a frame (such as  180 ) of the first vehicle. The process commences at start step  242 , and continues at process step  244 . At process step  244 , a first restraint (such as a log chain) is used to encircle the axle and the frame of the first vehicle in preparation of securing the axle adjacent the frame. At process step  246 , the restraint is tightened to assure the frame of the first vehicle remains in close proximity to the rear axle of the first vehicle, during transport of the first vehicle from a storage yard to a delivery destination. The process concludes at end process step  248 . 
     Flowchart  250  of  FIG. 18  shows method steps of a process of coupling a first kingpin (such as  108 ) of a vehicle transport apparatus (such as  100 ) to a fifth wheel (such as  172 ) of a first vehicle (such as  170 ). The process commences at start step  252 , and continues at process step  254 . At process step  254 , the first kingpin is aligned with a kingpin confinement portion (such as  178 ) of the fifth wheel of the first vehicle, and at process step  256 , the first kingpin is lockingly engaged within the kingpin confinement portion of the fifth wheel. The coupling process concludes at end process step  258 . 
     Flowchart  260  of  FIG. 19  shows method steps of a process of restraining a first vehicle (such as  170 ), to frame members (such as  136 ) of a vehicle transport apparatus (such as  100 ). The process commences at start step  262 , and continues at process step  264 . At process step  264 , encircling a frame (such as  180 ) of the first vehicle and the frame members of the vehicle transport apparatus are encircled with a second restraint (such as a log chain). At process step  266 , the second restraint is tightened to assure the frame of the first vehicle remains in close proximity to the frame members of the vehicle transport apparatus. The restraining process concludes at end process step  268 . 
     Flowchart  270  of  FIG. 20  shows method steps of a process of loading a return vehicle (such as pickup truck  185 ), onto frame members (such as  136 ), of a vehicle transport apparatus (such as  100 ). The process commences at start step  272 , and continues at process step  274 . At process step  274 , a proximal end (such as  104 ), of the vehicle transport apparatus is lowered into contacting engagement with a surface supporting the vehicle transport apparatus. At process step  276 , a tow tongue (such as  114 ) of the vehicle transport apparatus is lowered, or dropped to a position adjacent the surface supporting the vehicle transport apparatus, and at process step  278 , load ramps (such as  116 ), are disposed adjacent the surface supporting the vehicle transport apparatus. 
     At process step  280 , the return vehicle engages the load ramps to position the return vehicle atop the frame members of the vehicle transport apparatus. At process step  282 , the return vehicle is positioned adjacent a first kingpin (such as  108 ) of the vehicle transport apparatus, and the return vehicle loading process concludes at end process step  284 . 
     Flowchart  290  of  FIG. 21  shows method steps of a process of coupling a second vehicle (such as  186 ) to a second kingpin (such as  102 ), of a vehicle transport apparatus (such as  100 ). The process commences at start step  292 , and continues at process step  294 . At process step  294 , placing a tow tongue (such as  114 ), of the vehicle transport apparatus is placed into a vehicle transport position. At process step  296 , an axle (such as  112 ) of the vehicle transport apparatus is moved from a position adjacent a distal end (such as  110 ), of the vehicle transport apparatus to a position adjacent a proximal end (such as  104 ) of the vehicle transport apparatus. At process step  298 , frame members (such as  136 ) of the vehicle transport apparatus are raised, relative to an axle (such as  112 ) of the vehicle transport apparatus, using a hydraulic lift (such as a first hydraulic cylinder  128 ), of the axle, to position a second kingpin (such as  102 ) of the vehicle transport apparatus into alignment with a fifth wheel (such as  188 ) of a second vehicle (such as  186 ). 
     At process step  300 , the second kingpin is lockingly engaged within a kingpin confinement portion (such as  178 , of the fifth wheel  174 , of a first vehicle  170 ) of the fifth wheel of the second vehicle, and the process of coupling the second vehicle to the second kingpin of the vehicle transport apparatus concludes at end process step  302 . With respect to the above description, it is to be realized that the optimum dimensional relationships for the parts of the invention, to include variations in size, materials, shape, form, function and manner of operation, assembly and use, are deemed readily apparent and obvious to one skilled in the art, and all equivalent relationships to those illustrated in the drawings and described in the specification are intended to be encompassed by the present invention. 
     Further, it will be clear that the present invention is well adapted to attain the ends and advantages mentioned as well as those inherent therein. While presently exemplary embodiments have been described for purposes of this disclosure, numerous changes may be made which will readily suggest themselves to those skilled in the art and which are encompassed by the appended claims.