Patent Publication Number: US-2023150590-A1

Title: Fifth wheel hitch with latching system

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims the priority to U.S. Provisional Pat. App. No. 62/785,306 entitled “FIFTH WHEEL HITCH WITH LATCHING SYSTEM” and filed on Dec. 27, 2018 which is incorporated by reference in its entirety. 
    
    
     FIELD OF THE DISCLOSURE 
     The present disclosure relates generally to a fifth wheel hitch and, more particularly, to a fifth wheel hitch having a latching system. In another instance, the present disclosure relates to a fifth wheel hitch having a latching system that permits a user to restrict movement of the fifth wheel hitch in at least two different planes of motion. 
     BACKGROUND 
     The towing industry has developed a number of methods and apparatuses for securing a towed vehicle to a towing vehicle. One particularly prevalent towing apparatus is a fifth wheel hitch. The fifth wheel hitch is normally positioned in a load bed of a towing vehicle and secured either to the load bed or directly to the frame of the towing vehicle. A fifth wheel trailer typically includes a king pin that operatively couples the towed vehicle to the towing vehicle. 
     Fifth wheel hitches may normally be arranged such that the king pin is aligned over or near the rear axle and approximately equidistant between the rear wheels of the towing vehicle. Placing the king pin over the rear axle may also provide for sufficient clearance between the front edge of the trailer and the rear edge of the towing vehicle cabin when standard sized towing and towed vehicle are involved. 
     However, there are more towing vehicles on the market that include extended cabs having an expanded interior cargo volume. These extended cab towing vehicles, however, are typically built on a standard wheelbase chassis. This results in the load bed being shorter than standard towing vehicles. These shorter load beds result in the towing vehicles not having sufficient clearance between the axle and the rear of the cab to allow the towed vehicle to pivot appropriately. 
     Various fifth wheel hitches are available that permit movement in at least one plane of motion, such as forward and backward relative to the long direction of the bed of the towing vehicle. Such fifth wheel hitches generally use a sliding base that requires the operator to exit the towing vehicle, unlock the base, lock the brakes on the towed vehicle and pull the towing vehicle forward. This temporarily moves the pivot point rearward so that the towed vehicle can pivot relative to the towing vehicle. However, before resuming normal operation, the operator must lock the towed vehicle brakes, back the towing vehicle towards the towed vehicle, again exit the towing vehicle and lock the sliding hitch. 
     Additionally, fifth wheel hitches are available that are positionable in order to maintain the appropriate operative position of the towed vehicle relative to the towing vehicle that is robust, easy to maintain and does not require operator intervention. 
     However, to date the various fifth wheel hitches available lack a suitable latching system that permits an operator to ascertain with greater ease the state of the latching system and/or to operate such latching system with improved ease while achieving restriction of motion of the fifth wheel hitch in at least one, or even two or more, planes of motion. 
     SUMMARY 
     The present disclosure relates generally to a fifth wheel hitch and, more particularly, to a fifth wheel hitch having a latching system. In another instance, the present disclosure relates to a fifth wheel hitch having a latching system that permits a user to restrict movement of the fifth wheel hitch in at least two different planes of motion. 
     In one embodiment, the fifth wheel hitch of the present disclosure comprises a fifth wheel hitch having a latching system that restricts the movement of the fifth wheel hitch in at least one plane of motion. 
     In one embodiment, the fifth wheel hitch of the present disclosure comprises a fifth wheel hitch having a latching system that restricts the movement of the fifth wheel hitch in at least two planes of motion. 
     In one embodiment, the fifth wheel hitch of the present disclosure comprises a fifth wheel hitch having a latching system that restricts the movement of the fifth wheel hitch in at least one plane of motion, where the fifth wheel latching system comprises at least one arced latching member on either side of the fifth wheel hitch (i.e., the left and right sides of the fifth wheel hitch when viewed from the rear of the hitch or vehicle in which the hitch is installed). 
     In one embodiment, the fifth wheel hitch of the present disclosure comprises a fifth wheel hitch having a latching system that restricts the movement of the fifth wheel hitch in at least two planes of motion, where the fifth wheel latching system comprises at least one arced latching member on either side of the fifth wheel hitch (i.e., the left and right sides of the fifth wheel hitch when viewed from the rear of the hitch or vehicle in which the hitch is installed). 
     In one embodiment, the fifth wheel hitch of the present disclosure comprises a fifth wheel hitch having a latching system that restricts the movement of the fifth wheel hitch in at least one plane of motion, where the fifth wheel latching system comprises at least two arced latching members on either side of the fifth wheel hitch (i.e., the left and right sides of the fifth wheel hitch when viewed from the rear of the hitch or vehicle in which the hitch is installed). 
     In one embodiment, the fifth wheel hitch of the present disclosure comprises a fifth wheel hitch having a latching system that restricts the movement of the fifth wheel hitch in at least two planes of motion, where the fifth wheel latching system comprises at least two arced latching members on either side of the fifth wheel hitch (i.e., the left and right sides of the fifth wheel hitch when viewed from the rear of the hitch or vehicle in which the hitch is installed). 
     Also, provided is a fifth wheel hitch assembly comprising a fifth wheel head configured to engage a towed vehicle, a carriage member attached to said fifth wheel head, a frame configured to be attached to a towing vehicle, said frame including at least one locating rail wherein said carriage is moveable along the locating rail. A latching system positioned along the frame that is configured to restrict the movement of the carriage relative to the frame. Said carriage member may include a first sliding tower spaced from a second sliding tower and said frame includes a first locator rail spaced from and generally perpendicular to a second locator rail wherein said first sliding tower is movably attached to the first locating rail and the second sliding tower is movably attached to said second locator rail. The latching system may include at least one latching finger configured to be selectively engaged with at least one receptacle positioned along the carriage member, the latching system is in a locked positioned when the latching finger is engaged to the receptacle and is in an unlocked position when the latching finger is not engaged to the receptacle, wherein movement of the carriage member relative to the frame is restricted along at least a first plane of motion when the latching system is in the locked position. The at least one receptacle may be located along an exposed surface of the carriage member to allow a user to view said latching finger in the locked position. The latching system may further comprise a plurality of latch fingers positioned along a control bar. The plurality of latch fingers positioned along the control bar may include a first latch finger and a second latch finger positioned along either side of said locator rail and a third latch finger and a fourth latch finger positioned along either side of a second locator rail spaced from said locator rail. 
     The at least one latch finger may be shaped in an arched configuration and the at least one receptacle may include a generally complementary shape to the at least one latch finger. A latch control handle may be attached to a control bar and be configured to pivot the control bar and the at least one latch finger relative to the at least one receptacle positioned along the carriage member. The latching handle may comprise a secondary lockable safety mechanism. An extension handle may be configured to be attached to and extend from the latch control handle to allow a user to pivot the control bar from the extension handle. The frame may further comprise at least one set of a threaded eye bolt and nut configured to facilitate structural attachment to at least one rail positioned along a vehicle wherein the set of said threaded eye bolt and said nut are configured to prevent rattle, movement and/or noise from a fifth wheel hitch. The control bar may be attached to a biasing member that is configured to be spring loaded in a direction which will force the at least one latch fingers to pivot towards or otherwise engage with the at least one latch receptacle. A retaining spring may be configured to selectively engage the at least one latching finger to prevent said at least one latching finger from re-engaging with one or more receptacles such that the carriage member is free to move relative to the frame when the retaining spring is engaged to the at least one latching finger. The retaining spring may comprise a spring portion, an engagement surface, and a depressible portion wherein the spring portion may be configured to provide a bias force to position the engagement surface towards the latch finger. The engagement surface may be configured to selectively abut against an end of the latch finger to prevent the latch finger from pivoting towards the respective receptacle. The depressible portion may be configured to be manually depressed by a user to disengage the engagement surface from the latch finger to allow the latch finger to be pivoted or otherwise engage with the respective receptacle. 
     In another embodiment, provided is a fifth wheel hitch assembly comprising a fifth wheel head configured to engage a towing vehicle, a carriage member attached to said fifth wheel head, a frame configured to be attached to a towing vehicle, said frame including at least one locating rail wherein said carriage is moveable along the locating rail and a latching system. The latching system may be positioned along the frame and be configured to restrict the movement of the carriage relative to the frame. Said latching system comprising at least one latching finger configured to be selectively engaged with at least one receptacle positioned along the carriage member, a control bar configured to pivot the at least one latching finger to selectively engage the at least one receptacle and a latch control handle attached to said control bar configured to pivot the control bar and the at least one latch finger relative to the at least one receptacle. The latching system may be in a locked positioned when the latching finger is engaged to the receptacle and is in an unlocked position when the latching finger is not engaged to the receptacle. Movement of the carriage member relative to the frame may be restricted along at least a first plane of motion when the latching system in in the locked position. The at least one receptacle may be located along an exposed surface of the carriage member to allow a user to view said latching finger in the locked position. The at least one latch finger may be shaped in an arched configuration and the at least one receptacle includes a generally complementary shape as the at least one latch finger. An extension handle may be attached to and extend from the latch control handle to allow a user to pivot the control bar from the extension handle. The control bar may be attached to a biasing member and may be configured to be spring loaded in a direction which will force the at least one latch fingers to pivot towards or otherwise engage with the at least one latch receptacle. A retaining spring may be configured to selectively prevent the at least one latching finger from re-engaging with the at least one receptacle. 
    
    
     
       DESCRIPTION OF THE DRAWINGS 
       Operation of the present teachings may be better understood by reference to the detailed description taken in connection with the following illustrations. These appended drawings form part of this specification, and written information in the drawings should be treated as part of this disclosure. In the drawings: 
         FIG.  1    is a perspective view of an automatic rolling fifth wheel hitch selectively secured with a load bed of a towing vehicle; 
         FIG.  2    is a perspective view of the automatic rolling fifth wheel hitch; 
         FIG.  3    is a partially exploded perspective view of the automatic rolling fifth wheel hitch; 
         FIG.  4    is a partially exploded view of a base frame and trolley of the automatic rolling fifth wheel hitch; 
         FIG.  5    is a perspective view of a trolley of the automatic rolling fifth wheel hitch; 
         FIG.  6    is a perspective view of the base frame of the automatic rolling fifth wheel hitch; 
         FIG.  7    is a partially exploded view of a portion of the automatic rolling fifth wheel hitch; 
         FIG.  8    is a top view of embodiments of a cam plate; 
         FIG.  9    is a top view of embodiments of a cam plate; 
         FIG.  10    is a top view of embodiments of a cam plate; 
         FIG.  11    is a graphical representation of change of angle versus travel distance for a cam path of the cam plate of  FIG.  8   ; 
         FIG.  12    is a graphical representation of change of angle versus travel distance for a cam path of the cam plate of  FIG.  9   ; 
         FIG.  13    is a graphical representation of change of angle versus travel distance for a cam path of the cam plate of  FIG.  10   ; 
         FIG.  14    is a perspective view of embodiments of an automatic rolling fifth wheel hitch; 
         FIG.  15    is a partially exploded view of a base frame and trolley of the automatic rolling fifth wheel hitch; and 
         FIG.  16    is a bottom view of the automatic rolling fifth wheel hitch of  FIG.  14   ; 
         FIG.  17    is a side perspective view of a fifth wheel hitch according to one embodiment of the present disclosure; 
         FIG.  18    is a cross-section view of one set of latch fingers one side of the sliding carriage portion of a fifth wheel hitch according to one embodiment of the present disclosure, where the latch fingers are engaged with, or locked into, one set of back latch receptacles, where the latch finger control bar is spring loaded in a direction which will force the one or more latch fingers to engage with one or more respective latch receptacles; 
         FIG.  19    is a cross-section view of one set of latch fingers one side of the sliding carriage portion of a fifth wheel hitch according to one embodiment of the present disclosure, where the latch fingers are disengaged from, or unlocked from, one set of back latch receptacles and prevented from re-engaging with one or more respective latch receptacles via a hold down spring, where the latch finger control bar is spring loaded in a direction which will force the one or more latch fingers to engage with one or more respective latch receptacles; 
         FIG.  20    is a cross-section view of one set of latch fingers one side of the sliding carriage portion of a fifth wheel hitch according to one embodiment of the present disclosure, where the latch fingers are disengaged from, or unlocked from, one set of back latch receptacles and where sliding carriage has been moved slight forward on its locator rails which disengages a hold down spring and permits one or more latch fingers to auto engage with one or more respective latch receptacles each latch finger encounters, where the latch finger control bar is spring loaded in a direction which will force the one or more latch fingers to engage with one or more respective latch receptacles; 
         FIG.  21    is a cross-section view of one set of latch fingers one side of the sliding carriage portion of a fifth wheel hitch according to one embodiment of the present disclosure, where the latch fingers are engaged with, or locked into, one set of forward latch receptacles, where the latch finger control bar is spring loaded in a direction which will force the one or more latch fingers to engage with one or more respective latch receptacles; 
         FIG.  22    is a front perspective view of a fifth wheel hitch according to one embodiment of the present disclosure illustrating a fifth wheel slider hitch where such a hitch is engaged into a “puck” attachment of a truck (or other suitable vehicle); 
         FIG.  23    is a side view of a fifth wheel hitch according to one embodiment of the present disclosure; 
         FIG.  24    is a close-up illustration of a safety latch on a latch control handle of the present disclosure, where the safety latch is in the closed position; 
         FIG.  25    is a close-up illustration of a safety latch on a latch control handle of the present disclosure, where the safety latch is in the open position; 
         FIG.  26    is a close-up illustration of a safety latch on a latch control handle of the present disclosure, where the safety latch is in the open position and the latch handle is in the up unlatched position; and 
         FIG.  27    is a close-up illustration of an optional reach handle that is designed for tall sided trucks and/or short people so that this design can permit an individual to easily unlatch the slider. 
     
    
    
     DESCRIPTION OF THE DISCLOSURE 
     Reference will now be made in detail to exemplary embodiments of the present teachings, examples of which are illustrated in the accompanying drawings. It is to be understood that other embodiments may be utilized and structural and functional changes may be made without departing from the respective scope of the present teachings. As such, the following description is presented by way of illustration only and should not limit in any way the various alternatives and modifications that may be made to the illustrated embodiments and still be within the spirit and scope of the present teachings. 
     As used herein, the words “example” and “exemplary” mean an instance, or illustration. The words “example” or “exemplary” do not indicate a key or preferred aspect or embodiment. The word “or” is intended to be inclusive rather an exclusive, unless context suggests otherwise. As an example, the phrase “A employs B or C,” includes any inclusive permutation (e.g., A employs B; A employs C; or A employs both B and C). As another matter, the articles “a” and “an” are generally intended to mean “one or more” unless context suggest otherwise. 
     Reference will now be made in detail to exemplary embodiments of the present disclosure, examples of which are illustrated in the accompanying drawings. It is to be understood that other embodiments may be utilized and structural and functional changes may be made without departing from the respective scope of the disclosure. Moreover, features of the various embodiments may be combined or altered without departing from the scope of the disclosure. As such, the following description is presented by way of illustration only and should not limit in any way the various alternatives and modifications that may be made to the illustrated embodiments and still be within the spirit and scope of the disclosure. 
     The present disclosure relates generally to a fifth wheel hitch and, more particularly, to a fifth wheel hitch having a latching system. In another instance, the present disclosure relates to a fifth wheel hitch having a latching system that permits a user to restrict movement of the fifth wheel hitch in at least two different planes of motion. 
     In one embodiment, the fifth wheel hitch of the present disclosure comprises a fifth wheel hitch having a latching system that restricts the movement of the fifth wheel hitch in at least one plane of motion. 
     In one embodiment, the fifth wheel hitch of the present disclosure comprises a fifth wheel hitch having a latching system that restricts the movement of the fifth wheel hitch in at least two planes of motion. 
     In one embodiment, the fifth wheel hitch of the present disclosure comprises a fifth wheel hitch having a latching system that restricts the movement of the fifth wheel hitch in at least one plane of motion, where the fifth wheel latching system comprises at least one arced latching member on either side of the fifth wheel hitch (i.e., the left and right sides of the fifth wheel hitch when viewed from the rear of the hitch or vehicle in which the hitch is installed). 
     In one embodiment, the fifth wheel hitch of the present disclosure comprises a fifth wheel hitch having a latching system that restricts the movement of the fifth wheel hitch in at least two planes of motion, where the fifth wheel latching system comprises at least one arced latching member on either side of the fifth wheel hitch (i.e., the left and right sides of the fifth wheel hitch when viewed from the rear of the hitch or vehicle in which the hitch is installed). 
     In one embodiment, the fifth wheel hitch of the present disclosure comprises a fifth wheel hitch having a latching system that restricts the movement of the fifth wheel hitch in at least one plane of motion, where the fifth wheel latching system comprises at least two arced latching members on either side of the fifth wheel hitch (i.e., the left and right sides of the fifth wheel hitch when viewed from the rear of the hitch or vehicle in which the hitch is installed). 
     In one embodiment, the fifth wheel hitch of the present disclosure comprises a fifth wheel hitch having a latching system that restricts the movement of the fifth wheel hitch in at least two planes of motion, where the fifth wheel latching system comprises at least two arced latching members on either side of the fifth wheel hitch (i.e., the left and right sides of the fifth wheel hitch when viewed from the rear of the hitch or vehicle in which the hitch is installed). 
     Turning to a first embodiment of a fifth wheel hitch as described in U.S. Pat. No. 9,511,804, the full disclosure of which is hereby incorporated by reference in its entirety herein, a suitable fifth wheel hitch for incorporation of a latching system in accordance with the present disclosure is described with reference to  FIGS.  1  through  16   . 
     Turning to  FIGS.  1  through  3   , an automatic rolling fifth wheel hitch  100  is shown therein. The automatic rolling fifth wheel hitch  100  may attach to a load bed  104  of a towing vehicle  108  in any appropriate manner. By way of a non-limiting example, a pair of rail members  112  may be selectively attached to the load bed  104  in any appropriate manner, including, without limitation utilizing fasteners, securement devices or the like. The rail members  112  may extend transversely across the load bed  104  as shown in  FIG.  1   . The rail members  112  may be configured to attach a standard fifth wheel hitch as well as the automatic rolling fifth wheel hitch  100  or may be specifically configured for the automatic rolling fifth wheel hitch  100 . The automatic rolling fifth wheel hitch  100  may be selectively attached to the rail members  112  in any appropriate manner; such as by way of a non-limiting example via fasteners (not shown). Any appropriate configuration of fasteners may be used - the present teachings are not limited to a specific configuration of fasteners. 
     The automatic rolling fifth wheel hitch  100  may include a base frame  120  selectively secured to the rail members  112 . The base frame  120  may include at least one bracket  124 , including, without limitation two pairs of brackets  124  attached thereto. The brackets  124  may attach with the rail members  112  through the use of fasteners (not shown). Specifically, each of the brackets  124  may include a leg  128  attached thereto in any appropriate manner, including, without limitation being integrally formed therewith. The legs  128  may be insertable into the rail members  112 . Fasteners may then be inserted into and through the legs  128  and rail members  112  selectively securing the automatic rolling fifth wheel hitch  100  with the rail members  112  and the load bed  104  of the towing vehicle  108 . This arrangement may make it easy to remove the automatic rolling fifth wheel hitch  100  when not needed. 
     The automatic rolling fifth wheel hitch  100  may include a trolley  132  operatively engaged with the base frame  120  as described in more detail below. The automatic rolling fifth wheel hitch  100  may further include a fifth wheel head  136  pivotally attached with the trolley  132 . The fifth wheel head  136  may be of any appropriate configuration such that a king pin of a towed vehicle may operatively engage with the fifth wheel head  136  resulting in the towing vehicle  108  being capable of towing the towed vehicle. By way of a non-limiting example, the fifth wheel head  136  may be of a configuration as shown and described in any one of: U.S. Pat. Application Ser. No. 13/190,878 (Publication No. 0120018979) entitled “Fifth Wheel Hitch Isolation System,” filed Jul. 26, 2011; U.S. Pat. Application Ser. No. 13/190,919 (Publication No. 20120018978) entitled, “Fifth Wheel Hitch Retention System,” filed Jul. 26, 2011; and U.S. Pat. Application Ser. No. 13/191,009 (Publication No. 20120018977) entitled “Fifth Wheel Hitch Skid Plate Cover,” filed Jul. 26, 2011, all of which are hereby incorporated by reference. Further, the fifth wheel head  136  may be of a configuration as shown and described in all of the applications incorporated by reference immediately above. However, the present teachings are not limited to these disclosed configurations of the fifth wheel head  136 . Any appropriate configuration may be used. 
     As shown in  FIG.  3   , the fifth wheel head  136  may be pivotally attached with the trolley  132  through use of a pivot shaft  140 . The fifth wheel head  136  may be attached with the pivot shaft  140  in any appropriate manner. By way of a non-limiting example, the fifth wheel head  136  may be attached with the pivot shaft  140  through the use of fasteners, welding, or the like. The fifth wheel head  136  attached with the pivot shaft  140  may result in the fifth wheel head  136  being pivotable with respect to the base frame  120 . The pivoting of the fifth wheel head  136  may allow the towed vehicle to pivot with respect to the towing vehicle  108  during operation. Therefore, as the towing vehicle  108  turns, the fifth wheel head  136  may pivot independently of the towing vehicle  108 . This may permit the towed vehicle to turn more efficiently and effectively. 
     As shown in  FIG.  6   , the base frame  120  may include a pair of end rails  146  and a pair of longitudinally extending rails  150 . The rails  146 ,  150  may be operatively secured together to form the base frame  120 . By way of a non-limiting example, fasteners  154  may be utilized to secure the rails  146 ,  150  together. The present teachings, however, are not limited to the use of fasteners  154 . The rails  146 ,  150  may be attached such as through welding, being monolithically formed together, welded, or otherwise adhered together. The longitudinally extending rails  150  may each have a generally C-shaped cross sectional shape such that they each include a channel  158 . The channel  158  may be of a shape and size to permit rolling engagement of the trolley  132  with the base frame  120 . 
     The base frame  120  may further include a cam plate  162  attached to the base frame  120  in any appropriate manner. By way of a non-limiting example, the cam plate  162  may be attached to an underside  166  of the longitudinal rails  150  such as through the use of fasteners, welding or the like. The cam plate  162  may include a cam path  170  formed therein. The cam path  170  may be formed as a monolithic unit with the cam plate  162  or may be formed therein through a subsequent operation. 
     As shown in  FIGS.  8 ,  9  and  10   , the cam path  170  may be generally non-linear. The cam path  170  being non-linear may permit the fifth wheel head  136  to move rearward further within the same angular turn between the towed and towing vehicle  108  during operation of the automatic rolling fifth wheel hitch  100 . By way of a non-limiting example, the non-linear cam path  170  may be formed from a plurality of linear paths integrated together to form the non-linear cam path  170 . The non-linear cam path  170  may also be formed as an arcuate or semicircular path. 
     As shown in  FIG.  8   , the cam path  170  may include two first paths or portions  175  that both extend in a generally angular direction from a center section  177 . First portions may be generally symmetrical about centerline  181 . The cam path  170  may also include second paths or portions  179  that may extend in a generally angular direction from ends of each first paths  175 . These second portions  179  may extend at a different angle than the first portions  175  relative to centerline  181 . By way of a non-limiting example, the first portions  175  may extend at a greater angle from a centerline  181  of the cam plate  162  than the second portions  179 . In some embodiments, the second portions  179  may also be generally symmetrical one another, but the present teachings are not limited to such. In operation, the second portions  179  may provide a different rate of movement of trolley  132  as the towing vehicle  108  pivots relative to the towed vehicle as explained in more detail below. First and second portions  175 ,  179  may each be generally linear portions (i.e., each may extend in a generally continuous angular direction relative to centerline  181 ). 
     As shown in  FIG.  9   , the cam path  170  may include two generally arcuate portions  183 . The arcuate portions  183  may extend at any appropriate relative angle from the centerline  185 . By way of a non-limiting example, the arcuate portions  183  may be in a generally concave shape as shown in  FIG.  9   . The arcuate portions  183  may be symmetrical relative to one another. As the cam path  170  extends at an arcuately downward angle, end portions  187  of the cam path are at a different relative angle to the centerline  185  than top portions thereof. The curvature of arcuate portions  183  may provide a different rate of movement of trolley  132  as the towing vehicle  108  pivots relative to the towed vehicle as explained in more detail below. 
     As shown in  FIG.  10   , cam path  170  may include two generally arcuate portions  191 . The arcuate portions  191  may extend at any appropriate relative angle from the centerline  193 . By way of a non-limiting example, the arcuate portions  191  may be in a generally convex shape. The arcuate portions  191  may be symmetrical relative to one another. As the cam path  170  extends at an arcuately downward angle, end portions  195  of the cam path are at a different relative angle to the centerline  193  than top portions thereof. The curvature of arcuate portions  183  may provide a different rate of movement of trolley  132  as the towing vehicle  108  pivots relative to the towed vehicle as explained in more detail below. 
     The trolley  132  may be shaped and sized to generally extend between the longitudinally extending rails  150  and may include a portion of which that extends within the channel  158 . More specifically, the trolley  132  may include a body  174  that may be shaped and sized to extend between the longitudinally extending rails  150  of the base frame  120 . The trolley  132  may include a plurality of rollers or wheels  178  rotatably attached to the body  174  in any appropriate manner. By way of a non-limiting example, four rollers  178  may be used—although any appropriate number of rollers may be used without departing from the present teachings. As shown in  FIG.  4   , fasteners  182  may be used to attach the rollers  178  with the body  174 . The present teachings, however, are not limited to use of fasteners  182 . The rollers  178  may be attached with the body  174  in any appropriate manner. 
     The rollers  178  may be shaped and sized to operatively roll along the longitudinally extending rails  150 , or more specifically along the channels  158  of the longitudinally extending rails  150 . The rollers  178  may be formed from a generally rigid material that has an effective coefficient of friction such that the rollers  178  may roll along the channel  158  generally freely. Further, the rollers  178  may be of a material that generally prevents inappropriate wear during use of the automatic rolling fifth wheel hitch  100  and is able to carry the load of the automatic rolling fifth wheel hitch  100  during operation. By way of a non-limiting example, the rollers  178  may be formed from steel, or other metal, polymer, or other plastics, or a hard rubber, or a combination of such materials. 
     The trolley  132  may also include guide blocks  182 . The guide blocks  182  may be attached to the body  174  in any appropriate manner, including, without limitation through use of fasteners  190 . By way of a non-limiting example, four such guide blocks  182  may be attached with the body  174 . The guide blocks  182  may be attached with the body  174  such that they are generally adjacent the rollers  178 , or more specifically extend laterally away from the rollers  178  resulting in the guide blocks  182  being positioned on or near the corners of the trolley  132 . The guide blocks  182  may keep a generally tight, operative fit between the trolley  132 , or more specifically, the rollers  178  and the channel  158 . The guide blocks  182  may control the axially upward and downward movement as well as the fore and aft movement of the trolley  132 . The guide blocks  182  may also help control and guide the trolley  132  during operation of the automatic rolling fifth wheel hitch  100 . The guide blocks  182  may be formed of any appropriate material, including, without limitation, polymer or other plastics, rubber, or a combination of such materials. 
     Further, as shown in  FIGS.  3 ,  4 ,  6  and  7   , the channel  158  may be generally enclosed on at least three sides with portions thereof extending downward and upward on a fourth side. This may form a generally C-shaped cross-sectional shape. This shape of the channel  158  may enclose the rollers  178  therein when operatively engaged. This enclosure may permit the automatic fifth wheel hitch  100 , or more specifically, the base frame  120  to be positioned generally lower in the load bed  104  of the towing vehicle  108 . Prior art systems are typically positioned higher in the load bed. The base frame  120  being lower in the load bed  108  may result in a generally lower center of gravity for the automatic fifth wheel hitch  100 . Further, the base frame  120  may be wider than other prior art systems. The wider and lower base frame  120  may allow for a tighter (i.e., more controlled movement) automatic fifth wheel hitch  100 . The automatic fifth wheel hitch  100  may provide additional control for an operator and is more efficient than other prior art systems. Further, the automatic fifth wheel hitch  100  may provide a more direct load path, e.g., from top of the fifth wheel head  136  to the rollers  178 . The wider and lower base frame  120  may spread the load applied to the fifth wheel head  136  during operation down to the trolley  132  and through to the legs  128  and ultimately to the towing vehicle  108 . This may result in a more efficient and effective automatic fifth wheel hitch  100 . The operation of which may be smoother and more stable than other prior art systems. 
     As shown in  FIG.  4   , once the trolley  132  has been assembled, it may be operatively engaged with the base frame  120 . Either one of the end rails  146  may be removed from the base frame  120  or not otherwise attached thereto. This may provide access between the trolley  132  and the channel  158 , or more specifically, the channel  158  and the rollers  178  of the trolley  132 . The trolley  132  may be rolled onto the base frame  120  such that the rollers  178  may freely roll within the channel  158 . This may result in the trolley  132  being capable of rolling freely within the base frame  120  generally between the end rails  146  during operation of the automatic rolling fifth wheel hitch  100  as described in more detail below. 
     The body  174  of the trolley  132  may include an aperture  194 . The aperture  194  may be shaped and sized such that the pivot shaft  140  may be inserted within the body  174 . The pivot shaft  140  may be inserted into the aperture  194  so that it is pivotally attached with the body  174 . In such embodiments, a protective ring  198  may be generally aligned with the aperture  194  and as the pivot shaft  140  is inserted into the aperture  194 , the protective ring  198  may be positioned between the pivot shaft  140  and the body  174 . The protective ring  198  may be made of any appropriate material, including, without limitation a sacrificial material. Further, by way of non-limiting examples, the material may include elastomer, plastic, rubber, or any combination of such. The protective ring  198  being positioned between the body  174  and pivot shaft  140  may generally protect either or both of the pivot shaft  140  and body  174  during operation of the automatic rolling fifth wheel hitch  100 . Additionally, the protective ring  198  may act as a lubricant or friction reduction surface during operation of the automatic rolling fifth wheel hitch  100 . 
     As shown in  FIG.  7   , a cam follower  202  may be operatively attached with the trolley  132 . In such embodiments, a cam follower protective ring  206  may be generally positioned between the cam follower  202  and the body  174  of the trolley  132 . The protective ring  206  may be made of any appropriate material, including, without limitation a sacrificial material. Further, by way of non-limiting examples, the material may include elastomer, plastic, rubber, or any combination of such. The protective ring  206  may generally protect either or both of the cam follower  202  and body  174  during operation of the automatic rolling fifth wheel hitch  100  (i.e., the rotating of cam follower  202  relative to body  174 ). Additionally, the protective ring  206  may act as a lubricant or friction reduction surface during operation of the automatic rolling fifth wheel hitch  100 . The cam follower  202  may be attached with the trolley  132  in any appropriate manner. By way of a non-limiting example, the cam follower  202  may attach with the trolley  132  by a plurality of fasteners  210 . Specifically, the fasteners  210  may operatively secure the cam follower  206  with the pivot shaft  140 . The fasteners  210  may be inserted into and connected with the trolley  132 . 
     The cam follower  202  may include a body portion  214  and a cam portion  218 . The body portion  214  may be attached with the pivot shaft  140  when it is inserted into and connected with the body  174  of the trolley  132 . Therefore, as the pivot shaft  140  pivots, the cam follower  202  or more specifically, the body portion  214  may pivot. The cam portion  218  may include a contact member  222  that may be shaped and sized to operatively fit within and engage the cam path  170 . The contact member  222  may follow the cam path  170  during operation of the automatic fifth wheel hitch  100  and may be generally retained within the cam path  170 . In this manner, cam follower  202  is engaged with and follows cam path  170  during operation of automatic fifth wheel hitch  100 . 
     In some embodiments, the automatic rolling fifth wheel hitch  100  may include a cover  226  attached with the base frame  120 . The cover  226  may generally encapsulates the base frame  120 , trolley  132  and the cam plate  162 . More specifically, the cover  226  may generally encapsulate or circumscribe the working components of the automatic rolling fifth wheel hitch  100 . The cover  226  may provide an aesthetically pleasing finish for the automatic rolling fifth wheel hitch  100 . The cover  226  may also generally protect the working components of the automatic rolling fifth wheel hitch  100  from the elements, which may extend the life thereof and may generally protect operative engagement between the rollers  178  and the channel  158 . 
     In operation, the automatic fifth wheel hitch  100  may be attached to the load bed  104  of the towing vehicle  108  as described above. A king pin (not shown) of a towed vehicle (not shown) may be operatively secured with the fifth wheel head  136  in any appropriate manner. Once operatively attached, the towing vehicle  108  may be operated. At this point any relative rotation between the towed vehicle and the fifth wheel head  136  may be inhibited by a detent section in the cam path as described below. The towed vehicle may then be towed in the normal manner by the towing vehicle  108 . When the towing vehicle  108  and the towed vehicle encounter a turn in the road, the towed vehicle may pivot relative the towing vehicle  108 . More specifically, under such conditions the towed vehicle may pivot relative to the trolley  134  about a vertical axis A that generally coincides with the fifth wheel head  136  and as shown in  FIG.  1   . 
     When the towed vehicle pivots relative to the towing vehicle  108 , the fifth wheel head  136 , pivot shaft  140  and cam follower  202  may pivot relative to the towing vehicle  108 . The fifth wheel head  136 , pivot shaft  140  and cam follower  202  may all be fixedly secured with one another such that they may pivot in unison. The trolley  132 , however, will not pivot with respect to the load bed  104  of the towing vehicle  108 . The cam path  170  may include a detent section  230 , such as that shown in  FIGS.  8 ,  9  and  10    generally in proximity to the fore and aft centerline  181 ,  185  and  193 , respectively of the cam plate  162 . The detent  230  may form a normal operating position for the cam follower  202 . When the towing vehicle  108  is in a normal driving operation, e.g., when driving generally straight and aligned with the towed vehicle, the cam follower  202  or more specifically the contact member  222  may be engaged in the detent  230 , i.e., it may generally be positioned in the detent  230 . The detent  230  may be curved. Detent  230  may have end portions  231  that generally maintain cam follower  202  engaged in detent  230  during normal driving operation and inhibit the contact member  222  and cam follower  202  from moving along the cam path  170  outside of detent  230 . However, when the fifth wheel head  136 , pivot shaft  140  and cam follower  202  may be caused to pivot, such as by the turning of towing vehicle  108  a sufficient amount relative to the towed vehicle, the cam follower  202  may move out from the detent  230  past end portions  231  and travel further along cam path  170 . The distance cam follower  202  moves along cam path  170  may be related to the degree of relative pivoting between the towing vehicle  108  and the towed vehicle (i.e., the degree of relative rotation between the fifth wheel head  136  and body  174 ). 
     The cam follower  202  being released from the detent  230  may generally allow the trolley  132  to roll towards a rear portion  234  of the towing vehicle  108  as the pivot angle between the towing vehicle and the towed vehicle changes. The momentum of the trolley  132  resulting from turning of the towing vehicle  108  may allow the rollers  178  to roll along the channel  158 . This momentum may continue to roll the trolley toward the rear portion  234  of the towing vehicle  108  until at least one of the guide blocks  182  engages with the end rail  146  closest to the rear portion  234  of the towing vehicle  108 . As the trolley  132  rolls toward the rear portion  234  of the towing vehicle  108 , the cam follower  202  may continue to move along the cam path  170  toward the rear portion  234  of the towing vehicle  108 . This may result in the fifth wheel head  136  traveling in conjunction with the trolley  132  rearward toward the rear portion  234  of the towing vehicle  108 . This rearward movement of the fifth wheel head  136  may generally create additional space between a cab  238  of the towing vehicle  108  and the towed vehicle. This additional space may thereby provide sufficient room for the towed vehicle to pivot with respect to the towing vehicle  108  without interference. 
     For the cam plate  162  of  FIG.  8   , once the cam follower  202  releases from the detent  230 , the cam follower  202  will follow along either of the generally symmetrical first portions  175 . The shape and configuration of cam path  170  may determine the rate and distance that trolley  132  moves in response to relative rotation between the towing vehicle  108  and the towed vehicle. This relation may result in the towed vehicle moving backward at greater distance and/or at a greater rate than the prior art systems. The different configurations of the first and second portions  175 ,  179  may result in the trolley  132  moving at a different rate and/or distance in response to relative rotation between the towing vehicle  108  and the towed vehicle. That is, when the cam follower  202  moves from first portion  175  into second portion  179  (and vice versa), the relation between the rate of movement and/or the distance moved of trolley  132  with respect to the change of the pivot angle between the towed vehicle and towing vehicle  108  changes. In the configuration shown in  FIG.  8   , the rate of movement and the distance moved by trolley  132  as a function of the change in the pivot angle is less in second portion  179  than in first portion  175 . This configuration of the cam path  170  may allow the towed vehicle to move away from the cab  238  at a greater rate, resulting in a greater distance between the cab  238  and the towed vehicle during the initial phase of relative rotation between the towing vehicle  108  and the towed vehicle. Depending on the shape of detent section  230  and end portions  231 , the towed vehicle may experience an initial forward movement relative to the towing vehicle  108  as cam follower  202  moves out of the detent section  230 . The movement of the trolley  132  as a function of the change in the pivot angle is represented in the graph of  FIG.  11   . As shown, the trolley may undergo a first motion A as cam follower  202  moves out of detent section  230 , a second motion B as cam follower  202  moves along first portion  175 , and a third motion C as cam follower  202  moves along second portion  179 . 
     For the cam plate  162  of  FIG.  9   , once the cam follower  202  releases from the detent  230 , the cam follower  202  will follow along either of the generally arcuate portions  183 . The shape and configuration of cam path  170  may determine the rate and distance that trolley  132  moves in response to relative rotation between the towing vehicle  108  and the towed vehicle. This relation may result in the towed vehicle moving backward at greater distance and/or at a greater rate than the prior art systems. The arcuate configuration of path  183  may result in a continuously varying rate of movement and distance traveled by trolley  132  as a function of the change in the pivot angle. The movement of the trolley  132  as a function of the change in the pivot angle as cam follower  202  moves along arcuate path  183  may be represented by the graph of  FIG.  12   . As shown, trolley  132  may undergo a first motion A as cam follower  202  moves out of detent section  230  and a second motion B as cam follower  202  moves along arcuate portion  183 . As can be seen in second motion B, trolley  132  moves a shorter distance and at a slower rate as the pivot angle increases. That is, as the cam follower  202  moves along the arcuate path  183  toward the end portion  187 , the relation between the distance traveled and the rate of travel in response to a change of the pivot angle changes. 
     For the cam plate  162  of  FIG.  10   , once the cam follower  202  releases from the detent  230 , the cam follower  202  will follow along either of the generally arcuate portions  191 . The shape and configuration of cam path  170  may determine the rate and distance that trolley  132  moves in response to relative rotation between the towing vehicle  108  and the towed vehicle. This relation may result in the towed vehicle moving backward at greater distance and/or at a greater rate than the prior art systems. The arcuate configuration of path  191  may result in a continuously varying rate of movement and distance traveled by trolley  132  as a function of the change in the pivot angle. The movement of the trolley  132  as a function of the change in the pivot angle as cam follower  202  moves along arcuate path  191  may be represented by the graph of  FIG.  13   . As shown, trolley  132  may undergo a first motion A as cam follower  202  moves out of detent section  230  and a second motion B as cam follower  202  moves along arcuate portion  191 . As can be seen in second motion B, trolley  132  moves a greater distance and at a greater rate as the pivot angle increases. That is, as the cam follower  202  moves along the arcuate path  191  toward the end portion 1195, the relation between the distance traveled and the rate of travel in response to a change of the pivot angle changes. 
     As the towing vehicle  108  straightens out and returns from a turning position to a straight ahead position (aligned with the towed vehicle) the change in the pivot angle will move cam follower  202  forward along the cam path  170  toward detent  230 . The fifth wheel head  136 , pivot shaft  140  and cam follower  202  will all pivot back towards a straightened position and trolley  132  will move forward. Once the towing vehicle  108  straightens out a sufficient distance, the cam follower  202  may engage the detent  230  of the cam plate  162 . 
     Additional embodiments of an automatic rolling fifth wheel hitch according the present teachings are described below. In the descriptions, all of the details and components may not be fully described or shown. Rather, the features or components are described and, in some instances, differences with the above-described embodiments may be pointed out. Moreover, it should be appreciated that these additional embodiments may include elements or components utilized in the above-described embodiments although not shown or described. Thus, the descriptions of these additional embodiments are merely exemplary and not all-inclusive nor exclusive. Moreover, it should be appreciated that the features, components, elements and functionalities of the various embodiments may be combined or altered to achieve a desired automatic rolling fifth wheel hitch without departing from the spirit and scope of the present teachings. 
     An automatic rolling fifth wheel hitch  300  is shown in  FIGS.  14  through  16   . The automatic rolling fifth wheel hitch  300  may attach to a load bed  104  of a towing vehicle  108  in any appropriate manner. The automatic rolling fifth wheel hitch  300  may include a base frame  320  selectively secured to the rail members  112 . The base frame  320  may include at least one bracket  324 , including, without limitation two pairs of brackets  324  attached thereto. The brackets  324  may attach with the rail members  112  through the use of fasteners (not shown). 
     The automatic rolling fifth wheel hitch  300  may include a trolley  332  operatively engaged with the base frame  320  as described in more detail below. The automatic rolling fifth wheel hitch  300  may further include a fifth wheel head  336  pivotally attached with the trolley  332 . The fifth wheel head  336  may be of any appropriate configuration such that a king pin of a towed vehicle may operatively engage with the fifth wheel head  336  resulting in the towing vehicle  108  being capable of towing the towed vehicle. 
     The fifth wheel head  336  may be pivotally attached with the trolley  332  through use of a pivot shaft  340 . The fifth wheel head  336  may be attached with the pivot shaft  340  in any appropriate manner. By way of a non-limiting example, the fifth wheel head  336  may be attached with the pivot shaft  340  through the use of fasteners, welding, or the like. The fifth wheel head  336  attached with the pivot shaft  340  may result in the fifth wheel head  336  being pivotable with respect to the base frame  320 . The pivoting of the fifth wheel head  336  may allow the towed vehicle to pivot with respect to the towing vehicle  108  during operation. Therefore, as the towing vehicle  108  turns, the fifth wheel head  336  may pivot independently of the towing vehicle  108 . This may permit the towed vehicle to turn more efficiently and effectively. 
     The trolley  332  may be shaped and sized to generally extend with the base frame  320  and may include a portion of which that extends within a channel  358  of the base frame  320 . More specifically, the trolley  332  may include a body  374  that may be shaped and sized to extend between the base frame  320 . The trolley  332  may include a plurality of rollers or wheels  378  rotatably attached to the body  374  in any appropriate manner. By way of a non-limiting example, four rollers  378  may be used – although any appropriate number of rollers may be used without departing from the present teachings. 
     The rollers  378  may be shaped and sized to operatively roll along the channels  358  of the base frame  320 . The rollers  378  may be formed from a generally rigid material that has an effective coefficient of friction such that the rollers  378  may roll along the channel  358  generally freely. Further, the rollers  378  may be of a material that generally prevents inappropriate wear during use of the automatic rolling fifth wheel hitch  300  and is able to carry the load of the automatic rolling fifth wheel hitch  300  during operation. 
     The automatic rolling firth wheel hitch  300  may include a plate member  381  attached with the base frame  320  in any appropriate manner, including, without limitation through welding, fastening or the like. Further, a linkage  385  may be operatively secured with the fifth wheel head  336  through the pivot shaft  340  and the plate member  381 . As shown in  FIGS.  14  and  15   , the linkage  385  may include a first arm  387  fixedly attached with the pivot shaft  340  and fifth wheel head  336 . By way of a non-limiting example, the first arm  387  may be fixedly attached with the pivot shaft  340  such as through the use of a plurality of fasteners  389 . The first arm  387 , however, may be fixedly attached with the pivot shaft  340  and fifth wheel head  336  in any appropriate manner and is not limited to the fasteners  389  shown. First arm  387  may act as a bell crank. 
     The linkage  385  may further include a second arm  391 . The second arm  391  may be pivotally attached between the first arm  387  and the plate member  381 . By way of a non-limiting example, the second arm  391  may be pivotally attached with the first arm  387  at pivot  393 , such as through use of a fastener  395 . Any appropriate fastener  395  may be used without departing from the present teachings. The second arm  391  may also be pivotally attached with the plate member  381  at a second pivot  397 , such as through use of a fastener  399 . Any appropriate fastener  397  may be used without departing from the present teachings. In some embodiments, the fastener  395  may be substantially similar to the fastener  399  or they may be different. 
     In operation, when the towing and towed vehicles are generally aligned, the first and second arms  389 ,  391  of the linkage  385  may remain generally aligned. As the towing vehicle pivots with respect to the towed vehicle, the fifth wheel head  336  may pivot, which may pivot the pivot shaft  340  and the first arm  387 . As the first arm  387  pivots, this may cause the first arm  387  and second arm to pivot at pivot point  393 . The pivoting of the linkage  385 , or more specifically, the first arm  387  relative to the second arm  391 , may cause the trolley  332  to be displaced rearward toward the rear of the towing vehicle, i.e., the momentum causes the rearward movement of the trolley  332 . Further, the second arm  391  may pivot with respect to the plate member  381  at pivot  397 . This motion of the trolley  332  may move the attachment point of the towed vehicle with the towing vehicle rearward. This may create a greater clearance between the towed vehicle and towing vehicle. Specifically, it may create more space between the cab of the towing vehicle and the towed vehicle. 
     Once the towing and towed vehicles have completed the turn and begin to straighten, the momentum of such may force the trolley  332  forward. This may cause the linkage  385  to straighten, i.e., the first arm  387  and second arm pivot  391  until they are generally aligned. This may move the towed vehicle in closer proximity to the towing vehicle’s cab returning the automatic rolling fifth wheel hitch  300  to its normal operating position. 
     Additionally, as would be apparent to those of skill in the art, the latching system of the present disclosure can be utilized in connection with any number of fifth wheel hitch designs including, but not limited to, those disclosed in U.S. Pat. No. 9,849,738 (the complete disclosure of which is hereby incorporated herein by reference in its entirety), as well as any other fifth wheel hitch that utilizes at least one frame and/or set of rails that permits both mounting of a fifth wheel hitch into a desired vehicle and motion/movement of the fifth wheel hitch in at least one plane of motion. 
     Turning to one embodiment of the present disclosure, a fifth wheel hitch  500  is illustrated in  FIG.  17   , where fifth wheel hitch  500  comprises at least two mounting brackets (or mounting rails)  502  and  504  that are positioned in a substantially parallel relationship to one another, and a frame  506 , where the frame is operatively coupled to the top surfaces of at least two mounting brackets (or mounting rails)  502  and  504 . The at least two mounting brackets (or mounting rails)  502  and  504  are designed to permit fifth wheel hitch  500  to be secured to a desired towing vehicle (e.g., the bed of a truck, etc.). It should be noted that reference to the Figures is made from the vantage point labeled “A” in  FIG.  17    in order to determine the left, right, front and back sides of fifth wheel hitch  500 . The front side of fifth wheel hitch  500  is the side immediately in front of “A” in  FIG.  17   , while the remainder of the left, right and back sides are evident once the front side has been established as detailed above. 
     As can be seen in  FIG.  17   , frame  506  is comprised of at least two locator rails  508  and  510  that may be located on the opposite sides of frame  506  so that the at least two locator rails  508  and  510  are positioned above and generally perpendicularly to mounting rails  502  and  504 . Frame  506  further comprises at least two locking and/or latching rails  512  and  514  that, in one embodiment, are located outside of each of the at least two locator rails  508  and  510 . Finally, the at least two locator rails  508  and  510  and the at least two locking and/or latching rails  512  and  514  are secured together to form frame  506  by end beams  516  and  518 . Elements  508 ,  510 ,  512 ,  514 ,  516  and  518  together are operatively secured to one another by any suitable method (e.g., screws/bolts, rivets, welding, etc.) so as to form a generally square shaped frame  506  that is capable of receiving a fifth wheel head  520  that is mounted on a center section pivoting box  522 , where the pivoting box  522  is fasten to a carriage configured to move relative to the frame  506 . The carriage may include sliding towers  558  and  560 . In an embodiment, sliding towers  558  and  560  may be configured to move horizontally relative to the locator rails  508 ,  510 . The sliding towers  558  and  560  may also be configured to provide vertical height adjustment to allow for a user to fit the present teaching’s fifth wheel hitch to any number of truck/trailer combinations, etc. Further still, the height of the fifth wheel head  520  may be vertically adjustable in any other manner, including, without limitation, by adjusting the attachment between the fifth wheel head  520  to a saddle or base, including a tower under the fifth wheel head  520  that is positionable relative to the saddle or base of the fifth wheel hitch, or by adjusting the vertical height of the saddle or base relative to the sliding towers  558  and  560 . Alternatively, end beams  516  and  518  can be replaced by a sub-frame  524  that is generally rectangular and/or square in shape and is designed to permit the mounting of at least two locator rails  508  and  510  and at least two locking and/or latching rails  512  and  514  thereto (See  FIG.  17   ). The frame  506  may also include a plurality of engagement members configured to be selectively engaged with “pucks” or receiving members positioned along a bed of a vehicle. 
     As can be seen from  FIGS.  17  through  23   , sliding towers  558  and  560  are able to move forward and backward on the at least two locator rails  508  and  510  and further comprises at least one sets of two latch fingers  526   a  and  526   b  located on either side of locator rail  508  and at least one other set of two latch fingers  528   a  and  528   b  located on either side of locator rail  510 . In one embodiment, latch fingers  526   a ,  526   b ,  528   a  and  528   b  are designed to hold sliding towers  558  and  560  in position with regard to forward and backward movement relative to frame  506  on the at least two locator rails  508  and  510 . 
     In another embodiment, latch fingers  526   a ,  526   b ,  528   a  and  528   b  are designed to hold sliding towers  558  and  560  in position with regard to movement forward and backward to frame  506  on the at least two locator rails  508  and  510 , as well as enabling sliding towers  558  and  560  to be held in a desired vertical based on movement up and down relative to frame  506 . In this embodiment, latches  526   a ,  526   b ,  528   a  and  528   b  are curved and/or arced and pivot in a arcing fashion to permit control of sliding towers  558  and  560  in the two planes of motion (vertical and horizontal) as discussed above. 
     As can be seen from  FIGS.  17  and  23   , latch fingers  526   a ,  526   b ,  528   a  and  528   b  are mounted on and in communication with each other due to spring loaded latch finger control bar  530 . Each end of latch finger control bar  530  is mounted in a suitable fashion to at least one point of frame  506  so that sliding towers  558  and  560  can move forward and back on two locator rails  508  and  510  without interfering with the operation and connectivity of latch finger control bar  530 . 
     Additionally, as is illustrated in  FIGS.  17  through  23   , center section pivoting box  522  has one pair of forward latch finger receptacles  532   a  and  532   b  located on either side of locator rail  508  where such forward latch finger receptacles  532   a  and  532   b  are designed to receive latch fingers  526   a  and  526   b , respectively, when latch fingers  526   a  and  526   b  are in a locked position in conjunction with sliding towers  558  and  560  being in a forward locking position. As is illustrated further in  FIGS.  17  through  22   , sliding towers  558  and  560  has one pair of forward latch finger receptacles  534   a  and  534   b  ( 534   b  is not shown) located on either side of locator rail  510  where such forward latch finger receptacles  534   a  and  534   b  are designed to receive latch fingers  528   a  and  528   b , respectively, when latch fingers  528   a  and  528   b  are in a locked position in conjunction with sliding towers  558  and  560  being in a forward locking position. The term forward is used to describe latch finger receptacles  532   a ,  532   b ,  534   a  and  534   b  as these latch finger receptacles are in front of the hitch slot  536  of fifth wheel head  520  and positions head  520  closest to a cab (although in other embodiments, the forward position may result in the head  520  being furthest from the cab). The term forward locking position is used to describe the location of sliding towers  558  and  560  when it is positioned such that latch fingers  526   a ,  526   b ,  528   a  and  528   b  are aligned to latch/lock with latch finger receptacles  532   a ,  532   b ,  534   a  and  534   b . 
     As is illustrated in  FIGS.  17  through  23   , sliding towers  558  and  560  have one pair of back latch finger receptacles  538   a  and  538   b  located on either side of locator rail  508  where such back latch finger receptacles  538   a  and  538   b  are designed to receive latch fingers  526   a  and  526   b , respectively, when latch fingers  526   a  and  526   b  are in a locked position in conjunction with sliding towers  558  and  560  being in a backward locking position. As is illustrated further in  FIGS.  17  through  23   , sliding towers  558  and  560  has one pair of back latch finger receptacles  540   a  and 540b (540b is not shown) located on either side of locator rail  510  where such back latch finger receptacles  540   a  and  540   b  are designed to receive latch fingers  528   a  and  528   b , respectively, when latch fingers  528   a  and  528   b  are in a locked position in conjunction with sliding towers  558  and  560  being in a backward locking position. The term back is used to describe latch finger receptacles  538   a ,  538   b ,  540   a  and 540b as these latch finger receptacles are behind hitch slot  536  of fifth wheel head  520 . The term backward locking position is used to describe the location of sliding towers  558  and  560  when it is positioned such that latch fingers  526   a ,  526   b ,  528   a  and  528   b  are aligned to latch/lock with latch finger receptacles  538   a ,  538   b ,  540   a  and 540b and position head  520  farthest from a cab (although in some embodiments, the back position may result in the head  520  being closest to the cab). 
     As is illustrated in  FIGS.  18  through  21   , latch finger control bar  530  has at least one latch control handle  542  on one side thereof. In another embodiment, latch finger control bar  530  is attached to at least one latch control handle  542 . However, more than one latch control handle  542  contemplated herein and may be positioned on both or the same sides of locator rails  508 ,  510  thereof.  FIGS.  24  through  27    illustrate an additional optional feature of the present disclosure where at least one latch control handle (or both latch control handles, if there are two present or more as applicable) has a safety latch  546  thereon such that safety latch  546  permits an additional level of safety when engaged such that safety latch  546  creates another item that has to be positively moved to permit the unlocking and moving of center section pivoting box  522 . In another embodiment, if fifth wheel hitch  500  has two or more latch control handles  542 , each latch handle  542  can independently have associated therewith a safety latch  546 . Also in  FIG.  22   , mounting rails  502  and  504  can be replaced in some embodiments by a mounting plate  580 , where frame  506  and/or locater rails  508  and  510  can be operatively fixed thereto. In another embodiment, safety latch  546  is visible to a user and can be color coded (green for locked and red for unlocked - see  FIGS.  24  and  25   , respectively) to allow a user to determine a position based on the color showing through latch control handle  542 ’s hand hole.  FIG.  26    is a close-up illustration of safety latch receiving hole  548  that is designed to permit safety latch  546  to lock into at least one portion of frame  506 . Additionally, as is illustrated in  FIG.  27    an optional reach handle  550  can be installed on at least one latch control handle  542  via engagement hole  552 . 
     Given the above,  FIG.  17    is a side perspective view of a fifth wheel hitch  500  according to one embodiment of the present disclosure.  FIG.  18    is a cross-section view of one set of latch fingers  528   a ,  528   b  along a side of the sliding carriage portion of a fifth wheel hitch according to one embodiment of the present disclosure, where the latch fingers are engaged with, or locked into, one set of forward latch receptacles  534   a ,  534   b , where the latch finger control bar is attached to a biasing member  570  that may be spring loaded (see  FIG.  23   ) in a direction which will force the one or more latch fingers to pivot or otherwise engage with one or more respective latch receptacles.  FIG.  19    is a cross-section view of one set of latch fingers  528   a ,  528   b  along a side of the sliding carriage portion of a fifth wheel hitch according to one embodiment of the present disclosure, where the latch fingers are disengaged from, or unlocked from, one set of forward latch receptacles  534   a ,  534   b  and prevented from re-engaging with one or more respective latch receptacles via a hold down or latch finger retaining spring  554  (see  FIGS.  19  and  21   ), where the latch finger control bar  530  is spring loaded (see  FIG.  23   ) in a direction which will force the one or more latch fingers to engage with one or more respective latch receptacles. In another embodiment, retaining spring  554  can be designed to hold one or more of the latch fingers in a down and out of way position such that center section pivoting box  522  is free to move. In still another embodiment, retaining spring  554  is configured to be manually disengaged such that the one or more latch fingers are free to disengage from their one or more respective latch receptacles. The retaining spring  554  provides a release if the center section pivoting box  522  is not in the appropriate locking or engaging position relative to the sliding towers  558  and  560 . In such embodiments, the retaining spring  554 , or more specifically, actuation of the retaining spring  554 , may release engagement of the latch fingers  526   a ,  526   b ,  528   a  and  528   b  as applicable. This may make engagement and positioning of the center section pivoting box  522  easier. If there are any issues (e.g., positioning, engaging the wrong portion, or the like) actuation of the retaining spring  554  may allow release engagement of the latch fingers  526   a ,  526   b ,  528   a  and  528   b  as applicable. The retaining spring  554  may allow manual release of the latching mechanism. 
     In an embodiment, retaining spring  554  may include a generally continuous piece of spring steal having a spring portion  602 , an engagement surface  604 , and a depressible portion  606 . The spring portion  602  may provide a bias force to the engagement surface  604  to position the engagement surface  604  towards the respective latch finger. The engagement surface  604  may selectively abut against an end of the latch finger in the locked position to prevent the latch finger from being pivoted towards the respective forward or back finger receptacles. The depressible portion  606  may be manually depressed by a user to disengage the engagement surface  604  from the edge of a respective latch finger to allow the latch finger to be pivoted or otherwise engage with the respective forward or back finger receptacles. 
     Additionally,  FIG.  20    is a cross-section view of one set of latch fingers one side of the sliding carriage portion of a fifth wheel hitch according to one embodiment of the present disclosure, where the latch fingers are disengaged from, or unlocked from, one set of forward latch receptacles and where sliding towers have been moved slight forward on its locator rails. A protrusion  608  may be positioned along a surface of the sliding tower  560  and may be configured to disengage retaining spring  554  and permits one or more latch fingers to auto engage with one or more respective latch receptacles each latch finger encounters, where the latch finger control bar is spring loaded (see reference numeral  570  in  FIG.  23   ) in a direction which may force the one or more latch fingers to engage with one or more respective latch receptacles. The protrusion  608  may disengage the retaining spring  554  as the sliding towers  558 ,  560  are moved along the locator rails  508 ,  510  relative to the latch control handle  542  or spring loaded latch finger control bar  530 . As such, a surface of the retaining spring  554  may be depressed by the protrusion  608  and disengage from the respective latch finger allowing the latch finger to be pivoted relative to the engagement surface  604  and therefor remain in an automatic engagement status while the sliding towers  558 ,  560  are moved into a desired place. The latch fingers may then automatically engage with the respective receptacles once in place. 
       FIG.  21    is a cross-section view of one set of latch fingers one side of the sliding tower portion of a fifth wheel hitch according to one embodiment of the present disclosure, where the latch fingers are engaged with, or locked into, one set of back latch receptacles, where the latch finger control bar is spring loaded (see reference numeral  570  in  FIG.  23   ) in a direction which will force the one or more latch fingers to engage with one or more respective latch receptacles; and  FIG.  22    is a front perspective view of a fifth wheel hitch according to one embodiment of the present disclosure illustrating a fifth wheel slider hitch where such a hitch is engaged into a “puck” attachment of a truck (or other suitable vehicle). Here the puck attachment may be located within the mounting plate  580  that may be a part of a vehicle or may be provided with the fifth wheel hitch assembly  500 . 
     Also,  FIG.  23    is a side view of a fifth wheel hitch according to one embodiment of the present disclosure.  FIG.  24    is a close-up illustration of a safety latch on a latch control handle of the present disclosure, where the safety latch  546  is in the closed position.  FIG.  25    is a close-up illustration of the safety latch  546  on a latch control handle  542  of the present disclosure, where the safety latch  546  is in the open position.  FIG.  26    is a close-up illustration of the safety latch  546  on the latch control handle  542  of the present disclosure, where the safety latch  546  is in the open position and the latch handle  542  is in the up unlatched position.  FIG.  27    is a close-up illustration of an optional reach handle  550  that is designed for tall sided trucks and/or short people so that this design can permit an individual to easily unlatch the latch handle  542 . 
     In light of the above, the present disclosure has one or more advantages over other fifth wheel hitches including, but not limited to, one or more of the following. In one instance, the one or more latch fingers and receptacles may be placed along an exterior surface of the sliding towers or carriage. This configuration allows the fingers and their respective engagement or disengagement relative to the receptacles to be visible to a user instead of being covered up. Since the one or more latch fingers, or one or more sets of latch fingers, are visible to the user this permits a user to ascertain the ultimate location of the latch fingers and achieves a positive indicator of whether or not center section pivoting box  522  is latched. Another feature of the present disclosure is that the latch fingers not only hold the sliding carriage from moving forward and backwards along a first plane, but also hold the sliding carriage from moving vertically (upwards or downwards) due to their curved or arched shape and rotating movement action. In at least one embodiment of the present disclosure, there are four latch fingers for sufficient structural rigidity and visual sight from either side of the vehicle in which the fifth wheel hitch of the present disclosure is installed. In another embodiment, the at least one latch control handle is further equipped with a pin hole to lock the mechanism. 
     In another embodiment, the latching mechanism of the present disclosure further includes a hold down or latch finger retaining spring  554  (with the depressible portion  606  or tab to permit the manual release of a latch finger, or set of latch fingers, if needed. Further, the locator rails  508  and  510  may have a robust structure and may have a rounded an elongated configuration with an outer diameter of at least 2 inches, at least 2.5 inches , or even 2.75 inches or more to allow for less flexing of and more stiffness in locator rails  508  and  510 . 
     In one embodiment, the present disclosure uses thermal flow drill and thermal flow tap to produce the fastening and pivoting features in the tube locator rails  508  and  510 . In such embodiments (such as shown in  FIG.  21   ), the tube locator rails  508  and  510  may comprise apertures, which may either be tapped or not tapped. Fasteners may be inserted into and through those apertures. In those apertures in which are tapped, the fastener may be threaded therein. For those apertures that are not tapped, the fastener may be inserted or a mechanical piece may be inserted in an operative manner. The thermal flow drill or thermal flow tap may produce the apertures with or without the aperture in a single manufacturing process. The mounting rails  502  and  504  are bolted on to help with stability and packaging of the fifth wheel hitch into a smaller carton. The fifth wheel hitch of the present disclosure has, in one embodiment, different hole locations on its base and/or mounting rails  502  and  504  may be provided so that the hitch  500  is able to fit above bed rails, or various puck locations located within the vehicle beds of certain manufacturers or others as needed. 
     Latch control handle  542  has a secondary safety latch  548  that engages an exterior rail panel  610  providing another level of confidence to a user (see  FIGS.  25  and  26   ). This secondary safety latch  548  may be activated while the unlatching handle  546  is lifted (see  FIG.   24   ). In another instance, a hole  552  is provided for a lock to secure the secondary safety latch  548  into position (see  FIG.  26   ) along the exterior rail panel  610 . 
     Optional handle  550  may be provided for added mechanical advantage designed for tall sided trucks or short people to easily unlatch the handle  542 . This provides extra reach and a mechanical advantage to lower the force required. This is also sized so that a user can use a typical ½″ ratchet with a ½″ extension to perform the same function (see  FIG.  26   ). 
     Finally, the present disclosure may utilize one or more threaded eye bolt  562 , threaded nut and/or retaining washer  564  and knob  566  in combination so that a user is able to tighten frame  506  relative to mounting rails  502  and  504  in order to provide a tight joint between frame  506  and above mounting rails  502  and  504 . This reduces rattle and/or movement of center section pivoting box  522  through the use of compressive forces. In another embodiment, a tension set-up could be used in place of one or more combinations of threaded eye bolt  562 , threaded nut and/or retaining washer  564  and knob  566  to achieve the desired anti-rattle aims discussed above. 
     In light of the above, the present disclosure comprises a fifth wheel hitch that, in one embodiment, an actual latching mechanism that is visible while other fifth wheel hitches to date are not visible on others; and/or a fifth wheel hitch that comprises an unlatch handle that has a secondary closed retainer where while other fifth wheel hitches to date have no secondary closed retainer (i.e., a one-piece handle with no place to lock it in position); and/or a fifth wheel hitch that comprises an anti-rattle attachment that is infinitely adjustable versus prior art fifth wheel hitches that utilize shims or have no adjustment feature. Finally, the fifth wheel hitch of the present disclosure can optionally include an additional long handle whereas to date available fifth wheel hitches have not had such an option and to date a user using such prior art fifth wheel hitches must stretch or apply a large force to unlatch them on a dually (e.g., an F-350 or 3500) pickup. 
     Although the embodiments of the present disclosure have been illustrated in the accompanying drawings and described in the foregoing detailed description, it is to be understood that the present disclosure is not to be limited to just the embodiments disclosed, but that the disclosure described herein is capable of numerous rearrangements, modifications and substitutions without departing from the scope of the claims hereafter. The claims as follows are intended to include all modifications and alterations insofar as they come within the scope of the claims or the equivalent thereof.