Patent Publication Number: US-2018029647-A1

Title: Trailer frame

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a Continuation of application Ser. No. 15/230,712 filed Aug. 8, 2016, which is a Continuation of application Ser. No. 14/450,702 filed Aug. 4, 2014 (now U.S. Pat. No. 9,409,603), which is a Continuation of application Ser. No. 13/909,189 filed Jun. 4, 2013 (now U.S. Pat. No. 8,985,631), which is a Continuation-in-Part of U.S. application Ser. No. 13/294,685 filed Nov. 11, 2011 (now U.S. Pat. No. 8,491,010), which are hereby incorporated by reference. 
    
    
     TECHNICAL FIELD 
     The present invention generally relates to trailer frames, and more particularly to bolt-together trailer frames. More particularly, the present invention relates to a trailer frame having an enhanced axle section. Most particularly, the present invention relates to a trailer frame where the camber between an axle section and an adjacent section is set by a dimple pattern. 
     BACKGROUND OF THE INVENTION 
     Typically trailer frames are manufactured by welding frame members together. Typical frame members include I-beam, flat, L-shape, U-shape or tubular rail sections. The frames generally have a ladder construction with axle units connected to the side frame members of the ladder near the center or rearward portion of the frame. These trailer frames are used for boat trailers, car trailers, recreational vehicles, horse trailers, utility trailers, and the like. 
     Since the entire frame, including the axle is pre-assembled, shipping may be difficult with only a few assembled frames being shipped at any time. In most cases, frames are built on a made to order basis to avoid maintaining pre-assembled frames in inventory. 
     It is desirable to have camber within the frame typically at the rearward end of the frame to accommodate loads placed on the frame. When loaded, the frame will deform. To level the load on the frame, existing manufacturers heat the frame to cause it to deform and create camber, Existing frames are ladder frames having a pair of I-beams that extend the length of the frame. To create positive camber at the rear of such a frame, for example, a weld is placed along the top side of the frame members between the axles and the rear end of the frame to draw the rear end up. Once positive camber is created, water is thrown onto the weld to rapidly cool it and lock the camber in place. Since relying on the heat of the weld to create camber is imprecise, additional welding may be used to adjust the camber to a suitable amount. This method of creating camber alters the material properties of the metal at the weld and may make the frame more susceptible to failure. Alternatively, the frame members may be pounded or otherwise mechanically deformed to achieve the desired camber. It will be appreciated that the variables involved in either method prevent any consistency in the amount of camber achieved for each trailer frame. 
     SUMMARY OF THE INVENTION 
     The present invention generally provides trailer frame including an axle section having two spaced longitudinal frame members connected by at least one cross member, the longitudinal frame members each having a first end and a second end; a rear section attachable to the axle section; and a dimple assemble joining the axle section to the rear section, the dimple assembly including a dimple pattern formed on each frame member of the axle assembly, the dimple pattern on the axle assembly defining a first dimple axis, and a dimple pattern formed on one end of the rear section and nestable within the dimple pattern formed on the axle section, the dimple pattern on the rear section defining a second dimple axis offset relative to the first dimple axis to create a camber between the axle section and the rear section when the first dimple is nested within the second dimple pattern. 
     The present invention further provides a trailer frame having an enhanced axle section is provided. The axle section has a pair of boxed frame rails. Each frame rail includes a first frame half and a second frame half that are joined together to define a central cavity. At least one cross member extends between the pair of boxed frame rails to join them together. 
     The present invention further provides a trailer frame including an axle section having two longitudinal frame members on each side of the axle section that are connected by at least one cross member, the two longitudinal frame members each include a first end and a second end that each have a plurality of axle dimples, and the axle section having a means for securing at least one axle; a front section having a front cross member and two longitudinal frame members on each side of the front section, the two longitudinal frame members each include a first end fixedly secured to the front cross member and a second end having a plurality of front dimples in nested engagement with the plurality of axle dimples on the first end of the axle section, and a rear section having a rear cross member and two longitudinal frame members on each side of the rear section, the two longitudinal frame members each include a first end fixedly secured to the rear cross member and a second end having a plurality of rear dimples in nested engagement with the plurality of axle dimples on the second end of the axle section, wherein camber of the trailer frame is preset in at least one of the following: the plurality of dimples on the rear section and the plurality of dimples on the front section. 
     The present invention still further provides a torsion suspension assembly for a trailer frame including an elastomeric element, the elastomeric element defining a central bore and plural pin receiving bores located on a circle spaced radially outward from the central bore, a cylindrical journal received in the central bore in the elastomeric element, an outer end cap and an inner end cap, wherein the outer and inner end caps are adapted to enclose at least a portion of the elastomeric element, each end cap having at least one pin extending inward therefrom, wherein the pins from the outer and inner end caps are received in respective pin receiving bores, each pin extending an extent such that a portion of the-pin on the outer end cap overlaps a portion of the pin on the inner end cap within the elastomeric element, each end cap defining an axle mount bore having a non-circular shape, and an axle mount having a non-circular cross section insertable through the axle mount bores in the end caps and rotatably received in the cylindrical journal. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a top perspective view of a trailer according to the invention. 
         FIG. 2  is a side elevational view of a trailer according to the invention. 
         FIG. 3  is an enlarged side elevational view showing details of a joint in a trailer according to the invention. 
         FIG. 3A  is a schematic view showing an axle section having a dimple pattern defining a dimple axis and a rearward section having a dimple pattern offset relative to the dimple pattern on the axle section to define an offset dimple axis, where the offset has been exaggerated for purposes of illustration. 
         FIG. 4  is a sectioned top plan view showing further details of a joint in a trailer according to the invention. 
         FIG. 5  is an exploded view showing details of a cross member in a trailer according to the invention. 
         FIG. 6  is a partially sectioned view of an axle section of a trailer frame having a torsion disk suspension assembly mounted thereon. 
         FIG. 7  is an exploded view of a torsion disk suspension assembly according to the invention. 
         FIG. 8  is a sectioned view of the torsion disk suspension assembly. 
         FIG. 9  is a bottom perspective view of a trailer frame according to the invention partially exploded to show details of an alternative joint between the adjacent sections of the trailer frame, 
         FIG. 10  is a bottom perspective view of the alternative trailer frame with the adjacent sections attached to each other. 
         FIG. 11  is a side elevational view of the joint between the adjacent sections shown in  FIG. 10 . 
         FIG. 12  is a section view as might be seen along line  12 - 12  in  FIG. 11 . 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     A trailer frame  10  according to the invention is depicted in the accompanying drawings. Trailer frame  10  is comprised of a plurality of sections, which are connected by a dimple assembly  30 . The dimple assembly  30  may be used to set the camber between sections as described more completely below. 
     Trailer frame  10  may he assembled from plural rails or side frame members  12  and one or more cross members  14 . A tongue assembly  15  may be attached to facilitate coupling of trailer frame  10  to a vehicle. The configuration of tongue assembly  15  may vary depending on the vehicle to which tongue assembly  15  is attached or the application for trailer frame  10 . Likewise, floor supports our outriggers  16  may be attached to side frame members  12  as needed for a particular application. Trailer frame  10  may also comprise a bumper assembly  18 . 
     As previously mentioned, trailer frame  10  includes multiple sections that are joined together. For example, trailer frame  10  may include an axle section  20 , a forward section  22  and a rearward section  24 ; however, it will he appreciated that frame  10  may include fewer or more sections. In the example shown, axle section  20  is located between forward section  22  and rearward section  24 . As shown in  FIG. 2 , axle section  20  includes an axle assembly  25 , which may be a sprung unit or a torsion unit, either of which having one or more axles with wheels  26  operatively supported thereon. 
     Two sections are attached to each other by a dimple assembly  30 . As best shown in  FIGS. 3 and 4 , dimple assembly  30  may include one or more dimples  32  formed on each frame member that nest within each other to connect frame members from each section. Dimples  32  may have any shape including, geometric shapes, oblong, or irregular shapes. The circular shape shown is just one example. One or more dimples may be used to define a dimple pattern, generally indicated at  35 . The dimple pattern  35  defines a dimple axis  34  which generally represents a major direction of dimple pattern  35 . Dimple pattern  35  may, thus, be used to control the orientation of sections relative to each other. For example, dimple pattern  35  on one frame member may be offset relative to the dimple pattern  35  on another frame member, such that when the frame members are joined by nesting one dimple pattern in the other, the frame members of respective sections are placed in a desired orientation. For example, dimple pattern  35  on one frame member may have a dimple axis arranged at an angle relative to a dimple pattern  35  on another frame member to create positive/negative camber between adjacent sections. According to another aspect of the invention, the spacing between dimples  32  may be varied in the vertical and horizontal directions to optimize the loading of dimples  32  as well. 
     Any number of dimples  32  may be used and in any configuration. The examples provided are, therefore, not limiting. Increasing the size or number of dimples increases the surface over which the load is spread, and therefore, larger or greater numbers of dimples  32  may be used to handle greater loads. Smaller or fewer dimples may be used for smaller loads. In the example shown, dimple pattern  35  includes three columns (A,B,C) of dimples  32 . Columns A,B,C may include more than one row of dimples  32 . For example, as shown, two rows of dimples  32  may be used. The dimples  32 A,  32 B in first and second rows are arranged parallel to each other. The third column C of dimples  32  may be offset relative to columns A,B. For example, dimples  32 C in third column C ma be located closer to the center of a side frame member at  36 . Also, the spacing (BC) between dimples in columns B and C may be reduced in comparison to the spacing (AB) between columns A and B, as shown. In the example shown, the centers of the dimples in column C are located 0.25 inch inward relative to corresponding dimples  32  in column B. Also, the centers of dimples  32  in column C are spaced 0.5 inches closer to the centers of dimples  32  in column B when compared to the spacing between columns A and B. An exemplary spacing may be 3.5 inches between columns A and B and 3.0 inches between columns B and C. The rows of dimples  32  in columns A and B may be vertically spaced 2.5 inches on center, while the dimples  32  in column C are vertically spaced 2.0 inches on center. It will be appreciated that the spacing between individual dimples  32  in column C do not need to be uniform with each dimple  32  having a different offset depending on the application or desired loading to be achieved. In the depicted example, finite element analysis shows that placing the dimples in third column C closer to the center and nearer to the dimples  32 B drives the load toward the top and bottom flanges minimizing deflection of the side wall of the frame members. 
     With reference to  FIG. 4 , dimples  32  may have an outwardly opening frusta-conical section. Dimple  32  may be stamped into the section such that a base  40  is located inward of the outer wall of the frame member. As shown, base  40  may be circular and define a central opening  42  that receives a fastener  14 , such as a Huck® bolt or the like. A dimple wall  46  extends axially and radially outward from base  42 . When assembled, the load transfer between dimples  32  occurs at walls  46  of each respective dimple  32 . As best seen in  FIG. 4 , which shows two frame members fastened together at dimples  32 , with the fastener  44  removed on the left to show greater detail of the dimples  32 , a small gap  48  may lie between each base  42  of dimples  32 . 
     As shown in  FIGS. 1 and 2 , dimples  32  may be formed on any surface to join frame members together. For example, a planar surface such as the upstanding sidewall of a frame member may be used. Dimple size may vary depending on the surface to which the dimple  32  is applied, the number of dimples used, and the amount of loading on the dimple  32 . In the example shown, dimples  32  are located on an upstanding side wall of the axle section  20  and an adjacent forward section  22  and rearward section  24 . Axle section  20  has dimple patterns  35  at each end that mate with dimples  32  on the forward and rear sections  22 ,  24 . It will be appreciated that each section  20 ,  22 ,  24  of trailer frame  10  may have various lengths and cross-sections. 
     In the example shown, axle section  20  includes axle rails  50  on either side connected by one or more cross members. Axle section may be constructed in any known manner. According to another aspect of the invention, an enhanced axle section  20  is provided. Enhanced axle section  20  has axle rails  50  having a box-like cross section. This cross-section may be formed in a number of manners including by welding an inner sidewall to a c-shaped channel. Alternatively, as best seen in  FIG. 6 , each axle frame member  50  may be formed from a pair of frame halves  50 A and  50 B. First frame half  50 A may have a c-shaped section with top and bottom walls  53 ,  54  extending inward from an outer sidewall  51 . Outer sidewall  51  and top and bottom walls  53 ,  54  may be formed as a single unit, for example by stamping, or constructed by joining individual components together. The second frame half  50 B is also c-shaped having an outer side wall  52  with an upper lip  55  that fits over top wall  53  and extends beyond inner side wall  51  to match the width of the front and rear section frame members that attach to axle section  20 . A downward extending tab  57  may be formed on the end of lip  55  to form a channel like section and add strength to lip  55 . Second frame half  50 B also includes a lower lip  58  that extends outward to overlie bottom wall  54 . The first and second halves  50 A,  50 B may be joined by welds at the seams between top wall  53  and lip  55  and bottom wall  54  and lower lip  58 . Each frame member  50  defines a cavity that is open at either end. .As discussed below, the cavity  170  may be used to house suspension components. A suspension opening  171  may be provided in one or more of side walls  51 ,  52  to facilitate mounting of suspension components. 
     The box-like construction of axle rail  50  makes it resistant to torsional forces and less prone to racking when compared to existing I-beam frames. In addition, the box-like construction may be used to house and incorporate suspension components. For example, a torsion disk suspension may be inserted at either end of the axle section  20 . Alternatively, suitable suspension mounts  59  ( FIG. 2 ) may be provided for traditionally sprung axles. 
     As discussed, a dimple assembly  30  may be used to join one or more frame sections to axle section  20 . In the axle section  20  shown, dimples  32  forming dimple patterns  35  at one or more ends of axle section  20  are stamped into outer sidewall  51  of first frame half  50 A before attaching second frame half  50 B. The dimple assembly  30  is mated to corresponding dimples  32  on forward and rearward sections  22 ,  24 . While attachment of these sections is shown on outer sidewall  51 , it will be appreciated that attachment may occur at the interior side  52  as an alternative. 
     Forward section  22  and rearward section  24  may include rails  26 ,  28  that have any cross-section, and may have cross-sections that are different from each other depending on the application. In the example shown, the cross-section of the rails  26 ,  28  of the forward and rearward sections  22 ,  24  are the same. Rails  26 ,  28  include an upstanding side wall  62  having a top wall  64  extending laterally outward and a bottom wall  66  extending laterally inward from the upper and lower extremities of sidewall  62 . This cross-section may be referred to as a Z-shaped section. A first flange  67  may extend downward from an outer extremity of top wall  64  and a second flange  68  may extend upward from an inner extremity of bottom wall  66 . Flanges  67 ,  68  form channel like sections at respective upper and lower extremities of rails  26 ,  28  improving the strength and torsional rigidity of the forward and rearward sections  22 ,  24 . 
     As in the axle section  20 , dimples  32  may be formed on the side wall  62  of forward and rearward sections  22 ,  24 . To set the camber between adjacent sections, the dimple pattern on each section may be offset relative to the dimple pattern  35  on axle section  20 , in the example shown, the dimple pattern  35  on the axle section  20  is fixed and the orientation of the dimple pattern  35  on forward and rearward sections  22 ,  24  is varied to create camber. It will be appreciated that the dimple pattern  35  on axle section  20  may be varied as well. The dimples  32  may be formed in any known manner including stamping. 
     As discussed above, for sonic applications, it is desirable to create camber between adjacent sections. Positive or negative camber in this context is a deviation from horizontal or zero camber. When a load is placed on a trailer frame, the frame deflects under the load. To maintain the load in a level configuration, it may be necessary to impart camber to the front or rear section. 
     The present invention overcomes the failings in the art by pre-setting the camber between adjacent sections through the dimples  32 , A desired camber angle α in many applications has an absolute value of 0 to about 2 degrees, or in other words between about ˜2 degrees and about +2 degrees of camber. This range is not limiting, however, as greater amounts of camber may be set using a dimple pattern  35  according to the invention. 
     In the example shown, positive camber is created at the rearward section  24  relative to axle section  20  by shifting the dimples  32  on rearward section  24  downward relative to the position of the dimples  32  on axle section  20 . As shown in  FIG. 3A , the dimple pattern  35  on rearward section  24  defines a dimple axis  34 ′ haying a downward angle such that when the dimples  32  of rearward section  24  are aligned with dimples  32  on axle section  20 , the rearward section  24  is angled upward relative to axle section  20  ( FIG. 3 ). In the example shown, the dimple pattern  35  on axle section  20  is fixed or constant and the dimple pattern  35  on the forward or rearward sections  22 ,  24  is offset to create the desired camber. In this way a single axle section  20  may be mass produced and camber specifications met by stamping the dimple pattern into the forward or rearward sections  22 ,  24 . It will be appreciated, however, that camber may be created by offsetting the dimple pattern  35  on axle section relative to one or both of the forward and rearward sections  22 ,  24  or by applying an offset to dimple patterns  35  on both the axle section  20  and forward or rearward sections  22 ,  24 . Any angle may be achieved in this manner. 
     The camber angle over the length of the section causes the end of the section to be at a different height than the adjacent section. Often, customers will specify a desired change in height rather than a specific camber angle. The specified change in height may be used to calculate the camber needed at the dimples  32 . In the example shown, a camber of about 1 degree may be used to achieve a one inch increase in the height of the rearward section  24  at its outer end. 
     According to another aspect of the invention, trailer frame  10  includes cross frame members  14  that have a truss-like form. In particular, cross frame member  14  includes a top cross member  72  a bottom cross member  74  and a web section  76 . Cross member  14  may further include end members  78  that extend between the top and bottom cross members  72 ,  74  at their outer extremities. As best shown in  FIG. 5 , top and bottom cross members  72 ,  74  may be formed from angle iron. Angle iron may be extruded or otherwise formed to any length needed for a given trailer application. The web section  76  may be constructed of individual members that connect the top cross member  72  and bottom cross member  74 , or, as shown, be constructed from one or more, pre-formed patterned members  80 . Using plural patterned members  80  allows any length cross member  72  to be created without the need for a large die to create the web  76  and with less labor than assembling a web with individual trusses. 
     In the depicted example, each patterned members  80  include plural trusses  82  that extend at an angle relative to cross members  72 ,  74 . Trusses  82  may be joined at the upper and lower extremities by a land  84  to form a wave-form shaped patterned member  80 . To facilitate connection of patterned members  80  to each other and to ends  78 , tabs  86  may be provided at the lateral extremities of patterned members  80 . Top tabs  88  may be provided at the upper extremity of the patterned member to facilitate attachment of web section to top cross member(s)  72 . Bottom tabs  90  may be provided to facilitate attachment of web section  76  to bottom cross member  74 . Upper and lower peak tabs  92 ,  94  may be provided to span the interior portion where trusses  82  come together. As shown, one or more of tabs  92  may be provided with openings  96  for fasteners. As shown, the patterned member  80  may be formed as a single unit, as by stamping or in a mold. To accommodate different lengths, multiple patterned members  80  may be used within a given cross frame member  14 . As shown, a pair of patterned members  80  may be joined to each other to form a web  76 . 
     Attachment of the web  76  to top cross member  72  and bottom cross member  74  may be accomplished in any known manner including fasteners or welds. In the example shown, welds are applied at each land  84  to join top cross member  72 , bottom cross member  74 , and web  76 . Ends  78  may, likewise, be attached in any known manner. In the example shown, fasteners (not shown) extend through openings  98  formed on an inward extending tab portion  100  of end  78 , and corresponding end openings  102  formed on a downward extending leg  104  of top cross member  72  and an upward extending leg  108  of bottom cross member  74 . Side openings  110  may be provided on ends  78  to attach cross frame member  14  to side frame members in trailer frame  10  with fasteners. 
     In accordance with another aspect of the invention, trailer frame  10  may include a torsion disk suspension  120  as exemplified in  FIGS. 7-8 . Torsion disk suspension  120  generally includes a suspension cartridge  121  that is inserted within the cavity  170  defined by a longitudinal frame member  50  in axle section  20 . During assembly, the suspension cartridge  121  is inserted at either end of frame member  50  and aligned with a suspension receiver  58 . A suspension mount may pass through receiver  58  and through suspension cartridge  121  to support it within frame member  50 . 
     According to one embodiment, suspension cartridge  121  includes an elastomeric element  122  with plural pin receiving bores  124  arranged around a central axle bore  126 . It will be appreciated that elastomeric element  122  does not need to have a circular disk shape and therefore reference to a disk suspension should not be limiting terms of the shape of the elastomeric element, which may have any shape capable of providing elastomeric material surrounding plural pin receiving bores. 
     Suspension  120  may further include an outer cap  130  and an inner cap  132 , which may be received in respective openings defined in the outer sidewall  51  and inner sidewall  52  of axle rail  50 . The caps  130 ,  132  enclose elastomeric element  122 . Outer cap  130  has one or more outer pins  136  extending inward therefrom, and inner cap  132  has inner pins  138  extending inward therefrom. Pins  136 ,  138  are received in respective pin receiving bores  124 . As best shown in  FIG. 6 , pins  136 ,  138  extend inwardly an extent sufficient to overlap one another. In the example shown each cap  130 ,  132  is provided with three pins  136 ,  138 . The pins  136  and  138  are spaced about a pin circle to form an alternating arrangement of outer pins  136  and inner pins  138  about the elastomeric element  122 . 
     An axle mounting assembly  140  may be received in axle bore  126  and includes a journal  142  having a cylindrical outer surface  144  and a square bore  146 . Outer end cap  130  and inner end cap  132  have corresponding square bores through which a square sectioned axle mount  150  is received. A portion of axle mount  150  extends outwardly from outer sidewall  51  and may be secured by a castle nut  152 . An axle assembly  160  is supported on axle mount  150 . Axle assembly may include an axle arm  162  that has a corresponding axle mount receiver  163  that conforms to axle mount such that torque created at axle  165  is transmitted to the elastomeric element through axle mount  150 . Axle arm  162  extends downward and rearward from torsion suspension  120  such that any vertical movement of the axle  165  creates a torsional moment at the suspension  120 . In particular, vertical movement of axle  165  causes outer end cap  130  to rotate, which in turn causes outer pins  136  to rotate within elastomeric element  122 . Compression of the elastomeric element between pins  136  and  138  absorbs shock and creates a return moment that urges the axle  165  toward the road surface. 
     With reference to  FIGS. 9-12  an alternative trailer frame  210  is shown. Trailer frame  210  includes an axle section  220 . A forward section may be attached to axle section  220  in the same manner as the rearward. section  224  shown or another form of attachment may be used. In the example shown, the joint assembly for the forward section and the rearward section is the same and will be discussed in connection with the rearward section  224  being attached to the axle section  220 . In accordance with another embodiment of the invention, maximizing the spacing between dimples has been found to improve the load carrying capacity and strength of the joint. In particular, a correlation between the spacing of the dimples and the strength of the joint was found. As a result, strength is maximized by placing the dimples as far from each other as the confines of the frame section will allow. While the following description discusses a dimple pattern having plural dimples, it will be appreciated that a single dimple may be used. To achieve the spacing discussed, the single dimple may be a ring-like shape with the dimple being formed at the periphery of the joint in a continuous form. 
     With reference to  FIG. 11 , a dimple assembly  230  having a plurality of dimples  232  forming a dimple pattern  235  is shown. In particular,  FIG. 11  illustrates a dimple pattern  235  being comprised of four dimples  232 , The dimples  232  form two rows and two columns with each dimple  232  being equally spaced vertically and horizontally from each other. In the vertical direction, the spacing of dimples  232  is limited by the height of the frame sections  220 ,  224  being joined. To maximize the vertically spacing, dimples  232  are located near the upper and lower extremities of the frame sections  220 ,  224 . Horizontally, the spacing of dimples  232  may be maximized by placing the dimples at the outer extremities of the frame member portions forming the joint J. It will be appreciated, however, that the joint J formed between the adjacent frame sections  220 ,  224  may not span the entire length of one or both sections. For example, as shown, intervening structures such as mounts for axles and other structures may limit the amount of overlap between adjacent frame sections  220 ,  224  and, in this sense, the strength of the joint J is maximized by placing the dimples  232  as close to the edges of the overlapping joint J. In a general sense, the spacing of dimples  232  is maximized by placing them near the extremities (upper, lower, inner or outer) of the joint J. 
     As best seen in  FIG. 11 , the joint J is defined by the overlap between the ends of axle section  220  (trailing edge T) and rearward section  224  (leading edge L). It will be appreciated that a similar overlap of frame section portions may occur at the area where axel section  220  and a forward section, if used. In the vertical direction, the overlapping encompasses the entire height of each sidewall  262  of frame sections  220 ,  224 , such that the upper and lower extremities of joint J coincide with the upper and lower extremities of sidewalk  262 . Horizontally, the spacing of dimples is maximized by placing the dimples near the inner and outer extremity of joint J, i.e., near the trailing edge T of a first frame member (i.e., axle section)  220  and the leading edge L of a second frame member (i.e., rearward section)  224 . It will be understood, that the spacing between dimples will vary depending on the size of the frame members with smaller frame members bringing the dimples closer to each other than on a larger frame member. In addition, the spacing may be varied to accommodate other frame components (cross members, outriggers, tank hangers, suspension components etc.) that may be in the way, In addition, the spacing may be varied based on load. For example, a large frame may carry a reduced load allowing for a smaller spacing between dimples. In the example shown, the spacing is maximized for the trailer frame size with spacing from the extremities of the joint J provided to accommodate surrounding structures including the Huck® fasteners and suspension mounting brackets. In the vertical direction, the spacing of the center of the dimples is the frame member (rail) height minus 2.75 inches. For example, 6 inch rail has 3.25 inch vertical spacing; 7.5 inch rail has 4.75 inch vertical spacing; 9 inch rail has 6.25 inch vertical spacing etc. It will be appreciated that a larger spacing may be achieved when less clearance is required for the fasteners, for example, when rails are welded together. Horizontally the spacing for a 6 inch rail is about 3 to 5 inches. Measuring from the end of the frame member, for the four dimple pattern shown, the first column of dimples is located 4 inches from the edge and the second column is 8 inches from the edge fora 6 inch frame member; 7 inches from the edge and 10 inch from the edge for a 7.5 inch frame member; and 7 inches from the edge and 10 inches from the edge for a 9 inch frame member. Considering the spacing between the dimple centers, the 6 inch 7.5 inch and 9 inch frame members include a vertical spacing V of the dimples ranging from about 2.75 inches to 4.75 inches and the horizontal spacing H between the dimples ranging from about 3 inches to about 4 inches. It will be appreciated that these ranges are not limiting. In a low load scenario, the dimples may be placed next to each other i.e. 0 spacing in both vertical and horizontal directions, and the upper limit of the spacing is only limited by the frame rail size. Consequently, to achieve larger vertical spacing, a larger frame member would be used. 
     As discussed, the example shown has equal vertical spacing between all of the dimples and equal horizontal spacing between all of the dimples forming a regular rectangular pattern. It will be appreciated that the spacing between the dimples and pattern may be unequal or varied across the pattern as discussed in the earlier embodiment. 
     Dimple pattern  235  on adjacent sections may be used to create camber between adjacent axel and rearward sections  220  and  224  in the same manner as discussed in the previous embodiment. In particular, the axes defined by dimple pattern  235  on axle section  220  and the dimple pattern  235  on rear section  224  may be offset relative to each other by an angle to create the desired camber between the sections  220 ,  224 . The offset may be created by offsetting one of the dimple patterns by the desired angle or by offsetting each of the dimple patterns a portion of the desired angle such that when the dimples are nested within each other the cumulative offset produces the desired camber angle. 
     Moreover, as discussed in the previous embodiment, rearward section  224  may include rails  226 ,  228  that have across section including cross sections that are different from the other sections from trailer frame  210  including axle frame  220 . Or, as shown, axle section  220  and rearward section  224  may have the same cross section as best seen in  FIG. 12 . Each section  220 ,  224  has an upstanding sidewall  262 , a top wall  264  extending laterally outward from sidewall  262 , and a bottom wall  266  extending laterally inward from sidewall  262 . This cross section may be referred to as a Z-shaped section. A first flange  267  may extend downward from an outer extremity of top wall  264  and a second flange  268  may extend upward from an inner extremity of bottom wall  266 . Flanges  267 ,  268  form channel-like sections at respective upper and lower extremities of rails  226 ,  228  improving the strength and torsional rigidity of the strength and torsional rigidity of the rearward section  224  and axle section  220 . To set the camber between sections  220  and  224 , the dimple pattern  235  on rearward section  224  may be offset relative to the dimple pattern  235  on axle section  220 . In the example shown, the dimple pattern  235  on axle section  220  has a horizontal major axis that bisects the rows of dimples  232 . The dimple pattern formed on the sidewall  262  on rearward section  224  is offset such that the major axis of dimple pattern  235  on rearward section  224  extends at an angle relative to horizontal. As discussed in the previous embodiment, the amount of offset may be used to create any desired camber angle having an absolute value of 0° to 90°. Although large camber angles are possible, typical camber angles used have an absolute value of about 0° to about 2°, or in other words, between ˜2° and about +2° of camber. This range is not limiting, however, as greater amounts of camber may be set by using a dimple pattern  235  according to the invention. 
     In the example shown, a positive camber is created at rearward section  224  relative to axle section  220  by shifting the dimples  232  on rearward section  224  downward relative to the position of dimples . 232  on axle section  220 . As in the previous embodiment, dimple pattern  235  on axle section  220  is fixed or constant and the dimple pattern  235  on adjacent sections, such as, rear ward section  224  is offset to create the desired camber. In this way, a single axle section  220  may be mass produced and camber specifications met by varying the dimple pattern into forward or rearward sections attached to axle section  220 . It would be appreciated, however, that camber may be created by offsetting the dimple pattern  235  on axle section relative to one or both of the forward or rearward sections or by applying an offset to the dimple pattern  235  on both the axle section  220  and the forward or rearward sections attached thereto. Any angle maybe achieved in this manner. 
     To attach adjacent sections together, a fastener including but not limited to a weld, adhesive or mechanical fastener may be used. In the example shown, a mechanical fastener is used to clamp adjacent frame members together at dimples  232 . To that end, dimples  232  may include a central opening  242  through which a fastener  244 , such as a Huck® bolt or the like, is received. Dimples  232  may have any shape including geometric shapes, oblong, or irregular shapes. The circular shape shown is just one example. As shown, dimples  232  may have an outwardly opening frusto-conical cross section and may be stamped into the sidewall  262  of a frame section, such that a base  240  of dimple  232  is located inward of sidewall  262 . Dimples  232  may be formed by other known machining processes as well. A dimple wall  245  extends axially outward from base  242  of dimple  232 . The dimple size may vary depending on the surface to which the dimple is applied, the area of the joint, and the number of dimples used. Also, the dimple size may depend somewhat on the loading of the dimple. Therefore, the dimples  232  shown are not limiting. 
     According to another aspect of the invention, a reinforcement assembly  280  may be provided at one or more of the top wall  264  or bottom wall  266 . In the examples shown, reinforcement assembly  280  is provided on top wall  264  at the joint J between adjacent frame sections. In particular, reinforcement assembly  280  is provided where the top wall  264  of axle section  220  and rearward section  224  meet. As best seen in  FIG. 9 , top wall  264  of axle section  220  terminates at the joint area such that the joint area of axle section  220  does not have an outward extending wall at its upper extremity along the portion corresponding to the overlap between axle section  220  and rearward section  224 . As best seen in  FIG. 11 , top wall  264  terminates at a point on axle section  220  corresponding to where the leading edge L of rearward section  224  overlaps axle section  220 . With reference to  FIG. 12 , the top wall  264  of rearward section  224  extends over sidewall  262  of axle section  220  in the joint area. 
     The reinforcement assembly  280  includes a plate  282  sized to fit within the space between flange  267  and sidewall  262  beneath top wall  264  of each section. As shown, a first portion  284  of plate  282  lies beneath top wall  264  of axle section  220  and a second portion  286  lies beneath a portion of top wall  264  of rearward section  224 . Each portion  284 ,  286  may be attached to the respective top walls  264  of axle section  220  and rearward section  224 . Attachment may be made by any fastener including but not limited to mechanical fasteners, welds, or adhesives. For example, plate  282  is provided with plural receivers  290  through which mechanical fasteners, such as, Huck® bolts are inserted to clamp the top wall  264  one or more of the frame sections  220 ,  224  to plate  282 . As shown, combinations of multiple fastener types may be used to facilitate assembly. For example, as shown in  FIG. 9 , plate  282  may be tack welded to axle section  220  at  292  and a pair of receivers  290  are provided in a second portion  286  of plate  282 . Huck® bolts extend through top wall  264  of rearward section  224  to attach it to second section  286  of plate  282 . 
     Plate  282  may have any thickness depending upon the amount of reinforcement required. As best seen in  FIG. 12 , the thickness of plate  282  may be greater than the thickness of top wall  264 . For example, the thickness of plate  282  may be at least twice the thickness of top wall  264 . With reference to  FIGS. 9 and 10 , as shown, the same reinforcement assembly  280  may be provided at the opposite end of axle section  220  for use in connection with a forward section of the trailer  210  as discussed in the previous embodiment. In the example shown, the reinforcement assembly  280  is fixed to the axle section  220  such that the use of fasteners is only on the adjacent sections, such as, reward section  224 . It will be appreciated however, that the reverse arrangement may be used or the reinforcement assembly  280  may be attached separately with mechanical fasteners extending through each portion  284 ,  285 . 
     As used herein, spatially orienting terms such as “above,” “below,” “upper,” “lower,” “inner,” “outer,” “right,” “left,” “vertical,” “horizontal,” “top,” “bottom,” “upward,” “downward,” “laterally,” “upstanding,” et cetera, can refer to respective positions of aspects as shown in or according to the orientation of the accompanying drawings. “Inward” is intended to be a direction generally toward the center of an object from a point remote to the object, and “outward” is intended to be a direction generally away from an internal point in the object toward a point remote to the object. Such terms are employed for purposes of clarity in describing the drawings, and should not be construed as exclusive, exhaustive, or otherwise limiting with regard to position, orientation, perspective, configuration, and so forth. 
     Embodiments herein can be constructed of various materials. One or more portions of a trailer frame can be made of (but are not limited to) different types of plastic, metal, ceramic, rubber, glass, carbon, fiber reinforced or other composites, and other suitable materials. Where necessary or desirable (e.g., with rotating or folding embodiments), known structures such as rails, hinges, springs, and others can be employed with aspects herein without departing from the scope or spirit of the innovation. 
     Specific embodiments of an innovation are disclosed herein. One of ordinary skill in the art will readily recognize that the innovation may have other applications in other environments. In fact, many embodiments and implementations are possible. The following claims are in no way intended to limit the scope of the subject innovation to the specific embodiments described above. In addition, any recitation of “means for” is intended to evoke a means-plus-function reading of an element and a claim, whereas, any elements that do not specifically use the recitation “means for”, are not intended to be read as means-plus-function elements, even if the claim otherwise includes the word “means”. 
     Although the subject innovation has been shown and described with respect to a certain preferred embodiment or embodiments, it is obvious that equivalent alterations and modifications will occur to others skilled in the art upon the reading and understanding of this specification and the annexed drawings. In particular regard to the various functions performed by the above described elements (e.g., enclosures, sides, components, assemblies, etc.), the terms (including a reference to a “means”) used to describe such elements are intended to correspond, unless otherwise indicated, to any element which performs the specified function of the described element (e.g., that is functionally equivalent), even though not structurally equivalent to the disclosed structure which performs the function in the herein illustrated exemplary embodiment or embodiments of the innovation. In addition, while a particular feature of the innovation may have been described above with respect to only one or more of several illustrated embodiments, such feature may be combined with one or more other features of the other embodiments, as may be desired and advantageous for any given or particular application. Although certain embodiments have been shown and described, it is understood that equivalents and modifications falling within the scope of the appended claims will occur to others who are skilled in the art upon the reading and understanding of this specification. 
     In addition, while a particular feature of the subject innovation may have been disclosed with respect to only one of several implementations, such feature may be combined with one or more other features of the other implementations as may be desired and advantageous for any given or particular application. Furthermore, to the extent that the terms “includes,” “including,” “has,” “contains,” variants thereof, and other similar words are used in either the detailed description or the claims, these terms are intended to be inclusive in a manner similar to the term “comprising” as an open transition word without precluding any additional or other elements.