Patent Abstract:
A pneumatic inflation system for use with a freight carrier, such as a tractor-trailer, is provided. The inflation system is available to inflate reusable air bags to cushion freight during shipment from one location to another. In one preferred embodiment, the inflation system includes an air control unit and an air coupler device. The air control unit is fluidly connectable to a compressed air storage reservoir of a tractor-trailer and supplies air to the air coupler device. In one preferred embodiment, the air control unit includes a brake protection valve and a control valve. The brake protection valve substantially disconnects the inflation system from the air storage reservoir in the event that the air pressure of the reservoir drops below a predetermined value, thereby preventing possible failure of the trailer&#39;s braking system. The control valve is available for a user to conveniently shut the inflation system off. In another preferred embodiment, the air control unit and the air coupler device are both mounted to the underside of a trailer defined by a front, a back, and opposing sides. The air control unit is positioned in close proximity to the trailer&#39;s air storage reservoir, whereas the air coupler device is positioned adjacent one of the sides.

Full Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
     This application is a Divisional Application of U.S. application Ser. No. 09/711,600 filed Nov. 13, 2000 now U.S. Pat. No. 6,457,921, issued Oct. 1, 2003, that claims benefit of U.S. Provisional Patent Application Serial No. 60/165,402 filed Nov. 13, 1999. 
    
    
     BACKGROUND 
     1. Field of Invention 
     This invention relates to a pneumatic inflation system for use with a freight carrier, such as a tractor-trailer, along with reusable air bags inflatable with the inflation system for bracing freight and cargo during transit, thereby preventing damage to the freight. 
     2. Description of Prior Art 
     Transporting large freight over long distances is an integral part of virtually every industry. Trucks, railroad cars, airplanes, ships, etc., are all commonly used to transport goods. In general terms, however, a freight carrier, such as a tractor-trailer, temporarily stores the freight during transport. To this end, freight protection within the carrier has remained unchanged for many years. Damaged freight is considered a part of doing business. With specific reference to tractor-trailers, there are currently three methods used for protection of freight during transit. 
     One method used is load locks. Load locks protect the load from leaning or falling out of the end of the trailer. Load locks do not protect the entire load from damage. Load locks are cumbersome, difficult to maneuver, heavy and often fail during transit. Another method is the use of low grade, unreliable, one-time use, paper dunnage bags. These bags are used once and then cut up by the user at the destination, generating significant waste. Third, vinyl or plastic inflatable dunnage bags are also used in freight carriers where it is customary to fill the spaces between the cargo, or between the cargo and the walls of the freight carrier, to prevent the cargo from shifting and damaging either the cargo itself, and/or the walls of the freight carrier. These bags are inflated at the shipping dock. Typically, the freight protection is installed/provided when the freight is initially placed into the trailer. Trailer door is shut and the freight protection devices that were installed are expected to withstand the hazards of travel to the destination. Air bags often deflate during transit due to changes in pressure in and outside the trailer as the driver ascends and descends in the mountains. Air bags and other freight protection devices also fail and fall to the floor of the trailer over the rough roads and driver maneuvers. Unfortunately, once the tractor-trailer has left the dock, it is impossible to re-inflate the air bags, as a pressurized air source is no longer available. 
     SUMMARY 
     In accordance with one aspect of the present invention, a trailer pneumatic inflation system for use with a freight carrier, such as a tractor-trailer, is provided. The inflation system is available to inflate reusable air bags to cushion freight during shipment from one location to another. In one preferred embodiment, the inflation system includes an air control unit and an air coupler device. The air control unit is fluidly connectable to a compressed air storage reservoir of a tractor-trailer and supplies air to the air coupler device. In one preferred embodiment, the air control unit includes a brake protection valve and a control valve. The brake protection valve substantially disconnects the inflation system from the air storage reservoir in the event that the air pressure of the reservoir drops below a predetermined value, thereby preventing possible failure of the trailer&#39;s braking system. The control valve is available for a user to conveniently shut the inflation system off. In another preferred embodiment, the air control unit and the air coupler device are both mounted to the underside of a freight carrier defined by a front, a back, and opposing sides. The air control unit is positioned in close proximity to the carrier&#39;s air storage reservoir, whereas the air coupler device is positioned adjacent one of the sides. 
     In another preferred embodiment, the inflation system is available to inflate a plurality of inflatable bags useful for protecting freight stored within the freight carrier. The inflatable bags are preferably configured to be re-useable and each includes upper and lower latching tabs. These latching tabs are configured to receive a coupling device that secures the respective inflatable bag to the freight. With this configuration, the inflatable bag will not undesirably slide downwardly relative to the freight during transit. 
     Accordingly, several objects and advantages of the preferred embodiments of the present invention are: 
     (a) to provide ability for the driver to make adjustments in freight protection during transit from origin to destination; 
     (b) to provide a trailer pneumatic inflation system in combination with inflatable air bags that can stabilize any type of cargo; 
     (c) to provide a trailer pneumatic inflation system in combination with inflatable air bags that will reduce driver tension, minimizing concern about shifting of the cargo in any direction; 
     (d) to provide a trailer pneumatic inflation system in combination with inflatable air bags that is easy and quick to install to stabilize cargo; 
     (e) to provide a trailer pneumatic inflation system that works secondary to the air braking system; 
     (f) to provide ability to inflate the air bags from the tractor-trailer; 
     (g) to provide a fail safe inflation device that ensures protection of the tractor-trailer; 
     (h) to provide on-board inflatability of air bags; 
     (i) to provide use of the truck trailers compressed air source (air tank); 
     (j) to provide continuous freight protection regardless of pressure and temperature changes within and outside the trailer, rough roads and hazardous travel using aligning and safety flaps on the air bags; 
     (k) to provide freight protection to the entire load; 
     (l) to provide an appropriate type of air bag suitable to protect the size of freight being hauled; 
     (m) to provide for a reduction of waste in the transportation industry, providing a reusable inflatable air bag over the one-time use paper air bag; and 
     (n) to provide for reliable freight protection device. 
     Further advantages are to provide inflatable air bags that can be made from any suitable material of engineering choice, such as plastic, vinyl, paper or the like. Further advantages are&#39; to provide lateral restraint and proper distribution of air bags using aligning flaps that can be fastened to each other using any suitable material of engineering choice such as a bungee cord, rubber band, rope, elastic material or the like. Further advantages are to provide vertical restraint and proper distribution of air bags using safety flaps that can be fastened to freight using any suitable material of engineering choice such as a bungee cord, rubber band, rope, elastic material or the like. 
     Still further objects and advantages will become apparent from a consideration of the ensuing description and drawings. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG. 1 is a side elevational view of a truck in combination with a semi-trailer and incorporating a trailer pneumatic inflation system in accordance with the present invention; 
     FIG. 2 is a schematic view of the trailer of FIG. 1; 
     FIG. 3 a bottom view of the trailer of FIG. 1, including the inflation system in accordance with the present invention; 
     FIG. 4 an enlarged, cross-sectional view of an air control unit and air coupler device of the inflation system of FIG. 3; 
     FIG. 5 is an enlarged, cross-sectional view of the air control unit of FIG. 4; 
     FIG. 6 is a side view of the air coupler device of FIG. 3; 
     FIG. 6A is a perspective view of the air coupler device of FIG. 6; 
     FIG. 7 is a top, schematic view of freight secured within a trailer by inflatable bags in accordance with the present invention; 
     FIG. 8 is a side view of an air bag in accordance with the present invention; 
     FIG. 9 is a rear view of the tractor-trailer of FIG. 7; 
     FIG. 10 is a top, schematic view of freight stagger loaded and secured within a trailer. 
     FIG. 11 is a rear view of a tractor-trailer with short cargo secured by inflatable bags in accordance with the present invention; 
     FIG. 12 is a rear view of the tractor-trailer with tall cargo secured by inflatable bags in accordance with the present invention; 
     FIG. 13 is a side, perspective view of an alternative air coupled, including a glad hand; 
     FIG. 13A is a perspective view of the air coupler device of FIG. 13; 
     FIG. 13B is a side view of an alternative inflation system in accordance with the present invention, including the air coupler device of FIG. 13; 
     FIG. 14 is a side, perspective view of an alternative air coupler device, including a glad hand; 
     FIG. 14A is a perspective view of the air coupler device of FIG. 14; 
     FIG. 14B is a side view of an alternative inflation system in accordance with the present invention, including the air coupler device of FIG.  14 . 
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     Referring now to the drawings, wherein like reference numerals designate corresponding structure throughout the views, and referring in particular to FIGS. 1 through 6A a pneumatic inflation system  49  for use with a freight carrier pursuant to a preferred embodiment of the present inventions and FIGS. 13 through 14B pursuant to an alternative embodiment of the present inventions. 
     As a point of reference, the inflation system  49  is highly useful with the trucking industry. To this end, FIG. 1 shows a truck  16  in association with a freight carrier or trailer  15 . Notably, the inflation system  49  can also be used with other types of freight carriers, such as any other container, cargo space, railroad car, or any other suitable transport container which may also be inside an aircraft or on a ship. By way of example, the instant transport container is intended to be part of a road vehicle. A tractor compressor (not shown) is driven by the truck&#39;s  15  engine (not shown) and supplies air to a pressurized air storage reservoir  17  (FIG.  3 ). Although not shown in the drawings for ease of illustration, air lines pass rearwardly from the tractor compressor too the air storage reservoir  17  through a tractor protection valve to a glad hand between the tractor  16  and trailer  15 . As is known in the art, the air storage reservoir  17  is mounted to an underside of the trailer  15 , and is normally used to control the trailer&#39;s  15  air brake and/or air suspension systems. 
     With reference to FIGS. 2 and 3, the inflation system  49  of the present invention preferably includes an air control unit  31 , an air coupling device  29  and an air hose  53 . The air control unit  31  and the air coupling device  29  are mounted to an underside of the trailer  15  (shown best in FIG.  3 ), with the air control unit  31  preferably in close proximity to the air storage reservoir  17  and the air coupling device  29  adjacent one of the opposing sides of the trailer  15 . The air control unit  31  is fluidly connected to the air storage reservoir  17  by tubing  32 B, and supplies pressurized air to the air coupling device  29 . The air hose  53 , in turn, in fluidly connectable to the air coupling device  29 , and is available for inflating or otherwise providing pressurized air to a wide variety of auxiliary components associated with the trailer  15 , such as inflatable dunnage bags, pneumatic tools, tires, etc. 
     The air coupling housing  29  has an air hose adapter to receive the air hose  53  having an externally threaded fitting adapted to be connected to the main passage at the tapped portion of air coupler hosing  29 . In a preferred embodiment, the hose  53  terminates at a nozzle apparatus  54  which is preferably in the form of a pistol-shaped nozzle, having a hand grip. Alternatively, the hose  53  can be connected to a wide variety of other devices. 
     FIG. 3 is an under side view of the trailer  15  incorporating the trailer pneumatic inflation system  49 . As previously described, the trailer  15  has the air storage reservoir  17  that, for example, is coupled to an appropriate compressor on the truck  16  (FIG.  1 ), so that air pressure within the reservoir  17  may be maintained at a particular pressure, for example 120 psi. FIG. 3 shows a position of the air control unit  31  mounted within close proximity to the air storage reservoir  17 . As is known in the art, the air storage reservoir  17  has one or more exit ports. An air line or tubing  32 B fluidly connects one of these ports, and thus the air storage reservoir  17 , to the air control unit  31 . So as to minimize the opportunity for damage to the tube  32 B, the air control unit  31  is mounted to the trailer  15  as close as possible to the air storage reservoir  17 . In a preferred embodiment, then, the tubing  32 B has a length less than approximately  12  inches. 
     The air coupler device  29  is located in the front of a trailer tandem coupled to a floor or slider box of a trailer  15  so that a dockworker in charge of loading a trailer, for example at a loading dock, has control in tapping an air source. To this end, the air coupler device  29  is preferably mounted to the trailer  15  adjacent one of the sides thereof. With this preferred location, the air coupler device is readily accessible by a user for connecting the hose  53  (FIG. 2) thereto. The air control unit  31  is fluidly connected to the air coupler device  29  by an air line or tubing  32 . 
     FIG. 4 is a longitudinal cross-sectional view depicting one preferred embodiment of the pneumatic inflation system  49  in an open position. The air line  32 B fluidly connects the air storage reservoir  17  (FIG. 3) to the air control unit  31  (an additional air line  32 C may further be provided to complete this fluid connection). The second the air line  32  from the air control unit  31  provides controlled air flow to the air coupler device  29 . Finally, the air hose  53  connects to the air coupler device  29  using a compressed air coupling. The air hose  53  is connected to the inflation nozzle apparatus  54 , which is preferably in the form of a pistol-shaped nozzle, having a handgrip, supplied with compressed air from the hose  53 . 
     FIG. 5 is an enlarged, sectional view of one preferred embodiment of the air control unit  31 . The air control unit  31  preferably includes an enclosure  27 , a brake protection valve  47  and a control valve  48 . The enclosure  27  of the air control unit  31  is constructed of corrosive resistant and temperature resilient material, such as stainless steel, aluminum, plastic, etc., with a door  27 A having a latching mechanism (not shown) that provide a tight seal to keep the weather, road dust, corrosion, salt, debris and other foreign material from entering the enclosure  27 . As previously described, the enclosure  27  is configured for mounting in close proximity to the air storage reservoir  17  (FIG. 3) of the trailer  15  (FIG.  3 ). The enclosure  27  forms openings  18  on each respective end. An externally and internally threaded, tubular shaft  42  is inserted through one (or top, relative to the orientation of FIG. 5) opening  18 . On the outside of the enclosure  27 , a sealing ring  45 , a metal spacer  44 , and a nut  43  having a threaded hole, encircle the threaded shaft  42 . On the inside of the enclosure  27 , a metal spacer  44  and a nut  43  having a threaded hole, encircle the threaded shaft  42 . This allows the nuts  43  to be screwed tightly onto the enclosure  27  to provide an airtight seal. One end of a threaded nipple  46  is threaded into shaft  42  within enclosure  27  with another end threaded into the brake protection valve  47 . 
     The brake protection valve  47  controls the flow of air into the pneumatic inflation system  49  and out of an air storage reservoir  17  (FIG.  3 ). Should the air pressure in the air storage reservoir  17  fall below 60 psi, the brake protection valve  47  will close, ceasing to allow air to pass from the air storage reservoir  17  into the inflation system  49 . This will maintain enough air pressure in air storage reservoir for effective braking of the truck  16  and the trailer  15 , shown in FIG.  1 . Other system shut off pressure values, such as 50 psi or 40 psi, are equally acceptable. A threaded hex nipple  46 A is threaded into another (preferably downstream) end of the brake protection valve  47  and one end of the control valve  48 . The control valve  48  has an interior opening there through so that when it is aligned with an airline, the control valve  48  is open as shown in FIGS. 4 and 5. When a knob  48 A is rotated a quarter turn, the control valve  48  is turned off. Thus, if the second air line  32  shown in FIG. 3 is damaged at any time, an operator of the equipment, dockperson, or other personnel could rotate the knob  48 A on the control valve  48  to shut off air completely within the air control unit  31 , allowing the air storage reservoir  17  to return and maintain full psi. One end of threaded nipple  46  is threaded into the other side (preferably downstream) of the control valve  48  and into another externally and internally threaded, tubular shaft  42  (lower shaft  42  in FIG.  5 ). The threaded shaft  42  is inserted through the lower opening  18  in the enclosure  27 . On the inside of enclosure  27 , a nut  43  having threaded hole and a metal spacer  44  encircle threaded shaft  42 . On the outside of the enclosure  27 , a sealing ring  45 , metal spacer  44 , and nut  43  having threaded hole, encircle the lower threaded shaft  42 . This allows nuts  43  to be screwed tightly onto enclosure  27  to provide an airtight seal. 
     During use and in accordance with one preferred embodiment, pressurized air is delivered from the air storage reservoir  17  (FIG. 3) to the air control unit  31 . The air control unit  31  effectively defines an inlet (for example, the shaft  42  otherwise connected to the brake protection valve  47 ). Air flows from the inlet to the brake protection valve  47 . Assuming sufficient pressure is present, the brake protection valve  47  allows the air to flow (downstream) to the control valve  48 . If the control valve is “open,” air flow continues downstream to an outlet defined by the air control unit  31  (for example, the shaft  42  fluidly connected downstream of the control valve  48 ). Thus, the air control unit  31  is configured to receive pressurized air from the air supply reservoir  17 , and selectively allows the air to flow to the air coupler device (FIG.  4 ), depending upon operational parameters of the air storage reservoir  17  (via, for example, the brake protection valve  47 ) and manual or operator settings (via, for example, the control valve  48 ). Alternatively, a number of other designs for the air control unit  31  can be employed to achieve these objectives. For example, the brake protection valve  47  and the control valve  48  can be reversed and/or replaced with other component(s). 
     FIGS. 6 and 6A are side and perspective views, respectively, of one preferred embodiment of the air coupler device  29 . In general terms, the air coupler device  29  includes tubing for receiving air from the air control unit  31  (FIG. 5) and for selective fluid connection to the hose  53  (FIG.  2 ), along with an enclosure  28 . The enclosure  28  is preferably constructed of corrosive resistant and temperature resilient material, such as stainless steel, aluminum, plastic, etc., and includes a door  28 A having a latching mechanism (not shown) that provide a tight seal to keep weather, road dust, corrosion, salt, debris and other foreign material from entering the enclosure  28 . The enclosure  28  is configured for mounting to the front of a trailer tandems coupled to a floor or slider box of a trailer  15  so that a person in charge of loading the trailer  15  has easy access to the air coupler device  29 . The enclosure  28  preferably has one opening  18 . An externally and internally threaded tubular shaft  42  is inserted through the opening  18 , shown in FIG. 6, and defines an intake port. On the outside of the enclosure  28 , a sealing ring  45 , a metal spacer  44 , and a nut  43  having a threaded hole, encircle the threaded shaft  42 . On the inside of the enclosure  28 , a metal spacer  44  and nut  43  having threaded hole, encircle threaded shaft  42 . This allows nuts  43  to be screwed tightly onto enclosure  28  to provide an air tight seal. One end of a threaded hex nipple  46 A is threaded into a downstream end of the shaft  42  within enclosure  28 . Another end of the threaded hex nipple  46 A is threaded into a female body section  30 A of a valve quick disconnect coupling. A stem end (or exit port) of a male half  41  of a valve quick disconnect coupling connects to an air hose  53 , shown in FIG.  2 . 
     During use, the air coupler device  29  receives air, at the intake port, from the air control unit  31  when the air control unit  31  is “open”. A user then selectively couples the hose  53  (FIG. 2) to the exit port of the air coupler device  29 , such that when connected, the air coupler device  29  provides a conveniently accessible source of pressurized air. Thus, a user is not required to crawl under the trailer  15  (FIG. 2) to access the air coupler device  29 . Further, by forming the air coupler device  29  to be separately positionable relative to the air control unit  31 , the air control unit  31  can be positioned as close as possible to the air storage reservoir  17  (FIG. 3) without impeding the desired convenient access to a source of pressurized air. Notably, were the line  32  between the air control unit  31  and the air coupler device  29  severed or otherwise damage, the brake protection valve  47  (FIG. 5) would automatically shut the inflation system  49  off, so that the air supply reservoir would not drop below a minimum pressure level. 
     As described in greater detail below, the air coupler device  29  can assume a wide variety of forms other than the one preferred embodiment illustrated in FIGS. 6 and 6A. Regardless, the air coupler device  29  provides a conveniently accessible, pressurized air source for connection to the hose  53  (FIG.  3 ). The hose  53  can be used for a number of applications, including pneumatic tools, cleaning purposes, etc. In one preferred embodiment, the inflation system  49  is employed to inflate inflatable dunnage bags as described below. 
     FIG. 7 is a top view of freight, such as pallets,  25  (twenty four are shown) arranged in a centerline configuration between trailer walls of cargo space and secured by a plurality of centerlining air bags  19  in accordance with the present invention. Arrows indicate a flow pattern of refrigerated air passing within the trailer  15  to cool the freight  25 . Narrow voids between walls of the trailer  15  and cartons on pallets  25  arranged two abreast are occupied by the centerlining air bags  19 . Bungee cords, rubber bands, ropes or other suitable elastic material  26  are attached to each of the air bags  19  and can be used as guides to ensure proper distribution of the bags  19  within the trailer  15  and provide lateral restraint evenly throughout the trailer  15 . 
     FIG. 8 shows one preferred embodiment of the air bag  19  as being an elongated inflatable reusable sleeve made of durable flexible plastic, rubber elastomeric material (which returns to its original shape) or from inflatable cloth-like material. The air bag  19  preferably includes an inflation valve  22 , a deflation or exhaust valve  21 , aligning tabs  20  and safety or latching tabs  20 A. The aligning tabs  20  are affixed to opposite sides of the air bag  19  and form an opening therein. The safety or latching tabs  20 A are affixed to a top and bottom, respectfully, of the bag  19 . Bungee cords, rubber bands, ropes or other suitable elastic material  26  (FIG. 7) may be utilized to fasten the bags  19  to each other via the aligning tabs  20  within a cargo trailer  15 , where desired, to provide lateral restraint and proper distribution of the bags  19 . Further, bungee cords, rubber bands, ropes or other suitable elastic material may be utilized to fasten the bag  19  to the freight  25  within the trailer  15 , where desired, to provide vertical restraint and proper distribution the bag  19  between the freight  25  and the trailer  15 , as described below. 
     FIG. 9 is a rear view of the trailer  15  with the freight  25  centerlined and secured by the invention. Arrows indicate a flow pattern of refrigerated air. Narrow voids between walls of a truck trailer and cartons on the freight  25  arranged two abreast are occupied by one of the inflatable centerlining air bags  19 . 
     FIG. 10 is a top view of freight, such as pallets,  25  (twenty four are shown) arranged in a staggered configuration between walls of the trailer  15  of a cargo space and secured by air bags  23 . The air bags  23  are highly similar to that previously described, but are under  6  feet in height. Narrow voids between walls of a transport container and cartons on pallets arranged two abreast are occupied by the air bags  23 . In accordance with the present invention, lateral shifting of cargo is avoided or reduced by providing a plurality of inflatable air bags  23  or  24  depending upon the height of the cargo. 
     FIG.  11  and FIG. 12 show a rear view of the trailer  15  with short palletize cargo  25  and tall palletized cargo  25 , respectively, and secured by air bags  23 ,  24 , respectively. Narrow voids between walls of the trailer  15  and the freight  25  arranged two abreast are occupied by inflatable, under six feet tall, air bags  23  (FIG. 11) or over six feet tall air bags  24  (FIG.  12 ). Selection of the appropriate air bag will depend upon height of the freight  25 . In either case, the safety latching tabs  20 A are available for securing the bags  23  or  24  to the freight  25 , such as with a rope, bungee cord, etc. (not shown). Unlike other available dunnage bags, the safety latching tabs  20 A, in conjunction with the coupling device (e.g., rope, bungee cord, etc.), prevents the bag  23 ,  24  from sliding downwardly during transit. 
     Returning to FIGS. 1-3, as previously described, the inflation system  49  can assume a wide variety of forms. With specific reference to the air coupler device  29 , existing components of the trailer  15 , such as a glad hand, can be utilized by, an incorporated into, the present invention. In this regard, FIG.  13  and FIG. 13A are side and perspective views, respectively, of an alternative embodiment air coupler device  29 A. The air coupler device  29 A includes the enclosure  28  as previously described, tubing, and a glad hand  50 . The enclosure  28  preferably has three openings  18 . Externally and internally threaded, tubular shafts  42  are inserted through each of the openings  18 , as shown in FIG.  13 . On the outside of the enclosure  28 , a sealing ring  45 , a metal spacer  44 , and nut  43  having a threaded hole, encircle each of the threaded shafts  42 . On the inside of the enclosure  28 , a metal spacer  44  and a nut  43  having threaded hole, encircle each of the threaded shafts  42 . This allows nuts  43  to be screwed tightly onto the enclosure  28  to provide an air tight seal. One of the shafts  42  is connected to the glad hand  50 , while the other two shafts are fluidly connected by a valve plug  48 , including elbow nipples  59 . The valve plug  48  includes a control  48 A for manually opening and closing the valve plug  48 . 
     As shown in FIG. 13B, the air coupler device  29 A is fluidly connected to the air control unit  31  at an intake port (defined by one of the tubular shafts  42  as illustrated in FIG.  13 B). Air flows from the intake port through the valve plug  48  (which an operator can manually turn on or off). Assuming the valve plug  48  is open, air flows to the glad hand  50 , such as by tubing  32 . Finally, the glad hand  50  is selectively connectable to the hose  53  (for example, via line  32 A) for supplying pressurized air to the hose  53 . Glad hands, such as the glad hand  50 , are well known in the art. The glad hand  50  serves as the exit port for the air coupler device  29 A. 
     FIGS. 14 and 14A are side and perspective views, respectively, of another alternative embodiment air coupler device  29 B. The air coupler device  29 B includes an enclosure  28  and a glad hand  51 . The enclosure  28  preferably has one opening  18 . An externally and internally threaded, tubular shaft  42  is inserted through the opening  18 , as shown in FIG.  14 A. On the outside of the enclosure  28 , a sealing ring  45 , a metal spacer  44 , and nut  43  having a threaded hole, encircle the threaded shaft  42 . On the inside of the enclosure  28 , metal spacer  44  and nut  43  having threaded hole, encircle the threaded shaft  42 . This allows nuts  43  to be screwed tightly onto the enclosure  28  to provide and air tight seal. Another end of threaded hex nipple  46 A is threaded into the glad hand  51 . In the embodiment of FIGS. 14 and 14A, the glad hand  51  is of a type known in the art and includes a shut off valve  51 A. As is known in the art, the valve  51 A can be manually operated to control air flow through the glad hand  51 . 
     As shown in FIG. 14B, the air coupler device  29 B is fluidly connected to the air control device  31  for receiving pressurized air therefrom. In this regard, the glad hand  51  provides the intake port, via the tubular shaft  42 , for the air coupler device  29 B. Further, the glad hand  51  provides the exit port, via the line  32 A, for selectively delivering pressurized air to the hose  53  upon connection of the hose  53  to the glad hand  51  and activation of the shut off valve  51 A. 
     While the present invention has been described with reference to the above preferred embodiments and alternative embodiments, it will be understood by those skilled in the art, that various changes may be made and equivalence may be substituted for elements thereof without departing from the scope of the present invention. In addition, modifications may be made to adapt a particular situation or material to the teachings of the present invention without departing from the scope of the present invention. Therefore, it is intended that the invention carrying out this invention, but that the present invention includes all embodiments falling within the scope of the appended claims and their legal equivalents.

Technology Classification (CPC): 1