Patent Document

PRIORITY 
   This application claims benefit of U.S. Provisional Patent Application Ser. No. 60/446,502, filed Feb. 11, 2003. 

   BACKGROUND OF THE INVENTION 
   1. Field of the Invention 
   The present invention relates generally to trailer brake and remote control systems for automotive use, and more specifically to a independent brake operating system and remote trailer operating system for automotive trailers. 
   2. Description of Related Art 
   Automotive trailers are a common part of our lives. We tow trailers behind virtually every type of vehicle known. We use trailers to carry a wide variety of items and we expect trailers to perform a wide variety of tasks. For the very heaviest of trailers, we rely on the fifth-wheel and pintle hitches. Two very common types of automotive trailers that use the fifth wheel and pintle hitches are heavy equipment trailers used on construction sites, and recreational vehicle trailers. 
   One type of heavy equipment trailer is a water trailer, also known as a water wagon. A water wagon is used frequently on construction sites. The water trailer is used to distribute water over a work site for such tasks as dust control, soil compaction, street cleaning, irrigation, fire prevention or control, and chemical delivery. In its basic form the water trailer is a large water tank mounted to a trailer frame. The water trailer is attached to a semi tractor to be pulled to or through the area where water is needed. A semi tractor is needed to supply pneumatic power for the water trailer&#39;s brakes. If no semi tractor is available, the water trailer cannot operate safely. This places a demand on an equipment fleet to have a dedicated semi tractor and available to operate the water trailer when it is needed. Additionally, a semi tractor driver needs a special driver license. This is wasted on a job site. There is no reason to have an special person at the site just to operate a water trailer. 
   When no water trailer is available, a water tank is sometimes placed into the bed of a dump truck to serve the same purpose. However, with either of these variations the water flow from the tank is controlled by pneumatics or by a cable. The driver must have compatible equipment in the truck&#39;s cab to operate the trailer&#39;s water distribution system. Regardless of the type of truck and trailer operations, this arrangement is inefficient. 
   Thus, what is needed is a trailer that can be remotely operated while the driver or operator is safely in the truck&#39;s cab or another safe location. 
   Some of the most specialized trailers and equipment are found in the construction industry. Often, these trailers are so large that the common American light duty pickup truck is incapable of towing them over the road. These trailers often require the capacity of a semi tractor, or similar towing vehicle. As a result of the trailers&#39; size and weight, special dedicated braking systems and equipment are required to control them over the road. 
   Operating heavy trailers over the road requires special brake equipment due to Federal and state laws. The heavy equipment and recreational vehicle trailers can often be quite massive and require special, heavy duty coupling and braking systems to properly control the load. However, these legal restrictions may not apply to use of the trailers for off road purposes. 
   Typical trailer brakes are operated via pneumatic, electric or hydraulic power. In the standard arrangement, the power to operate the braking systems is supplied by the towing vehicle. The braking power, whether pneumatic, electric or hydraulic, is routed to a coupling at the rear of the towing vehicle. When the trailer is attached, the mating coupling from the trailer is attached to the towing vehicle&#39;s coupling to operate the trailer brakes and other systems. Such an arrangement requires that the towing vehicle be specially equipped to supply pneumatic, electric or hydraulic power as required by the trailer. As a result, both the trailer and the towing vehicle must be specially outfitted with compatible equipment. The added complexity can create a very expensive situation, especially where a large fleet of towing vehicles is maintained. 
   With respect to heavy trailers, one of the most common hitch mechanisms is the fifth wheel hitch. Fifth-wheel hitches are used for both commercial and recreational trucks and trailers. The trailer&#39;s hitch has a kingpin that protrudes downward from a hitch plate on the front of the trailer. This kingpin is inserted into the fifth wheel at the rear of the towing vehicle. 
   The towing vehicle&#39;s framework supports a fifth wheel hitch, which has a large plate with a mechanism for accepting and locking onto the kingpin from a trailer. Typical fifth wheel hitch components are rigidly mounted to the towing vehicle and the trailer. Once coupled, only a few degrees of movement between the towing vehicle and the trailer is allowed. In one variation of the fifth wheel hitch, the fifth wheel hitch frame of the towing vehicle is designed to rock side to side a few degrees to permit easier coupling where the towing vehicle and the trailer are on particularly uneven surfaces. However, this feature is utilized during coupling or uncoupling operations only. With all these special systems, the trailer hitches, brake and power couplings are built into the towing vehicles to meet the stringent legal requirements for over the road use. As a result, the towing vehicles become very expensive to operate and maintain. This places great demands on the trucks and reduces cost-effectiveness. 
   Thus, what is needed is a self-contained trailer braking system that requires no special dedicated equipment on the towing vehicle except for a trailer hitch to properly connect the trailer to the towing vehicle. 
   SUMMARY OF THE INVENTION 
   The device is a self-contained brake and remote control system for trailer operation. The system allows permits any truck with a trailer hitch to safely pull and stop a trailer without any coupling between the trailer and the towing vehicle except for the trailer hitch. In addition, the system allows the trailer&#39;s functions to be operated and controlled from a remote, safe location, such as the cab of the towing vehicle. The system also allows the trailer to be operated safely on a hazardous or unsafe work site by virtually any truck, bulldozer, grader, loader or other equipment with a compatible hitch, regardless of whether the vehicle has a Department of Transportation approved braking system, without risk to the operator or driver. For example, the trailer could be used by military units to pull heavy equipment through combat areas. By default, more towing vehicles, including tanks or other armored vehicles, are available. Other uses include off-road logging trailers or off-road delivery trailers that can be more safely operated with off-road towing vehicles. Additionally, these trailers could be used for fighting forest fires, pulled by proper off-road towing vehicles. 
   The trailer braking system includes a fifth-wheel trailer hitch, an energy transfer mechanism, a brake actuator, and a power generator all attached to a trailer with brakes. The remote trailer operating system includes a remote control transmitter, a remote control receiver, and power equipment mounted on the trailer and powered by the power generator for the braking system. Thus the trailer may function even if no towing vehicle or other power source is available. 
   The energy transfer mechanism includes a special hitch plate with a slot oriented fore and aft down through which a kingpin protrudes to engage the towing vehicle&#39;s fifth-wheel. The kingpin is fixed to a sliding plate immediately above and in contact with the hitch plate. A linkage is attached between the sliding plate and a brake actuator. The brake actuator is supplied with energy from the generator to operate the trailer&#39;s brakes. The brake actuator meters energy to the brakes in response to the position of the sliding plate. 
   In use, the hitch framework on the towing vehicle and the trailer are subject to a tremendous amount of force and energy due to dynamic trailer loads. The self-contained trailer brake system uses these forces to activate the trailer&#39;s braking system, eliminating the dependence on specialized towing vehicles with pneumatic, hydraulic, electric or cable-operated systems. As a result, virtually any vehicle with an appropriate hitch, such as a fifth-wheel or pintle hitch, can be a proper towing vehicle. This increases the flexibility of the truck and equipment owners and increases cost-effectiveness. Trucks having fifth wheels come in a variety of sizes. The trailer is produced in different sizes and scaled to be appropriate for towing vehicles from pickup trucks to the largest construction equipment. 
   Accordingly, it is a principal object of the invention to teach a trailer braking system that is completely self-contained. 
   It is another object of the invention to provide a trailer braking system that works with virtually any truck, bulldozer or other heavy equipment. 
   It is a further object of the invention to teach a trailer control system that may be operated from the cab of a truck, without any permanently installed equipment. 
   Still another object of the invention is to provide a wirelessly operated trailer control system. 
   It is an object of the invention to provide improved elements and arrangements thereof in an apparatus for the purposes described which is inexpensive, dependable and fully effective in accomplishing its intended purposes. 
   These and other objects of the present invention will become readily apparent upon further review of the following specification and drawings. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
       FIG. 1  is a perspective view of a trailer equipped with a self-contained brake and remote control system, according to the present invention. 
       FIGS. 2 and 3  are elevational views of the forward deck of a trailer equipped with a self-contained brake and remote control system, according to the present invention. 
       FIG. 4  is a view of the underside of the forward deck of a trailer equipped with a self-contained brake and remote control system, according to the present invention. 
       FIG. 5  is a perspective view of the rear of a trailer equipped with a self-contained brake and remote control system, according to the present invention. 
   

   Similar reference characters denote corresponding features consistently throughout the attached drawings. 
   DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
   The present invention is a self-contained brake and remote control system. The trailer braking system includes a fifth-wheel trailer hitch, an energy transfer mechanism, a brake actuator, and a power generator all attached to a trailer with brakes. The remote trailer operating system includes a remote control transmitter, a remote control receiver, and a variety of power equipment mounted on the trailer and powered by the power generator. 
   The energy transfer mechanism includes a special hitch plate with a slot oriented fore and aft down through which a kingpin protrudes to engage the towing vehicle&#39;s fifth-wheel. The kingpin is fixed to a sliding plate immediately above and in contact with the hitch plate. A linkage is attached between the sliding plate and a brake actuator. The brake actuator is supplied with energy from the generator to operate the trailer&#39;s brakes. The brake actuator meters energy to the brakes in response to the position of the sliding plate. The trailer&#39;s brakes may be pneumatic, electric or hydraulically powered. 
     FIG. 1  is a perspective view of a trailer equipped with a self-contained brake and remote control system, according to the present invention. The trailer  10  resembles a standard trailer in many ways. A high-strength frame  12  runs the whole length of the trailer  10  and supports the load, in this case a water tank  14 . A heavy-duty axle at the rear of the trailer  10  supports the tremendous weight of the fully loaded trailer and brakes incorporated into the axle. Two or more axles may be used, and flotation tires as well, to deal with a very heavy trailer or to minimize the impact on the ground surface. A stand is attached near the front of the trailer  10  to keep the trailer level when it is not attached to a towing vehicle. The stand can be raised and lowered via a crank mechanism visible just below the frame  12  ahead of the water tank  14 . A forward deck  16  area includes a fifth-wheel hitch  18  (see  FIG. 4 ) as well as standard couplings and controls for pneumatic, electric or hydraulic power (see  FIGS. 2 and 3 ). Other aspects of the trailer  10  are quite unique. 
   The trailer frame  12  is incorporated into and through the tank  14 , providing exceptional support to the tank  14  and protection for the frame  12 . The water tank  14  is used to supply water for a multitude of purposes. In this embodiment, virtually all of the plumbing, power conduits and control cables for the trailer  10  is routing through the tank  14 , protecting it from damage. A plurality of water couplings  20  are attached in various places around the tank  14  to permit the user to utilize the trailer  10  in the optimum manner. Each coupling  20  may include a power conduit  22  and a control cable  24  to permit the selective use of the any coupling  20  on the trailer  10 . A number of power accessories may be attached to the couplings  20 , such as a high-pressure water nozzle  26 . The couplings  20  are an industry standard size and will accept any number of common power accessories such as water cannons and other spray heads. The power conduit  22  is routed through the tank  14  to a power generator (see  FIG. 5 ) in an engine bay  28  at the rear of the trailer  10 . 
   A fill port  30  is located atop the tank  14  and permits quick and easy filling of the tank  14  from a number of sources, including hydrants, water towers, ground water, ponds and virtually any other water source. 
   The trailer  10  is shown coupled to a bulldozer and a towing dolly  32 , but virtually any towing vehicle capable of supporting the weight of the trailer could be used, including rubber-tire loaders, earth movers, semi tractors and many other vehicles. In this embodiment, the bulldozer does not have a fifth wheel, but does have a pintle hitch instead. A towing dolly  32  is used to attach the trailer to the towing vehicle. The towing dolly  32  has a fifth-wheel which couples directly to the fifth-wheel hitch  18  on the trailer  10 . In another embodiment, the towing vehicle has a fifth wheel, such as a semi tractor. The typical dolly has an axle, or tandem axles, with one or more wheels at each end, similar to the axle on the trailer  10 . It has a ring or other compatible mechanism for coupling with the towing vehicle&#39;s pintle. Atop the axle is a fifth wheel, similar to that found on the semi tractor. Virtually every piece of heavy equipment found on construction sites has a pintle hitch. In this manner, the trailer  10  may be towed and operated on a job site even if no semi tractor is available. This greatly improves the flexibility of a work crew and, manager of a job site who can choose an available towing vehicle from a large number of available pieces of equipment. 
     FIGS. 2 and 3  are elevational views of the forward deck of a trailer equipped with a self-contained brake and remote control system, according to the present invention.  FIGS. 2 and 3  are downward views, looking forward from the top of the tank  14  onto the forward deck  16 .  FIG. 2  shows the operating mechanism for the self-contained brake system in the pulling or coasting position.  FIG. 3  shows the operating mechanism for the self-contained brake system in the braking position. 
   The forward deck  16  is covered with plates, which are hinged to permit access to the self-contained brake system and other compartments. The deck  16  is shown with a pair of gladhands  40  and an electrical connector  42  for optional pneumatic and electric power from a towing vehicle. Also shown is a pneumatic isolator valve  44  that permits the user or operator to choose the source of power to operate the trailer&#39;s brakes, i.e., the towing vehicle or the power source on the trailer  10 . In one position, the isolator  44  permits energy from the towing vehicle to operate the trailer&#39;s brakes. In another position, the isolator  44  permits energy from the power generator  70  (see  FIG. 5 ) to operate the trailer&#39;s brakes. When using braking energy from the towing vehicle, the trailer&#39;s brakes function as standard Department of Transportation (DOT) required brakes. When delivery of the trailer to and from the job site is on the road, the trailer must use the DOT-approved brake system. However, the semi tractor is unnecessary at the off-road job site for the duration of the work at the job site. 
   The operating system for the self-contained brake system is situated within the frame  12  beneath the forward deck  16 . A sliding plate  46  is the source of braking input to the self-contained brake system. The sliding plate  46  is capable of limited, generally horizontal movement between a forward stop  50  and a rear stop  52  and slides upon a floor plate  64 . The contacting surfaces of the sliding plate  46  and the floor plate  64  may be coated with an anti-friction substance, such as Teflon®. In  FIG. 2  the floor plate  64  is visible between the rear stop  52  and the sliding plate  46 . In  FIG. 3  the floor plate  64  is visible between the forward stop  50  and the sliding plate  46 . A pair of springs  48  bear against the sliding plate  46  and apply force against sliding plate  46  toward the forward stop  50 . In one embodiment, the springs  48  are coil springs. In other embodiments the springs  48  could be a torsion bar, leaf spring, or an air spring or airbag. Notice in  FIG. 3  the springs  48  are compressed. The springs  48  are held in position by a set of keepers  54 . A set of dampers  56  moderates the action of the springs  48  in moving the sliding plate  46  against the forward stop  50 . A linkage  58  connects the sliding plate  46  to a brake actuator  60 . In one embodiment, the brake actuator  60  is supplied with pneumatic energy via an air hose  62 . In another embodiment, the brake actuator  60  is supplied with electric power via a power cable. The particular embodiment used depends upon the type of energy required by the trailer&#39;s brakes. In  FIG. 3  the linkage  58  is fully extended and the springs  48  are compressed, thus maximum braking energy is conducted through the actuator  60 . 
   The self-contained brake system may be disabled with a brake lock mechanism  63 . The brake lock  63  mechanically locks the sliding plate  46  to the frame  12 , thus preventing any movement of the sliding plate  46  and subsequent trailer brake actuation. This is important where the trailer  10  is backing up an incline, and the trailer&#39;s own weight would actuate its brakes against the efforts of the towing vehicle. The brake lock  63  is also used where a standard DOT brake system is required. 
     FIG. 4  is a perspective view of the underside of the forward deck of a trailer equipped with a self-contained brake and remote control system, according to the present invention. The under side of the floor plate  64  has an aperture  68  through which the kingpin  66  protrudes. The kingpin  46  is fixed to the bottom of the sliding plate  46  which is visible through the aperture  68 . The aperture  68  is elongated along the longitudinal axis of the trailer  10 . This permits the sliding plate  46  and the kingpin  66  to move forward and aft in response to dissimilar trailer and towing vehicle speeds. The total amount of movement of the kingpin  66  permitted by the aperture  68  matches the amount of available movement of the sliding plate  46  between the forward stop  50  and the rear stop  52 . This arrangement limits the amount of stress experienced by the kingpin  66 . 
   Returning to  FIGS. 2 and 3 , the brake actuator  60  acts as a valve to supply variable amounts of energy to the trailer&#39;s brakes depending upon the position of the sliding plate  46 . When the sliding plate  46  is against the forward stop  50 , the actuator  60  supplies no energy to the trailer&#39;s brakes. The sliding plate  46  will be in this position when the trailer  10  is being pulled forward by the towing vehicle. When the sliding plate  46  is against the rear stop  52 , the actuator  60  supplies maximum energy to the trailer&#39;s brakes. The sliding plate  46  will be in this position when the towing vehicle is decelerating. Braking energy between these two extremes is supplied proportionally when the towing vehicle is braking at a rate which causes the sliding plate  46  to slide only part way between the forward stop  50  and the rear stop  52 . 
   In use, the trailer  10  is attached to a towing vehicle. As the towing vehicle accelerates or coasts, the sliding plate  46  is against the forward stop  50  due to the pulling force of the towing vehicle upon the kingpin  66  and the sliding plate  46 , or due to the action of the springs  48 . When the towing vehicle decelerates, the inertia of the trailer  10  causes it to catch up to the towing vehicle and moving the sliding plate  46  and compressing the springs  48 . As the sliding plate  46  moves, the linkage  58  operates the brake actuator  60  to supply braking energy to the trailer&#39;s brakes. The dampers  56  prevent excessive braking inputs particularly on uneven ground, where numerous undulations in the ground&#39;s surface would cause frequent acceleration and deceleration cycles. 
     FIG. 5  is a perspective view of the rear of a trailer equipped with a self-contained brake and remote control system, according to the present invention. The engine bay  28  houses a power generator  70 . The power generator  70  supplies all of the pneumatic, electric or hydraulic power necessary to operate the trailer&#39;s brakes and all other functions. In the preferred embodiment, the power generator  70  is an internal combustion engine, but it could also be a reservoir of compressed air with batteries. The power generator includes an electric generator (not shown) and may also include an air pump  72  or hydraulic pump, depending upon the power requirements of the trailer  10 , including the brakes. In the preferred embodiment, the power generator  70  is attached to an air pump  72  and a water pump  76 . The air pump  72  supplies all of the pneumatic energy required, and the electric generator meets all the electric requirements. Virtually all of the electrical cables and pneumatic lines are routed through the tank  14  and frame  12  for maximum protection and cooling. 
   The water pump  76  has multiple uses. It permits the trailer  10  to fill itself with water from virtually any available water supply, including ground water. In addition, it supplies water pressure to the plumbing system of the trailer  10  for water delivery through the water couplings  20  or other water valves  74 . The power generator  70  includes controls for manually starting and operating it, as well as a remote start and control capability through the remote operating system. A hydrant fill pipe  75  permits the tank  12  to be filled from any hydrant. This process does not require pumping due to the pressurized nature of hydrants. If the water supply is not pressurized, such as a ground water supply, then a self-load fill pipe (not shown) can be used. In this embodiment, the self-load fill pipe is located below the hydrant fill pipe  75 . The self-load fill pipe is connected to the water pump on the power generator  70 , and permits the trailer  10  to fill the tank  12  under its own power. A hose bib  77  or other hose coupling is provided for hose attachment. 
   The wireless remote operating system includes a remote control transmitter (not shown), a remote control receiver  78  and a power distribution unit  80  connected to the remote control receiver  78 . The remote control transmitter may be kept with the operator in the cab of the towing vehicle. The power distribution unit  80  distributes electrical power to operate various functions of the trailer  10  as commanded by the remote control transmitter through the remote control receiver  78 . The electrical power from the power distribution unit may in turn direct the operation of pneumatic- or hydraulic-powered features of the trailer  10 , depending upon the construction of the trailer  10 . For example, the electric power at the power distribution unit may trigger air valves within a pneumatic power system, or it may trigger hydraulic valves within a hydraulic system. Alternatively, the various functions of the trailer may all be electrically actuated and operated. There is no practical limit to the type and number of functions that could be actuated and operated in this manner. 
   Common powered functions include starting, stopping and adjusting the power output of the power generator  70 , pumping water through the plumbing system to fill or empty the tank  14 , and activation of a nozzle  26  or other equipment attached to a water coupling  20 . 
   The wireless remote control transmitter provides control for every function of the trailer  10 , including an emergency stop button, a generator start button, and accessory buttons to activate or deactivate the other powered functions of the trailer  10 , and many other functions. Each function of the trailer  10  is operable separately from the others via the remote control transmitter. A battery  88  and a fuel tank (not shown) provide independent trailer  10  operation for extended periods. A control panel may provide a keyed starter  82  and choke control  84  for the power generator  70  as well as a set of gauges may be provided to monitor electric power, such as a voltmeter an ammeter  86 , or other operating parameters. 
   In one embodiment, the trailer  10  includes all equipment required by Federal and state law for use on the road. The system permits the trailer  10  to be used by a wide variety of towing vehicles, even those that do not have proper over the road braking systems. A towing vehicle needs only a compatible hitch to properly attach and operate the self-contained trailer system. This trailer system greatly increases the flexibility of a fleet of trucks at an off road site. Numerous variations on this system are possible, including a trailer  10  with a completely conventional hitch frame, but where the towing vehicle&#39;s hitch is intended to slide or shift under a braking load to provide braking energy. 
   It is to be understood that the present invention is not limited to the sole embodiments described above, but encompasses any and all embodiments within the scope of the following claims.

Technology Category: 7