WO1996005995A1 - Commutateur de securite pour actionneur a commande pneumatique - Google Patents

Commutateur de securite pour actionneur a commande pneumatique Download PDF

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Publication number
WO1996005995A1
WO1996005995A1 PCT/US1995/001094 US9501094W WO9605995A1 WO 1996005995 A1 WO1996005995 A1 WO 1996005995A1 US 9501094 W US9501094 W US 9501094W WO 9605995 A1 WO9605995 A1 WO 9605995A1
Authority
WO
WIPO (PCT)
Prior art keywords
trailer
locking pins
slider
air
adjustment
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/US1995/001094
Other languages
English (en)
Inventor
Gerald Schueman
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schueman Transfer Inc
Original Assignee
Schueman Transfer Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schueman Transfer Inc filed Critical Schueman Transfer Inc
Priority to AU17344/95A priority Critical patent/AU1734495A/en
Publication of WO1996005995A1 publication Critical patent/WO1996005995A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D53/00—Tractor-trailer combinations; Road trains
    • B62D53/04—Tractor-trailer combinations; Road trains comprising a vehicle carrying an essential part of the other vehicle's load by having supporting means for the front or rear part of the other vehicle
    • B62D53/06—Semi-trailers

Definitions

  • TITLE SAFETY SWITCH FOR A POWERED ACTUATOR
  • This invention relates generally to a slider which is used to adjust the suspension of a vehicle longitudinally with respect to the body of the vehicle, and more particularly to an air powered actuator for retracting the locking pins of the slider.
  • this invention relates to a safety switch for the air powered actuator which prevents the air powered actuator from being operated unless the emergency brake of the trailer is in its set and locked position.
  • Sliders are commonly used to enable longitudinal adjustment of the suspension of a tandem axle trailer relative to the van or body of the trailer.
  • Conventional sliders normally comprise a pair of side rails which are secured to the left and right sides of the van and which extend longitudinally therealong the underside thereof.
  • the suspension of the trailer is carried by a frame which includes left and right slide members which are slidably mounted with respect to the side rails of the van.
  • a plurality of locking pins lock the frame in various positions with respect to the side rails. When it is desired to adjust the suspension of the trailer with respect to the body, the locking pins are retracted to permit the frame to slide with respect to the side rails of the van.
  • the device of the '566 patent makes the problem described above easier to solve, it is still believed that the device disclosed in the '566 patent does not completely solve the problems of retracting the locking pins from their registering openings in the frame and the side rails of the trailer.
  • the invention disclosed in the co-pending application Serial No. 08/243,984 solved the problems of the prior art in that it provided a means for indicating to the vehicle operator that the locking pins had been completely retracted and included means for indicating the relative position of the vehicle body with respect to the vehicle suspension as the vehicle body is being moved with respect to the vehicle suspension.
  • a low pressure responsive electrical switch is in fluid communication with the emergency air line of the trailer and is imposed between the source of air under pressure and the solenoid valve which provides air to the air powered actuator.
  • the low pressure responsive electrical switch is normally open inasmuch as the air pressure within the emergency brake air line exceeds the pressure required to maintain the pressure responsive switch in its open position.
  • the low pressure responsive electrical switch is operatively electrically connected to the trailer brake light circuit so that electrical current is not supplied thereto unless the brake light circuit has been energized.
  • the emergency brake for the tandem axle In operation, when it is desired to longitudinally adjust the suspension of the trailer with respect to the trailer body, the emergency brake for the tandem axle is first set and locked. When the emergency brake for the trailer is set and locked, air pressure in the emergency brake air line of the trailer is released to the atmosphere which permits the normally open pressure responsive electrical switch to electrically close. The hand lever for the trailer service brakes is then operated to energize the trailer brake light circuit so that the pressure responsive electrical switch provides electrical current to the solenoid which controls the air powered actuator. Thus, unless the trailer emergency brake is in its set and locked position, air is not supplied to the air powered actuator. It is therefore a principal object of the invention to provide an improved slider for adjustment of the suspension of a trailer longitudinally with respect to the body of the trailer.
  • a further object of the invention is to provide a safety switch for the air powered actuator which retracts the locking pins of a slider.
  • a further object of the invention is to provide an improved slider for the adjustment of the suspension of a trailer longitudinally with respect to the body of the trailer wherein the slider may not be actuated unless the trailer emergency brakes are in the set and locked position.
  • a further object of the invention is to provide an improved slider for adjustment of the suspension of a trailer wherein all of the modifications are mounted on the trailer so that various trucks, without modifications, may be used to pull the trailer.
  • Still another object of the invention is to provide a device of the type described above which is safe to use.
  • Figure 1 is a partial side view of the suspension system of a trailer having a tandem axle
  • Figure 2 is a front view of the trailer of Figure 1;
  • Figure 3 is an exploded perspective view of the air powered actuator of this invention;
  • Figure 4 is a front view of the slider adjustment assembly and the air powered actuator of this invention.
  • Figure 5 is a front view of the air powered actuator of this invention which illustrates the air powered actuator in its non-actuating position
  • Figure 6 is a view similar to Figure 5 except that the air powered actuator has been actuated
  • Figure 7 is a partial top view of the air powered actuator of this invention and its relationship with respect to the slider assembly;
  • Figure 8 is a schematic of the circuitry for the air powered actuator of applicant's invention disclosed in application Serial No. 08/243,984;
  • Figure 9 is a perspective view of the mechanism which successively deactivates a signal light to indicate movement of the trailer body with respect to the trailer suspension.
  • Figure 10 is a schematic of the circuitry for the safety mechanism which prevents actuation of the air powered actuator unless the trailer emergency brake is in the set and locked position.
  • the numeral 10 refers generally to a trailer which is conventionally pulled by a truck or tractor having a fifth wheel connection thereto.
  • Trailer 10 includes a frame 12 having a plurality of transversely extending cross frame members 14 extending between the sides thereof.
  • a slider 16, such as disclosed in U.S. Patent No. 4,838,566, is secured to the underside of the cross frame members 14 near the rear end of the trailer 10.
  • the numeral 18 refers to a tandem axle suspension which is operatively connected to the slider 16 for movement longitudinally therewith with respect to the trailer 10.
  • Slider 16 includes a pair of side rails 20 and 22 which are secured to the underside of the cross frame members 14.
  • Side rail 20 is generally Z-shaped and includes a top flange 24, bottom flange 26 and a substantially vertically disposed web 28 interconnecting flanges 24 and 26.
  • side rail 22 includes top flange 30, bottom flange 32 and a substantially vertically disposed web 34 which interconnects the flanges 30 and 32.
  • Slider 16 also includes a rectangular frame, generally designated by the reference numeral 36 in Figure 7, which carries the suspension of the tandem axle and which includes left and right slide members 38 and 40.
  • the slide members 38 and 40 are slidable longitudinally of the van or trailer on the side rails 20 and 22.
  • each of the slide members 38 and 40 are of generally G- shaped in section.
  • Slide member 38 includes an upper inwardly-directed horizontal flange 42 spaced below the upper flange 24 of the side rail 20, a generally vertical side wall 44 disposed inwardly of the web 28 of a side rail, a lower inwardly directed horizontal flange 46, and a lip 48 bent inwardly from the inner end of the lower flange 46.
  • slide member 40 has an upper inwardly-directed horizontal flange 50 spaced below the upper flange 30 of side rail 22, a generally vertical side wall 52 disposed inwardly of the web 34 of the side rail 22, a lower inwardly-directed horizontal flange 54, and a lip 56 bent inwardly from the inner end of the lower flange 54.
  • Slide members 38 and 40 are provided with upright reinforcing gussets 58 and 60 respectively, the end result being that each slide member 38 and 40 is a hollow-beam member.
  • a plurality of hook-shaped sliders 62 are secured to the side wall 44 of the slide member 38 and overlie the lower flange 26 of the side rail 20 as illustrated in Figure 4.
  • a plurality of hook-shaped sliders 64 are secured to the side wall 52 of the slide member 40 and overlie the lower flange 32 of the side rail 22.
  • the hook-shaped sliders 62 and 64 permit the frame 36 of the slider 16, carrying the suspension, to be slidably longitudinally adjusted relative to the side rails 20 and 22.
  • Pad 66 is provided between the upper flange 42 of slide member 38 and the upper flange 24 of side rail 20 to ensure a relatively close sliding fit between the two members.
  • a pad 68 is provided between the upper flange 50 of slide member 40 and the flange 30 of side rail 22 to also ensure a relatively close sliding fit between the two members.
  • Cross beams 70 and 72 are secured to and extend between the slide members 38 and 40 and extend therebetween. In particular, the cross beams 70 and 72 are secured to the gusset plates 58 and 60.
  • a plurality of locking pins are provided for locking the frame 36 in various positions of adjustment relative to the side rails 20 and 22.
  • Four such pins are illustrated in Figure 7, two at the front of the slider 16, adjacent opposite slide members 38 and 40, and two at the rear of the slider adjacent opposite slide members 38 and 40.
  • the locking pins 74 are supported by mounting plates 76 secured to the cross beams 70 and 72 for horizontal linear movement in a direction generally transverse to the trailer and are conjointly retractable for permitting adjustment of the frame 36 to various positions of adjustment relative to the side rails 20 and 22 and extensible for locking the frame 36 in a selected position of adjustment.
  • a pin 74 When a pin 74 is in its extended position, it extends through an opening in gusset 58 and through an opening 80 in the respective side wall of the respective slide member 38 or 40. Locking pin 74, when in its extended position, also extends through one of a series of openings 82 in the web of the respective slide member 38 or 40. The openings 82 are spaced at regular intervals to provide the necessary adjustment.
  • Each pin 74 is biased towards its extended position by means of a spring 84 disposed between the mounting plate 76 and a radial flange 86 around the pin towards its outer end.
  • the locking pins 74 are conjointly movable between extended and retracted positions by means of linkage generally indicated at 88 interconnecting the pins.
  • the linkage 88 comprises a shaft 90 extending longitudinally of the frame generally parallel to the slide members 38 and 40 and approximately midway therebetween. As illustrated in Figure 7, shaft 90 is journaled in cross frame members 70 and 72 for rotation as will be described hereinafter.
  • the inner ends of the links 92 connecting the two locking pins 74 at the rear of the slider are pivotally connected to opposite ends of plate 94 which is secured to the shaft 90, and the outer ends of these links are pivotally connected to their respective pins 74.
  • An actuating chain 96 is provided for conventionally rotating the shaft 90 thereby affecting articulation of the links 92 to retract the locking pins 74.
  • the chain 96 is in the form of a rod.
  • the chain 96 extends generally transversely with respect to the trailer and laterally outwardly through the slide member 38.
  • a spring-loaded linkage 98 interconnects the inner end of the chain 96 and the shaft 90 for a purpose which is described in U.S. Patent No. 4,838,566.
  • all of the structure previously described is conventional structure, except for chain 96 being substituted for a pull rod, which is disclosed in U.S. Patent No. 4,838,566. It is the structure described above which applicant believes does not perform satisfactorily thereby necessitating the means of this invention to power rotate the shaft 90 to positively cause the retraction of the locking pins 74.
  • the air powered actuator of this invention is referred to generally by the reference numeral 100.
  • the air powered actuator 100 which will now be described, is ideally suited for use with the slider described in U.S. Patent No. 4,838,566, the air powered actuator 100 of this invention may be easily adapted for use with any slider employing retractable locking pins.
  • the air powered actuator of this invention could easily be modified to operate the locking pins disclosed in U.S. Patent Nos. 2,935,332; 2,978,051; 3,146,000; 3,365,211; 3,372,946; 3,778,079; or 4,838,578.
  • Air powered actuator 100 includes a pressure cylinder or canister 102 of conventional design having a rod 104 extending from one side of the housing 106. Threaded studs S and S' extend from one side of housing 106. Housing 106 has an air inlet 108 which is connected to a source of air under pressure as will be described hereinafter. When air under pressure is supplied to the housing 106, the rod 104 is extended therefrom in conventional fashion.
  • the pressure cylinder 102 is of the type which is normally associated with vehicle air brakes.
  • the pressure cylinder or air brake 102 could be utilized, the pressure cylinder 102 could be replaced by any suitable fluid cylinder, fluid motor, etc., wherein a movable rod, similar to rod 104, extends therefrom when air or fluid pressure is supplied to the device.
  • Rod 104 has a clevis 110 mounted thereon which extends through bracket 112 which is secured to the studs S and S' of housing 106 by nuts 114 and 116.
  • Bracket 112 includes a pair of spaced-apart arms 118 and 120 having elongated slots 122 and 124 formed therein respectively. The outer ends of the arms 118 and 120 have a bushing 121 which receives a bolt 128 to pivotally secure the bracket 112 to bracket 126.
  • Bracket 126 is secured to the slide member 38 by bolts 129.
  • Bushing 121 may either be positioned in alignment with the openings 0' or the openings 0' ' to permit the actuator to be mounted on various sizes of equipment.
  • Pin 130 is slidably received in the slots 122 and 124 and is maintained therein by means of the washers 132 and 134 positioned on the outer ends thereof outwardly of the arms 118 and 120. Retaining key 136 is received in one end of the pin 130 to maintain the washer 134 on the pin 130.
  • Link 140 is provided which has an opening 142 at one end thereof which rotatably receives the pin 130. As seen in the drawings, link 140 is rotatably mounted on the pin 130 between the arms 118 and 120. Link 140 is provided with an opening 144 at its other end which receives a bolt 146 to enable link 140 to be pivotally secured to a semi-circular bracket member 148.
  • a semi-circular bracket member 150 is adapted to be secured to the bracket member 148 by means of the bolts 152 and 154 extending through openings 156 and 158 in bracket member 148 and openings 160 and 162 in bracket member 150. Bracket members 148 and 150 are adapted to be secured to the shaft 90 which will have been drilled to provide a pair of openings extending therethrough so that the bolts 152 and 154 may be extended therethrough.
  • the numeral 164 refers to a microswitch having a housing 166 which is secured to arm 118 by means of bolts 168 and 170.
  • Microswitch 164 includes a switch arm 172 extending therefrom which is in the movable path of the pin 130 as illustrated in Figures 5 and 6.
  • Figure 5 illustrates the rod 104 of cylinder 102 in its normal retracted position.
  • the links 92 are in the position so that the locking pins 74 are in their locked or extended position.
  • air is supplied to cylinder 102 so that rod 104 is extended therefrom.
  • pin 130 is moved laterally outwardly in the slots 122 and 124.
  • the rod 104 may not be able to be extended by the pressure exerted in the pressure cylinder 102. However, with air pressure being maintained in the cylinder 102, outward force or pressure is applied to the rod 104. The operator of the vehicle then slightly “jogs”, “jiggles” or moves the trailer with respect to the tandem axle suspension. As soon as the trailer has been sufficiently moved to relieve the binding forces on the locking pins 74, the outward pressure being exerted on the rod 104 will cause the shaft 90 to be rotated so that the locking pins 74 are retracted. At that time, light 175 will be illuminated as will be described hereinafter.
  • An electrically operated air valve 174 is operatively connected to the air inlet 108 of the cylinder 102 and has an exhaust port 176 extending downwardly therefrom.
  • An air regulator 178 is provided on the inlet side of the air valve 174 and is connected to an air line 180 which is connected to the air line 182 as illustrated in Figure 8.
  • Air valve 174 is controlled by a switch 184 located on the dash in the operator's cab. When the switch 184 is closed, the air valve 174 is actuated, as is the indicator light 188, to indicate to the operator that the system is being operated to retract the locking pins 74. An audible signal device 190 is also actuated when the switch 184 is closed to further indicate to the operator that air is being supplied to the air actuator.
  • the control or supply of air to regulator 178 and valve 174 is controlled by the air brake control for the brakes on the rear tandem axle. As seen in Figure 8, the brake control lever 192 is actuated to supply air to the brakes on the rear tandem axle to lock the rear tandem axle in position. At the same time, air is supplied to the inlet side of valve 174. Air is supplied from the valve 174 to cylinder 102 when the normally open switch 184 is closed.
  • lever 192 is actuated to supply air to the brakes on the rear tandem axle to lock the rear tandem axle in position.
  • air is supplied to the valve 174.
  • the closing of the switch 184 causes the valve 174 to be opened so that air is supplied to the inlet side of the cylinder 102.
  • the indicator light 188 and the audible signal device 190 are actuated to indicate to the operator that air is being supplied to the cylinder 102.
  • valve 174 When valve 174 is opened, air is supplied to cylinder 102 so that rod 104 is extended therefrom.
  • pin 130 is moved laterally outwardly in the slots 122 and 124.
  • the outward movement of the pin 130 in the slots 122 and 124 causes the link 140 to be pivoted which in turn causes the bracket members 148 and 150 to be pivoted which causes a shaft 90 to be rotated from the position of Figure 5 to the position of Figure 6.
  • the rotational movement of the shaft 90 causes the plate 94 to be rotated which causes the links 92 to retract the locking pins 74.
  • the pin 30 will not be able to move outwardly in the slots 122 and 124. Since pin 30 is unable to move outwardly in the slots 122 and 124, due to the binding action, the microswitch 164 will remain open which will prevent the light 175 from being illuminated. Since the operator is able to detect that the light 175 is not illuminated, he or she will know that the locking pins have not been fully retracted. The operator then jiggles or jogs the trailer as previously described to loosen the binding on the locking pins.
  • pin 130 When the locking pins 74 have been completely retracted, pin 130 will be in the position illustrated in Figure 6 which will cause switch arm 172 to be deflected thereby closing switch 164 to illuminate light 174 which provides a signal to the driver that the locking pins 74 have been retracted. Subsequent extension of the locking pins 74 will cause light 174 to be extinguished.
  • air valve 174 is de-energized by switch 184 which causes the air in the cylinder 102 to be exhausted through the valve 174 by means of the exhaust port 176.
  • the springs 84 on the locking pins 74 then cause the locking pins 74 to move from their retracted positions to their extended positions.
  • the operator determines that he/she must make a weight distribution adjustment of 750 pounds, the operator knows that the trailer body must be moved three openings forwardly or rearwardly, depending upon whether the operator desires to shift additional weight from the trailer to the tractor or vice versa.
  • the locking pins are not in proper alignment which requires that the operator return to the cab to attempt to move the trailer body into the proper position relative to the suspension. The operator must then again exit the cab and make the necessary visual inspection. This process may be repeated several times until the proper alignment is achieved.
  • Apparatus 200 includes an elongated support 202 which is secured to the underside of at least a pair of the cross frame members 14 so that its longitudinal axis is aligned with the longitudinal axis of the trailer.
  • Support 202 is provided with a plurality of horizontally spaced-apart shoulders or lugs 204 mounted thereon which extend downwardly therefrom. The spacing between the shoulders 204 will correspond to the spacing between the openings 82.
  • a conventional, normally closed microswitch 206 is mounted on the frame 36 of slider 16 for movement therewith. Switch arm 208 extends from microswitch 206 beneath support 202 and between the shoulders 204.
  • switch arm 208 When one of the shoulders 204 engages the switch arm 208, as the trailer body is moved with respect to the suspension 18, switch arm 208 is deflected to open microswitch 206 as illustrated by broken lines in Figure 9.
  • microswitch 206 is operatively electrically connected to microswitch 164.
  • microswitch 206 is closed so that electrical current is supplied to the "hot" side of microswitch 164.
  • light 175 is illuminated which indicates that the locking pins 74 are fully retracted as described hereinabove. The operator then slowly moves the trailer body with respect to the slider 16.
  • microswitch 206 is opened which interrupts the electrical circuit to microswitch 164 thereby causing light 175 to be deactivated.
  • the deactivation of the light 175 is a signal to the operator that the trailer has been moved a distance corresponding to the distance between a pair of openings 80 as described.
  • the operator will move the trailer body; with respect to the suspension 18, until he/she has observed the deactivation of light 175 a total of four times.
  • the locking pins 74 may then be extended to their desired locked position.
  • the successive deactivation of the light 175 by the microswitch 206 provides a convenient means for the operator to readily adjust the trailer body-suspension without the necessity of making one or more trips from the cab to the rear of the trailer to ascertain whether the trailer has been moved to the desired position with respect to the suspension.
  • the numeral 210 designates a service air line while the numeral 212 designates an emergency air line.
  • Lines 210 and 212 are operatively connected to a proportioning valve 214 which is operatively connected to air tanks 216 and 218 which are interconnected by line 220.
  • Air tanks 216 and 218 are operatively connected to the air compressor on the truck in conventional fashion.
  • Service air line 210 extends to the service brakes on the tandem suspension of the trailer while emergency air line 212 O 96/05995 PC17
  • air tank 218 is operatively connected to the pressure regulator for supplying air under pressure thereto.
  • the numeral 222 refers to the actuator for the hand operated trailer service brakes.
  • Actuator 222 is operatively connected to brake light 224 which is illuminated when the service brakes of the trailer are actuated.
  • Electrical lead 226 is operatively connected to the brake light 224 or its circuit and is operatively connected to a low pressure responsive electrical switch 228 which is operably connected to the emergency brake air line 212 as seen in Figure 10.
  • switch 228 is normally electrically open when air pressure in excess of 54 pounds is present in the emergency brake air line 212.
  • Switch 228 is operatively connected to solenoid valve 174 by electrical lead 230. When switch 228 is electrically open, solenoid valve 174 is not operable thereby preventing the air powered actuator 100 from being actuated.
  • the truck operator stops the truck and trailer and sets the trailer emergency brake which dumps the air in the emergency brake air line 212 to the atmosphere.
  • the air pressure in line 212 drops below 54 p.s.i., the normally open switch 228 moves to its closed position.
  • the truck operator then applies the hand operated trailer service brakes through the actuator 222 located in the cab so that the brake light circuit of the trailer is actuated so that electrical current is supplied to the switch 228 and thence to the valve 174.
  • the air actuator 102 will then operate in conventional fashion as in the previously described invention.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

Commutateur (228) de sécurité pour un actionneur (100) à commande pneumatique qui est utilisé pour rétracter les goupilles de verrouillage (74) d'un bloc à coulisse (62) servant au réglage longitudinal de la suspension d'un véhicule par rapport au corps dudit véhicule. Ledit commutateur (228) de sécurité empêche l'actionneur (100) à commande pneumatique d'être actionné, à moins que le frein de secours de la remorque ne se trouve dans sa position de blocage et de verrouillage.
PCT/US1995/001094 1994-08-24 1995-01-26 Commutateur de securite pour actionneur a commande pneumatique Ceased WO1996005995A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU17344/95A AU1734495A (en) 1994-08-24 1995-01-26 Safety switch for a powered actuator

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US29520394A 1994-08-24 1994-08-24
US08/295,203 1994-08-24

Publications (1)

Publication Number Publication Date
WO1996005995A1 true WO1996005995A1 (fr) 1996-02-29

Family

ID=23136697

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US1995/001094 Ceased WO1996005995A1 (fr) 1994-08-24 1995-01-26 Commutateur de securite pour actionneur a commande pneumatique

Country Status (2)

Country Link
AU (1) AU1734495A (fr)
WO (1) WO1996005995A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4286797A (en) * 1979-09-24 1981-09-01 The Budd Company Pin retracting mechanism for a trailer
US4993737A (en) * 1989-07-25 1991-02-19 Magna Van Systems, Inc. Load-bearing multi-position drawbar arrangement and suspension system
US5137296A (en) * 1990-12-24 1992-08-11 Forman Michael B Power operated apparatus for adjusting the position of a bogie on a trailer
US5199732A (en) * 1991-08-02 1993-04-06 Herbert Lands, Inc. Apparatus for unlocking a bogie on a tractor-trailer rig
US5314201A (en) * 1992-12-24 1994-05-24 Rocky Mountain Technology Engineering Corp. Locking system for a semitrailer sliding undercarriage

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4286797A (en) * 1979-09-24 1981-09-01 The Budd Company Pin retracting mechanism for a trailer
US4993737A (en) * 1989-07-25 1991-02-19 Magna Van Systems, Inc. Load-bearing multi-position drawbar arrangement and suspension system
US5137296A (en) * 1990-12-24 1992-08-11 Forman Michael B Power operated apparatus for adjusting the position of a bogie on a trailer
US5199732A (en) * 1991-08-02 1993-04-06 Herbert Lands, Inc. Apparatus for unlocking a bogie on a tractor-trailer rig
US5314201A (en) * 1992-12-24 1994-05-24 Rocky Mountain Technology Engineering Corp. Locking system for a semitrailer sliding undercarriage

Also Published As

Publication number Publication date
AU1734495A (en) 1996-03-14

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