Title:
COLLAPSIBLE TRAILER APPARATUS
United States Patent 3623744
Abstract:
A collapsible trailer assembly including a plurality of lightweight rigid components which, when assembled in a predetermined order, interlock to form the superstructure of a trailer vehicle which can be fully assembled by a person of average strength and dexterity without the use of tools and without the use of bolts, screws or other ordinary fastening means.
US Patent References:
Flexible frame construction for vehicle running gear
Raney - August 1957 - 2801863
Flexible bed wheeled vehicle
Craven - November 1966 - 3287026
Multiple chassis and container system
Bertolini - November 1968 - 3413016
Flexible frame construction for vehicle running gear
Raney - August 1957 - 2801863
Flexible bed wheeled vehicle
Craven - November 1966 - 3287026
Multiple chassis and container system
Bertolini - November 1968 - 3413016
Inventors:
Bertness, Melvin C. (Santa Cruz, CA)
Lyle, Arnold E. (Capitola, CA)
Lyle, Arnold E. (Capitola, CA)
Application Number:
04/884240
Publication Date:
11/30/1971
Filing Date:
12/11/1969
View Patent Images:
Export Citation:
Assignee:
Bermaco, Enterprises (San Jose, CA)
Primary Class:
Other Classes:
280/789
International Classes:
B62D63/06; B62D63/00; B62D23/00
Field of Search:
296/28K,27,1 280/401,415,106,34A,DIG.8,16T
Primary Examiner:
Goodman, Philip
Claims:
What is claimed is
1. A collapsible trailer assembly, comprising:
2. A collapsible trailer assembly as recited in claim 1 and further comprising a crossmember assembly including second locking means for locking said side frame members to said mounting members.
3. A collapsible trailer assembly as recited in claim 1, wherein said front frame member and said rear frame member each include seventh coupling elements, and said first locking means includes a pair of side rails having eighth coupling elements at each end thereof for matingly engaging said seventh coupling elements.
4. A collapsible trailer assembly as recited in claim 3, and further comprising a front rail including second locking means for locking said side rails to said front frame member.
5. A collapsible trailer assembly as recited in claim 4, and further comprising a pair of light mounting members including third locking means for locking said side rails to said rear frame member.
6. A collapsible trailer assembly as recited in claim 5, wherein at least one of said light mounting members, one of said side frame members, and one of said front frame members include interconnectable electrical cables for providing electrical communications between the front end and the rear end of said trailer assembly.
7. A collapsible trailer assembly as recited in claim 3, and further comprising a pair of fenders each including means matingly engaging said side frame members, said side rails being operative to lock said fenders to said side frame members.
8. A collapsible trailer assembly as recited in claim 3, and further comprising a plurality of elongated cross-frame members including means at each end matingly engaging said side frame members, said side rails being additionally operative to lock said cross-frame members to said side frame members.
9. A collapsible trailer assembly as recited in claim 8, wherein at least one of said cross-frame members includes means specially adapted to facilitate the loading and carriage of a specialized piece of equipment to be carried by said trailer assembly.
10. A collapsible trailer assembly as recited in claim 1, and further comprising a trailer hitch assembly coupled to said front frame member.
11. A collapsible trailer assembly as recited in claim 1 and further comprising a wheel assembly coupled to said front frame member.
12. A collapsible trailer assembly as recited in claim 1 and further comprising an enclosure means coupled to said frame members.
1. A collapsible trailer assembly, comprising:
2. A collapsible trailer assembly as recited in claim 1 and further comprising a crossmember assembly including second locking means for locking said side frame members to said mounting members.
3. A collapsible trailer assembly as recited in claim 1, wherein said front frame member and said rear frame member each include seventh coupling elements, and said first locking means includes a pair of side rails having eighth coupling elements at each end thereof for matingly engaging said seventh coupling elements.
4. A collapsible trailer assembly as recited in claim 3, and further comprising a front rail including second locking means for locking said side rails to said front frame member.
5. A collapsible trailer assembly as recited in claim 4, and further comprising a pair of light mounting members including third locking means for locking said side rails to said rear frame member.
6. A collapsible trailer assembly as recited in claim 5, wherein at least one of said light mounting members, one of said side frame members, and one of said front frame members include interconnectable electrical cables for providing electrical communications between the front end and the rear end of said trailer assembly.
7. A collapsible trailer assembly as recited in claim 3, and further comprising a pair of fenders each including means matingly engaging said side frame members, said side rails being operative to lock said fenders to said side frame members.
8. A collapsible trailer assembly as recited in claim 3, and further comprising a plurality of elongated cross-frame members including means at each end matingly engaging said side frame members, said side rails being additionally operative to lock said cross-frame members to said side frame members.
9. A collapsible trailer assembly as recited in claim 8, wherein at least one of said cross-frame members includes means specially adapted to facilitate the loading and carriage of a specialized piece of equipment to be carried by said trailer assembly.
10. A collapsible trailer assembly as recited in claim 1, and further comprising a trailer hitch assembly coupled to said front frame member.
11. A collapsible trailer assembly as recited in claim 1 and further comprising a wheel assembly coupled to said front frame member.
12. A collapsible trailer assembly as recited in claim 1 and further comprising an enclosure means coupled to said frame members.
Description:
BACKGROUND OF THE INVENTION
The present invention relates generally to vehicle trailer apparatus and, more particularly, to a collapsible trailer apparatus which can be easily assembled and disassembled without the use of tools not themselves forming a part of the apparatus.
One of the primary disadvantages of owning a trailer in today's modern environment centers about what is to be done with the trailer when it is not in use. For example, the modern subdivision homeowner having a trailer must allocate either a large part of his garage, driveway or yard for the storage of a trailer which may be infrequently used. Moreover, besides the space taken up by such apparatus, it frequently presents an eyesore to the neighborhood and is additionally undesirable from this standpoint.
Another area in which the present-day trailer is widely used but has disadvantages similar to those mentioned above is in the rental business. This field, however, has an additional problem; namely, that of transporting the various units back to some base after they have been used on a one-way rental. Typically, the return trip is made by truck or train. This is quite expensive, however, since only so many trailers can be loaded onto a given size truck and even though the truck could possible carry more weight it is space limited. Since most of the volume of shipping space displaced by a trailer is attributable to the hauling compartment, it can readily be seen that a substantially larger number of collapsed units than assembled units could be shipped in the same carrier now used.
OBJECTS OF THE PRESENT INVENTION
It is therefore a primary object of the present invention to provide a novel trailer apparatus which can be easily assembled and disassembled and the parts stored in a substantially smaller area than that required by the trailer in assembled form.
Another object of the present invention is to provide a novel trailer apparatus having a plurality of interlocking parts which can be assembled in a predetermined sequence so as to eliminate the need for bolts, screws or other conventional fastening means.
Still another object of the present invention is to provide a novel collapsible trailer apparatus having general utility and which is lightweight in construction, sufficiently rigid to serve its intended function, and includes a plurality of components each of which are light enough to be easily handled by the average person.
Still another object of the present invention is to provide a novel trailer apparatus having a plurality of specifically defined components which, when assembled in a predetermined sequence, interlock to form the superstructure of a trailer having general application.
Still another object of the present invention is to provide a novel trailer assembly including a plurality of interlocking component parts and alternative component parts which may be assembled in a predetermined sequence to form a vehicle having certain desired characteristics.
SUMMARY OF THE PRESENT INVENTION
In accordance with a preferred embodiment of the present invention, a novel trailer assembly is provided which includes a plurality of lightweight, rigid components which, when assembled in a predetermined order, interlock to form the superstructure of a trailer vehicle which can be fully assembled by a person of average strength and dexterity without the use of tools and without the use of bolts, screws or other ordinary fastening means.
A principal advantage of the present invention is that a trailer assembly is provided which can be stored in a very small space, and which can be assembled in a few minutes prior to the use thereof, and then after use be quickly disassembled and stored until a subsequent need arises. Depending, of course, on the size of the trailer, the storage space required to accommodate the disassembled trailer apparatus should be substantially less than the gross size of the assembled trailer.
Another advantage of the present invention is that certain ones of the component parts can be modified to convert the trailer from a general utility configuration to a special purpose configuration. For example, a flatbed embodiment suitable for hauling trash or various objects, can be quickly converted into a camper trailer or an enclosed trailer by merely adding certain additional components, whereas an embodiment suitable for conveying a boat, race car, tractor or other specific device will normally require the substitution or addition of certain special purpose parts to the general utility configuration.
Perhaps the most significant advantage, however, is the simplicity of assembly and short time required to assemble the apparatus of the present invention.
Other advantages of the present invention will become apparent to those skilled in the art after having read the following detailed disclosure of a preferred embodiment which is illustrated in the several figures of the drawing.
IN THE DRAWINGS
FIG. 1 is a perspective view showing a preferred wheel and axle assembly and the manner in which the main frame members are attached thereto.
FIG. 2 is a detail taken along the line 2--2 of FIG. 1 showing the spring suspension mechanism of the axial assembly.
FIG. 3 is a schematic illustration showing the manner in which the end frames and a midframe member are assembled.
FIG. 4 illustrates the manner in which a plurality of bed support crossmembers, fenders and a front wheel assembly are attached to the main frame of the trailer.
FIG. 5 illustrates the manner in which side and front rail members and taillight assemblies are mounted to the trailer apparatus.
FIG. 6 is a rear end view of the assembled trailer apparatus.
FIG. 7 is a front end view of the assembled trailer apparatus.
FIG. 8 illustrates a van embodiment of the present invention.
FIG. 9 illustrates a camper embodiment of the present invention.
FIG. 10 illustrates a boat hauling embodiment of the present invention.
DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT
Referring now to FIG. 1 of the drawing, there is shown an axle assembly 10 having a wheel 12 mounted to one end thereof and a second wheel 14 separated from the other end to illustrate the manner of attachment. Although any suitable axle structure can be utilized in accordance with the invention, we have found that the illustrated axle assembly, which may be purchased commercially, is very well suited to the embodiment of the invention to be illustrated herein. The axle assembly 10 is comprised of a solid steel bar 11 the ends of which include 90° bends 16 and 18 as illustrated in FIG. 2 of the drawing. A bearing mounted hub 20 is provided at each end of the axle, and is preferably of the "racing wheel" spinner hub type so that the wheels 12 and 14 can be mounted without the use of a lug wrench.
The main portion bar 11 of the assembly 10 is journaled through mounting brackets 22 each having a pair of holes 24 through which mounting bolts may be passed. The brackets 22 include a flange 25, one end of which passes beneath the bend 18 and the other of which is affixed to the end 26 of a steel coil spring 28 loosely wound about the axle 10. The other end 30 of the spring 28 is affixed to the axle at 31. Thus, it will be seen that with a wheel mounted to the hub 20, a downward force applied to the top of bracket 22 will cause bar 11 to tend to rotate in the direction of anode 13 causing the flange 25 to apply a counter force to the end 26 of the spring 28 which in resisting the rotation provides resilient suspension for the system.
The method of assembly of the trailer superstructure of the present invention will now be described, referring first to FIG. 1. Since the axle assembly 10 is quite heavy and since it would otherwise be quite difficult for one person to mount the wheels thereto, the rear end frame member 34 has been adapted in accordance with the invention (as shown at 32) to serve as a temporary axle support until the wheels 12 and 14 are mounted to the axle assembly 10 and the side frame members 64 are in place.
The end frame member 34 is formed of a hollow beam having a rectangular transverse passageway 36 provided through each end. Also provided near each end are male coupling elements 38 projecting from one side of the frame member 34 and offset from the ends thereof for reasons which will be explained below. Pivotally mounted to the same side of the frame member 34, in spaced-apart relationship, are a pair of axle supports 40 and 42 each of which include a handle portion 44 and an axle supporting member 46. The members 46 are affixed to the handle portions 44 and spaced from the pivots 48 a sufficient distance so that when the axle assembly 10 is positioned on the support members 46, force moments will be exerted on the supports 40 and 42 causing the handle portions 44 to bear against the ground so that the axle assembly 10 will be supported above the ground slightly higher than the radius of each wheel.
With the axle assembly 10 so positioned, the side frame mounting members 50 are mounted to the brackets 22 by passing bolts 52 through the holes 24 in the brackets 22 and threading them into the threaded holes 54 in the bottom portion of the members 50. As illustrated in FIG. 1, the members 50 are comprised of a flat lower plate 56 having a pair of sideplates 58 affixed to an edge thereof and an inverted U-shaped fastening member 60 affixed to the edge of the plate 56 midway between the sideplates 58. Affixed to the plates 58 and projecting laterally therefrom over the plate 56 are a pair of male coupling elements 62 (first coupling elements).
With the members 50 secured to the axle assembly 10, the side frame members 64 may be mounted thereto. The frame members 64 have coupling passageways 66 (second coupling elements) passing therethrough for receiving the coupling elements 62 of the members 50. Affixed to each end of the side frame members 64 are female coupling elements 68 and 69 (third and fourth coupling elements, respectively) which are welded to a pair of spaced-apart metal pads 70 which are welded to the side of the frame members 64. Similar pairs of pads 70 are also provided along the inside walls of the frame members 64 at spaced intervals along the length thereof for reasons which will be explained below. In order to provide electrical connections for tail lights and turn indicators, cables 72 are passed through the side frame members 64 from points 73 at the front ends as shown, and terminate near the rear end at sockets 74.
After the two side frame members 64 have been mated with the members 50, they are locked in place by a crossmember assembly 76 which includes two members 78 and 80 as shown in FIG. 3, the combined lengths of which are equal to the spacing between the side frame members 64. Affixed to the top side of one end of each of the members 78 and 80 are fastening elements 82 the outside ends of which are curved upwardly and extend beyond the ends of the members 78 and 80 as indicated.
In order to lock the side frame members 64 in place on the axle assembly, the curved end of the element 82 of member 78 is projected across the top of one of the frame members 64 and inserted through the U-shaped fastening element 61. A sleeve 84 is then slipped over the other end of member 78 and the member 78 is rotated into the horizontal position as illustrated. Member 80 is then similarly caused to engage the fastener 60 and is rotated into its horizontal position. It will be noted that the adjacent ends of the members 78 and 80 are beveled so as to mate with one another. After the members 78 and 80 have been rotated into the horizontal position, the sleeve 84 is slid onto the member 80 until it engages a stop 86. A locking pin 88 is then inserted through holes 90 in the sleeve and member 80 and is rotated into its locking position as indicated at 92.
Once the wheels 12 and 14 and the side frames 64 have been mounted to the axle assembly 10 and are firmly secured in place, the assembler grasps the handles 44 and raises them causing the the assembly to be shifted forward rolling on the projections 94 affixed to the side 35 of the rear end frame member 34. As the assembly is rolled forward, the axle assembly 10 is lowered to the ground and the rear end frame member 34 may be removed. The handle portions 44 are then rotated parallel to the member 34 to engage the stop 37 (see FIG. 1) and a suitable clip means 96 is fastened thereover to secure the members 40 in that position and prevent subsequent rattling. The end frame member 34 is then mated to the side frames 64 by inserting the male elements 38 (fifth coupling elements) into the female elements 68 and pushing the frame member 34 into engagement with the ends of frame members 64.
The front end frame member 98 is then likewise mounted to the side frame members 64 by inserting the male elements 100 (sixth coupling elements) into the female elements 69. The front end frame member 98 has a trailer hitch assembly 102 affixed to the front side thereof including the socket component 104 of a ball-and-socket trailer hitch. Extending from between the apex of the members 103 are a pair of vertically stacked female coupling elements 106 through which a pin receiving hole 108 is drilled. On the forward side of the frame member 98, a pair of female coupling elements 110 are provided, and coupling passageways 112 are also provided through either end of the frame member 98. Electrical outlets 111 are provided on the rear side of frame member 98 and the conductors leading thereto extend through members 103 and emerge behind the hitch socket 104.
Turning now to FIG. 4, after the end frame member 34 and 98 are installed, a front wheel assembly 114 is mounted to the hitch assembly 102 by inserting the male coupling elements 116 into the female elements 106, and the assembly 114 is locked in place by inserting a pin 118 through the hole 108 and coinciding holes in the elements 116. The front wheel assembly 114 has a crank 120 at the top thereof which enables the front wheel to be lowered when the trailer is not attached to a pulling vehicle, but to be raised when the trailer is so attached for transit. After the wheel assembly 114 is in place and the front wheel is lowered to its most extended position, the trailer frame thus far assembled will be horizontally disposed, and further assembly can take place.
The next step is to mount the crossmembers 122 to the side frame members 64 by slipping the inverted U-shaped ends 124 over the side frame members 64 at points between the pads 70. The pads 70 thus serve to prevent the crossmembers 122 from sliding out of place along the side frame members 64. After all of the crossmembers 122 are in place, the fenders 126 and 128 may be installed by inserting the pin 128 into the aperture 67 provided by the male coupling element 62 (see FIG. 1) as it is extended through the hole 66 in the side frame 64. The fender 126 can then be rotated downwardly until the flange 130 engages the side frame member 64. While the end 132 of the fender support bar 134 combines with the offset flange member 136 to provide a U-shaped bracket for receiving the top of the frame 64, the flange 130 likewise combines with the side 138 of the fender 126 to form a rear bracket which is slipped over frame member 64. Although not essential, it may also be found desirable to affix a mud flap 140 to the rear edge of the fender 126.
Once the fenders 126 have been rotated into place, a pair of side rails 144 and 146 are next installed, as illustrated in FIG. 5, by inserting the projections 150 and 148 respectively (eighth coupling elements), into the passageways 112 and 36 (seventh coupling elements) in the front and rear end frame members respectively. It will be noted that the side rails 144 and 146 in addition to providing sides for the trailer assembly, also serve to interlock the end frame members 34 and 98 to the side frame members 64 by preventing the end coupling means 38-68 and 100-69 from separating. In addition, the lower portion 151 of each side rail bears upon the top of the ends of the crossmembers 122, and prevents them from lifting off of the side frame members 64. The flanges 130 and 136 of the fenders 126 are likewise engaged by the lower rail portion 151, and are thereby secured to the side members 64.
In order to give further stability to the fenders 126, pins 152 projecting from the vertical members 154 of the side rails 144 and 146 engage hooks 142 affixed to the inside edges of the fenders as the side rails 144 are slipped into place. This fastening engagement presents lateral movement of the tops of the fenders. It will be noted that with the side rails 144 and 146 in place, all of the previously assembled components are now rigidly locked in place.
The side rails 144 and 146 are then themselves locked in place by the installation of a front rail member 156 and a pair of light mount members 158 and 160. The members 158 and 160 include preformed pivot bars 162 affixed to the top of the members and which are adapted for insertion into cylindrical sleeves 164 welded to the bottom side of the upper portions of the side rails 144 and 146. With the member 158 tilted in a position similar to that shown in FIG. 5, the end 166 of bar 162 may be inserted into the sleeve 164, and the member 158 may then be rotated downwardly turning thereabout until it engages the side rail 144 at which time a resilient clip means 168 affixed to member 158 engages a pin 170 extending upwardly from the lower portion 150 of rail 144. When when clip 168 engages pin 170, it locks the member 158 in place.
The lower end of the member 158 has a projection 172 (see also FIG. 6) extending laterally therefrom so as to pass under the side frame member 64 and engage the bottom surface thereof. The members 158 and 160 thus serve to prevent the rear ends of the rails 144 and 146 from becoming uncoupled from the end frame member 34. Taillamp assemblies 174 are mounted to the outer sides of members 158 and 160 and the electrical wiring leading thereto are passed through the members and emerge from the end of the projections 172 as illustrated at 176. The electrical cable 176 terminates in a plug 178 which may be plugged into the socket 180 to complete an electrical path from the lights 174 through the side frame members 64 and the hitch assembly 102 to the plug 109 for coupling to the electrical system of the pulling vehicle. A license plate mounting bracket 182 is also mounted to the member 158.
The front rail 156 is used to secure the front ends of the side rails 144 and 146 to the lower frame structure and includes a pair of vertical members 184 the ends of which are adapted for being received within the female coupling elements 110. Holes 186 are provided through the lower end of the members 184 and elements 110 for receiving locking pins 188 as more clearly shown in FIG. 7 of the drawing. The ends of the rail 156 are turned toward the rear and are channel shaped as indicated at 190 for slipping over the top edge of the corners 192 of the rails 144 and 146. Since the rail 156 is locked in place by the pins 188, it prevents the front ends of the side rails 144 and 146 from being dislodged from the apertures 112 in the main frame assembly. The enlarged portions 194 of the various vertical rail members merely provide stops for preventing the vertical members from passing into the receiving apertures more than the desired predetermined distances.
It will thus be seen that once the light assemblies 158 and 160 are in place and the front rail 156 has been positioned with the pins 188 in place, the entire trailer superstructure is interlocked and rigidly held together. It will be noted that with the exception of the bolts used to fasten the side frame mounting members 50 to the axle assembly, no tools whatsoever have been required to assemble the device. Since the members 50 do not present a storage problem when left bolted to the axle bracket 22, they may either be left affixed to the bracket 22, or may be removed. This is not to be considered contrary to the no tool assembly principle of the present invention, but it is merely a way in which to allow the invention to incorporate a commercially available axle assembly. Alternatively, it would be a simple matter to provide an axle assembly having a bracket modified to incorporate the operative components of the members 50.
In order to disassemble the trailer, the parts are removed in the reverse order. That is, the pins 188 are first removed, then the front rail 156 and the taillight assemblies 158 and 160 are detached. Next, the side rails 144 and 146 are lifted out of place allowing the fenders 126 and crossmembers 122 to be removed. Next, the pin 118 is pulled and the front wheel assembly 114 is removed and the front and rear frame members 98 and 34 are pulled apart so as to disengage the side members 64. The axle support 40 and 42 of the rear frame member 34 are then rotated into their extended position and the vertical members 46 are placed under the axle assembly 10. The handles 44 are then pushed down to the ground lifting the axle assembly into its mounted position. Next, the crossmember assembly 76 is disconnected and removed freeing the side members 64 which may then be removed. At this point, the wheels 12 and 14 can be detached from the axle assembly 10 by removing the spinners 15 and pulling them from the hubs 20. The axle assembly can then be lifted from the support, the supports 40 and 42 can be rotated back into the closed position and the entire assembly stored.
In order to provide a floor for the trailer assembly previously described, a single sheet of plywood can be provided with clips affixed to the bottom thereof for engaging the crossmembers 122. Alternatively, two or more sections of plywood or other suitable material can be provided with similar clips affixed to the bottom side thereof so as to better facilitate handling and storing when the trailer is disassembled. The plural pieces may either be independent of each other or be hinged together in a suitable manner.
Where the present invention is to be utilized to haul particulate matter such as sand or other small objects, it may be desirable to provide plywood side and end panels which can also be clipped or otherwise fastened to the side and end rails. Several of these pieces may even be hinged together or hinged to the floor panels. Numerous combinations are foreseen to aid in storage and assembly.
Although only one size and type of trailer has thus far been illustrated, it is to be understood that the length thereof can be of any suitable dimension in keeping with the particular application and strength of the materials utilized for the component parts. For example, a relatively small model for light homeowner-type hauling might be made of lightweight aluminum, other metal stock, fiber glass, or even wood, for that matter. However, a larger model to be used for heavy duty hauling would necessarily require that heavier duty materials be used. The basic structural principle of interlocking components, however, should remain the same.
Although the invention has thus far been discussed with relation to a specific general use embodiment, it is to be understood that the invention can be modified into many forms by mere substitution or addition of specialized components. For example, several embodiments which are visualized by the inventors are illustrated in FIGS. 8, 9 and 10. In FIG. 8, where it is desired to provide a closed walk-in-type trailer, it would be a simple matter to provide a simple knockdown-type enclosure 200 made of plywood, sheet metal, fiber glass or other suitable materials, which is designed to fit onto the superstructure previously described. In the alternative, the enclosure 200 might be a permanently assembled structure which could be used by the homeowner as an outdoor storage room, and then simply be lifted onto the assembled trailer superstructure and be secured thereto to provide an enclosed trailer.
In another example shown in FIG. 9, the previously described superstructure could be combined with a collapsible camper structure 202 formed of a relatively shallow container made of wood or other suitable materials, and dimensioned to fit onto the previously described trailer superstructure. Such a device might have full width upper doors 204 and 206 which could be rotated outwardly, and be supported by legs 208 to provide a sleeping shelf covered by a tent structure 210 of the type commonly used in present-day compact camper trailers. However, in the case of the present invention since the trailer superstructure can be disassembled, the removable camper compartment 202 could be stored by standing it on end against a garage wall so as to be out of the way when not in use. Alternatively, the camper compartment itself may be made in such a way that it also can be disassembled for storage.
A trailer, such as shown somewhat foreshortened in FIG. 10, for hauling a boat might also be provided in accordance with the present invention by merely reducing the height of the side rails 220, and adding a pair of roller supporting cross members 222 and 224, and a wench assembly 226 which are held in place by the side rails 220 in the same manner as are the crossmembers 122 in the previously described embodiment. In this case, eyelets 230 would be provided at the sides of the frame members 64 for accommodating standard cross-the-top, boat securing devices long used on boat trailers. It will thus be seen that one owning a trailer of the type first described can easily modify the same for other purposes by merely making or purchasing additional special purpose attachments.
After having read the above disclosure, it will be apparent to those of skill in the art that many alterations and modifications can be made to the subject invention without departing from the merits thereof. It is therefore to be understood that this description is for purposes of illustration only, and is in no way intended to be limiting. Accordingly, it is intended that the appended claims be interpreted as covering all modifications which fall within the true spirit and scope of the invention .
The present invention relates generally to vehicle trailer apparatus and, more particularly, to a collapsible trailer apparatus which can be easily assembled and disassembled without the use of tools not themselves forming a part of the apparatus.
One of the primary disadvantages of owning a trailer in today's modern environment centers about what is to be done with the trailer when it is not in use. For example, the modern subdivision homeowner having a trailer must allocate either a large part of his garage, driveway or yard for the storage of a trailer which may be infrequently used. Moreover, besides the space taken up by such apparatus, it frequently presents an eyesore to the neighborhood and is additionally undesirable from this standpoint.
Another area in which the present-day trailer is widely used but has disadvantages similar to those mentioned above is in the rental business. This field, however, has an additional problem; namely, that of transporting the various units back to some base after they have been used on a one-way rental. Typically, the return trip is made by truck or train. This is quite expensive, however, since only so many trailers can be loaded onto a given size truck and even though the truck could possible carry more weight it is space limited. Since most of the volume of shipping space displaced by a trailer is attributable to the hauling compartment, it can readily be seen that a substantially larger number of collapsed units than assembled units could be shipped in the same carrier now used.
OBJECTS OF THE PRESENT INVENTION
It is therefore a primary object of the present invention to provide a novel trailer apparatus which can be easily assembled and disassembled and the parts stored in a substantially smaller area than that required by the trailer in assembled form.
Another object of the present invention is to provide a novel trailer apparatus having a plurality of interlocking parts which can be assembled in a predetermined sequence so as to eliminate the need for bolts, screws or other conventional fastening means.
Still another object of the present invention is to provide a novel collapsible trailer apparatus having general utility and which is lightweight in construction, sufficiently rigid to serve its intended function, and includes a plurality of components each of which are light enough to be easily handled by the average person.
Still another object of the present invention is to provide a novel trailer apparatus having a plurality of specifically defined components which, when assembled in a predetermined sequence, interlock to form the superstructure of a trailer having general application.
Still another object of the present invention is to provide a novel trailer assembly including a plurality of interlocking component parts and alternative component parts which may be assembled in a predetermined sequence to form a vehicle having certain desired characteristics.
SUMMARY OF THE PRESENT INVENTION
In accordance with a preferred embodiment of the present invention, a novel trailer assembly is provided which includes a plurality of lightweight, rigid components which, when assembled in a predetermined order, interlock to form the superstructure of a trailer vehicle which can be fully assembled by a person of average strength and dexterity without the use of tools and without the use of bolts, screws or other ordinary fastening means.
A principal advantage of the present invention is that a trailer assembly is provided which can be stored in a very small space, and which can be assembled in a few minutes prior to the use thereof, and then after use be quickly disassembled and stored until a subsequent need arises. Depending, of course, on the size of the trailer, the storage space required to accommodate the disassembled trailer apparatus should be substantially less than the gross size of the assembled trailer.
Another advantage of the present invention is that certain ones of the component parts can be modified to convert the trailer from a general utility configuration to a special purpose configuration. For example, a flatbed embodiment suitable for hauling trash or various objects, can be quickly converted into a camper trailer or an enclosed trailer by merely adding certain additional components, whereas an embodiment suitable for conveying a boat, race car, tractor or other specific device will normally require the substitution or addition of certain special purpose parts to the general utility configuration.
Perhaps the most significant advantage, however, is the simplicity of assembly and short time required to assemble the apparatus of the present invention.
Other advantages of the present invention will become apparent to those skilled in the art after having read the following detailed disclosure of a preferred embodiment which is illustrated in the several figures of the drawing.
IN THE DRAWINGS
FIG. 1 is a perspective view showing a preferred wheel and axle assembly and the manner in which the main frame members are attached thereto.
FIG. 2 is a detail taken along the line 2--2 of FIG. 1 showing the spring suspension mechanism of the axial assembly.
FIG. 3 is a schematic illustration showing the manner in which the end frames and a midframe member are assembled.
FIG. 4 illustrates the manner in which a plurality of bed support crossmembers, fenders and a front wheel assembly are attached to the main frame of the trailer.
FIG. 5 illustrates the manner in which side and front rail members and taillight assemblies are mounted to the trailer apparatus.
FIG. 6 is a rear end view of the assembled trailer apparatus.
FIG. 7 is a front end view of the assembled trailer apparatus.
FIG. 8 illustrates a van embodiment of the present invention.
FIG. 9 illustrates a camper embodiment of the present invention.
FIG. 10 illustrates a boat hauling embodiment of the present invention.
DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT
Referring now to FIG. 1 of the drawing, there is shown an axle assembly 10 having a wheel 12 mounted to one end thereof and a second wheel 14 separated from the other end to illustrate the manner of attachment. Although any suitable axle structure can be utilized in accordance with the invention, we have found that the illustrated axle assembly, which may be purchased commercially, is very well suited to the embodiment of the invention to be illustrated herein. The axle assembly 10 is comprised of a solid steel bar 11 the ends of which include 90° bends 16 and 18 as illustrated in FIG. 2 of the drawing. A bearing mounted hub 20 is provided at each end of the axle, and is preferably of the "racing wheel" spinner hub type so that the wheels 12 and 14 can be mounted without the use of a lug wrench.
The main portion bar 11 of the assembly 10 is journaled through mounting brackets 22 each having a pair of holes 24 through which mounting bolts may be passed. The brackets 22 include a flange 25, one end of which passes beneath the bend 18 and the other of which is affixed to the end 26 of a steel coil spring 28 loosely wound about the axle 10. The other end 30 of the spring 28 is affixed to the axle at 31. Thus, it will be seen that with a wheel mounted to the hub 20, a downward force applied to the top of bracket 22 will cause bar 11 to tend to rotate in the direction of anode 13 causing the flange 25 to apply a counter force to the end 26 of the spring 28 which in resisting the rotation provides resilient suspension for the system.
The method of assembly of the trailer superstructure of the present invention will now be described, referring first to FIG. 1. Since the axle assembly 10 is quite heavy and since it would otherwise be quite difficult for one person to mount the wheels thereto, the rear end frame member 34 has been adapted in accordance with the invention (as shown at 32) to serve as a temporary axle support until the wheels 12 and 14 are mounted to the axle assembly 10 and the side frame members 64 are in place.
The end frame member 34 is formed of a hollow beam having a rectangular transverse passageway 36 provided through each end. Also provided near each end are male coupling elements 38 projecting from one side of the frame member 34 and offset from the ends thereof for reasons which will be explained below. Pivotally mounted to the same side of the frame member 34, in spaced-apart relationship, are a pair of axle supports 40 and 42 each of which include a handle portion 44 and an axle supporting member 46. The members 46 are affixed to the handle portions 44 and spaced from the pivots 48 a sufficient distance so that when the axle assembly 10 is positioned on the support members 46, force moments will be exerted on the supports 40 and 42 causing the handle portions 44 to bear against the ground so that the axle assembly 10 will be supported above the ground slightly higher than the radius of each wheel.
With the axle assembly 10 so positioned, the side frame mounting members 50 are mounted to the brackets 22 by passing bolts 52 through the holes 24 in the brackets 22 and threading them into the threaded holes 54 in the bottom portion of the members 50. As illustrated in FIG. 1, the members 50 are comprised of a flat lower plate 56 having a pair of sideplates 58 affixed to an edge thereof and an inverted U-shaped fastening member 60 affixed to the edge of the plate 56 midway between the sideplates 58. Affixed to the plates 58 and projecting laterally therefrom over the plate 56 are a pair of male coupling elements 62 (first coupling elements).
With the members 50 secured to the axle assembly 10, the side frame members 64 may be mounted thereto. The frame members 64 have coupling passageways 66 (second coupling elements) passing therethrough for receiving the coupling elements 62 of the members 50. Affixed to each end of the side frame members 64 are female coupling elements 68 and 69 (third and fourth coupling elements, respectively) which are welded to a pair of spaced-apart metal pads 70 which are welded to the side of the frame members 64. Similar pairs of pads 70 are also provided along the inside walls of the frame members 64 at spaced intervals along the length thereof for reasons which will be explained below. In order to provide electrical connections for tail lights and turn indicators, cables 72 are passed through the side frame members 64 from points 73 at the front ends as shown, and terminate near the rear end at sockets 74.
After the two side frame members 64 have been mated with the members 50, they are locked in place by a crossmember assembly 76 which includes two members 78 and 80 as shown in FIG. 3, the combined lengths of which are equal to the spacing between the side frame members 64. Affixed to the top side of one end of each of the members 78 and 80 are fastening elements 82 the outside ends of which are curved upwardly and extend beyond the ends of the members 78 and 80 as indicated.
In order to lock the side frame members 64 in place on the axle assembly, the curved end of the element 82 of member 78 is projected across the top of one of the frame members 64 and inserted through the U-shaped fastening element 61. A sleeve 84 is then slipped over the other end of member 78 and the member 78 is rotated into the horizontal position as illustrated. Member 80 is then similarly caused to engage the fastener 60 and is rotated into its horizontal position. It will be noted that the adjacent ends of the members 78 and 80 are beveled so as to mate with one another. After the members 78 and 80 have been rotated into the horizontal position, the sleeve 84 is slid onto the member 80 until it engages a stop 86. A locking pin 88 is then inserted through holes 90 in the sleeve and member 80 and is rotated into its locking position as indicated at 92.
Once the wheels 12 and 14 and the side frames 64 have been mounted to the axle assembly 10 and are firmly secured in place, the assembler grasps the handles 44 and raises them causing the the assembly to be shifted forward rolling on the projections 94 affixed to the side 35 of the rear end frame member 34. As the assembly is rolled forward, the axle assembly 10 is lowered to the ground and the rear end frame member 34 may be removed. The handle portions 44 are then rotated parallel to the member 34 to engage the stop 37 (see FIG. 1) and a suitable clip means 96 is fastened thereover to secure the members 40 in that position and prevent subsequent rattling. The end frame member 34 is then mated to the side frames 64 by inserting the male elements 38 (fifth coupling elements) into the female elements 68 and pushing the frame member 34 into engagement with the ends of frame members 64.
The front end frame member 98 is then likewise mounted to the side frame members 64 by inserting the male elements 100 (sixth coupling elements) into the female elements 69. The front end frame member 98 has a trailer hitch assembly 102 affixed to the front side thereof including the socket component 104 of a ball-and-socket trailer hitch. Extending from between the apex of the members 103 are a pair of vertically stacked female coupling elements 106 through which a pin receiving hole 108 is drilled. On the forward side of the frame member 98, a pair of female coupling elements 110 are provided, and coupling passageways 112 are also provided through either end of the frame member 98. Electrical outlets 111 are provided on the rear side of frame member 98 and the conductors leading thereto extend through members 103 and emerge behind the hitch socket 104.
Turning now to FIG. 4, after the end frame member 34 and 98 are installed, a front wheel assembly 114 is mounted to the hitch assembly 102 by inserting the male coupling elements 116 into the female elements 106, and the assembly 114 is locked in place by inserting a pin 118 through the hole 108 and coinciding holes in the elements 116. The front wheel assembly 114 has a crank 120 at the top thereof which enables the front wheel to be lowered when the trailer is not attached to a pulling vehicle, but to be raised when the trailer is so attached for transit. After the wheel assembly 114 is in place and the front wheel is lowered to its most extended position, the trailer frame thus far assembled will be horizontally disposed, and further assembly can take place.
The next step is to mount the crossmembers 122 to the side frame members 64 by slipping the inverted U-shaped ends 124 over the side frame members 64 at points between the pads 70. The pads 70 thus serve to prevent the crossmembers 122 from sliding out of place along the side frame members 64. After all of the crossmembers 122 are in place, the fenders 126 and 128 may be installed by inserting the pin 128 into the aperture 67 provided by the male coupling element 62 (see FIG. 1) as it is extended through the hole 66 in the side frame 64. The fender 126 can then be rotated downwardly until the flange 130 engages the side frame member 64. While the end 132 of the fender support bar 134 combines with the offset flange member 136 to provide a U-shaped bracket for receiving the top of the frame 64, the flange 130 likewise combines with the side 138 of the fender 126 to form a rear bracket which is slipped over frame member 64. Although not essential, it may also be found desirable to affix a mud flap 140 to the rear edge of the fender 126.
Once the fenders 126 have been rotated into place, a pair of side rails 144 and 146 are next installed, as illustrated in FIG. 5, by inserting the projections 150 and 148 respectively (eighth coupling elements), into the passageways 112 and 36 (seventh coupling elements) in the front and rear end frame members respectively. It will be noted that the side rails 144 and 146 in addition to providing sides for the trailer assembly, also serve to interlock the end frame members 34 and 98 to the side frame members 64 by preventing the end coupling means 38-68 and 100-69 from separating. In addition, the lower portion 151 of each side rail bears upon the top of the ends of the crossmembers 122, and prevents them from lifting off of the side frame members 64. The flanges 130 and 136 of the fenders 126 are likewise engaged by the lower rail portion 151, and are thereby secured to the side members 64.
In order to give further stability to the fenders 126, pins 152 projecting from the vertical members 154 of the side rails 144 and 146 engage hooks 142 affixed to the inside edges of the fenders as the side rails 144 are slipped into place. This fastening engagement presents lateral movement of the tops of the fenders. It will be noted that with the side rails 144 and 146 in place, all of the previously assembled components are now rigidly locked in place.
The side rails 144 and 146 are then themselves locked in place by the installation of a front rail member 156 and a pair of light mount members 158 and 160. The members 158 and 160 include preformed pivot bars 162 affixed to the top of the members and which are adapted for insertion into cylindrical sleeves 164 welded to the bottom side of the upper portions of the side rails 144 and 146. With the member 158 tilted in a position similar to that shown in FIG. 5, the end 166 of bar 162 may be inserted into the sleeve 164, and the member 158 may then be rotated downwardly turning thereabout until it engages the side rail 144 at which time a resilient clip means 168 affixed to member 158 engages a pin 170 extending upwardly from the lower portion 150 of rail 144. When when clip 168 engages pin 170, it locks the member 158 in place.
The lower end of the member 158 has a projection 172 (see also FIG. 6) extending laterally therefrom so as to pass under the side frame member 64 and engage the bottom surface thereof. The members 158 and 160 thus serve to prevent the rear ends of the rails 144 and 146 from becoming uncoupled from the end frame member 34. Taillamp assemblies 174 are mounted to the outer sides of members 158 and 160 and the electrical wiring leading thereto are passed through the members and emerge from the end of the projections 172 as illustrated at 176. The electrical cable 176 terminates in a plug 178 which may be plugged into the socket 180 to complete an electrical path from the lights 174 through the side frame members 64 and the hitch assembly 102 to the plug 109 for coupling to the electrical system of the pulling vehicle. A license plate mounting bracket 182 is also mounted to the member 158.
The front rail 156 is used to secure the front ends of the side rails 144 and 146 to the lower frame structure and includes a pair of vertical members 184 the ends of which are adapted for being received within the female coupling elements 110. Holes 186 are provided through the lower end of the members 184 and elements 110 for receiving locking pins 188 as more clearly shown in FIG. 7 of the drawing. The ends of the rail 156 are turned toward the rear and are channel shaped as indicated at 190 for slipping over the top edge of the corners 192 of the rails 144 and 146. Since the rail 156 is locked in place by the pins 188, it prevents the front ends of the side rails 144 and 146 from being dislodged from the apertures 112 in the main frame assembly. The enlarged portions 194 of the various vertical rail members merely provide stops for preventing the vertical members from passing into the receiving apertures more than the desired predetermined distances.
It will thus be seen that once the light assemblies 158 and 160 are in place and the front rail 156 has been positioned with the pins 188 in place, the entire trailer superstructure is interlocked and rigidly held together. It will be noted that with the exception of the bolts used to fasten the side frame mounting members 50 to the axle assembly, no tools whatsoever have been required to assemble the device. Since the members 50 do not present a storage problem when left bolted to the axle bracket 22, they may either be left affixed to the bracket 22, or may be removed. This is not to be considered contrary to the no tool assembly principle of the present invention, but it is merely a way in which to allow the invention to incorporate a commercially available axle assembly. Alternatively, it would be a simple matter to provide an axle assembly having a bracket modified to incorporate the operative components of the members 50.
In order to disassemble the trailer, the parts are removed in the reverse order. That is, the pins 188 are first removed, then the front rail 156 and the taillight assemblies 158 and 160 are detached. Next, the side rails 144 and 146 are lifted out of place allowing the fenders 126 and crossmembers 122 to be removed. Next, the pin 118 is pulled and the front wheel assembly 114 is removed and the front and rear frame members 98 and 34 are pulled apart so as to disengage the side members 64. The axle support 40 and 42 of the rear frame member 34 are then rotated into their extended position and the vertical members 46 are placed under the axle assembly 10. The handles 44 are then pushed down to the ground lifting the axle assembly into its mounted position. Next, the crossmember assembly 76 is disconnected and removed freeing the side members 64 which may then be removed. At this point, the wheels 12 and 14 can be detached from the axle assembly 10 by removing the spinners 15 and pulling them from the hubs 20. The axle assembly can then be lifted from the support, the supports 40 and 42 can be rotated back into the closed position and the entire assembly stored.
In order to provide a floor for the trailer assembly previously described, a single sheet of plywood can be provided with clips affixed to the bottom thereof for engaging the crossmembers 122. Alternatively, two or more sections of plywood or other suitable material can be provided with similar clips affixed to the bottom side thereof so as to better facilitate handling and storing when the trailer is disassembled. The plural pieces may either be independent of each other or be hinged together in a suitable manner.
Where the present invention is to be utilized to haul particulate matter such as sand or other small objects, it may be desirable to provide plywood side and end panels which can also be clipped or otherwise fastened to the side and end rails. Several of these pieces may even be hinged together or hinged to the floor panels. Numerous combinations are foreseen to aid in storage and assembly.
Although only one size and type of trailer has thus far been illustrated, it is to be understood that the length thereof can be of any suitable dimension in keeping with the particular application and strength of the materials utilized for the component parts. For example, a relatively small model for light homeowner-type hauling might be made of lightweight aluminum, other metal stock, fiber glass, or even wood, for that matter. However, a larger model to be used for heavy duty hauling would necessarily require that heavier duty materials be used. The basic structural principle of interlocking components, however, should remain the same.
Although the invention has thus far been discussed with relation to a specific general use embodiment, it is to be understood that the invention can be modified into many forms by mere substitution or addition of specialized components. For example, several embodiments which are visualized by the inventors are illustrated in FIGS. 8, 9 and 10. In FIG. 8, where it is desired to provide a closed walk-in-type trailer, it would be a simple matter to provide a simple knockdown-type enclosure 200 made of plywood, sheet metal, fiber glass or other suitable materials, which is designed to fit onto the superstructure previously described. In the alternative, the enclosure 200 might be a permanently assembled structure which could be used by the homeowner as an outdoor storage room, and then simply be lifted onto the assembled trailer superstructure and be secured thereto to provide an enclosed trailer.
In another example shown in FIG. 9, the previously described superstructure could be combined with a collapsible camper structure 202 formed of a relatively shallow container made of wood or other suitable materials, and dimensioned to fit onto the previously described trailer superstructure. Such a device might have full width upper doors 204 and 206 which could be rotated outwardly, and be supported by legs 208 to provide a sleeping shelf covered by a tent structure 210 of the type commonly used in present-day compact camper trailers. However, in the case of the present invention since the trailer superstructure can be disassembled, the removable camper compartment 202 could be stored by standing it on end against a garage wall so as to be out of the way when not in use. Alternatively, the camper compartment itself may be made in such a way that it also can be disassembled for storage.
A trailer, such as shown somewhat foreshortened in FIG. 10, for hauling a boat might also be provided in accordance with the present invention by merely reducing the height of the side rails 220, and adding a pair of roller supporting cross members 222 and 224, and a wench assembly 226 which are held in place by the side rails 220 in the same manner as are the crossmembers 122 in the previously described embodiment. In this case, eyelets 230 would be provided at the sides of the frame members 64 for accommodating standard cross-the-top, boat securing devices long used on boat trailers. It will thus be seen that one owning a trailer of the type first described can easily modify the same for other purposes by merely making or purchasing additional special purpose attachments.
After having read the above disclosure, it will be apparent to those of skill in the art that many alterations and modifications can be made to the subject invention without departing from the merits thereof. It is therefore to be understood that this description is for purposes of illustration only, and is in no way intended to be limiting. Accordingly, it is intended that the appended claims be interpreted as covering all modifications which fall within the true spirit and scope of the invention .