COMBINED TOW VEHICLE AND BODY ASSEMBLY

FIELD OF THE INVENTION

[0001] The present invention relates to vehicle pulled trailers and the coupling mechanisms there between. More specifically, this application relates to a combination tow vehicle and body assembly which provides for a releasable coupling means which permits ingress and egress from the tow vehicle to the body assembly, both fore and aft, while in motion.

BACKGROUND OF THE INVENTION

[0002] The recreational vehicle industry provides consumers with a variety of alternatives based on product lines such as motor homes, trailers, truck campers and vehicle conversions. However no methods or apparatuses exist in the recreational vehicle, transportation or specialty vehicle industries, which incorporate a fixed hitching method and apparatus that combines the tow vehicle and the trailer into a unitary vehicle. This apparatus and method of towing RV bodies offers several advantages over the prior art and conventional hitching methods and apparatuses.

[0003] The recreational, commercial transportation and specialty vehicle industries incorporate a variety of hitches to couple a trailer to the tow vehicle. One of the hitches commonly used is referred to as the fifth wheel hitch. Fifth wheel hitches for towing a trailer have long been known in the art. These state of the art fifth wheel hitches include a pair of base rails that are bolted to the bed of a pickup truck, side brackets that are releasably mounted to the base rails and a head support mounted to the side brackets. A head assembly is mounted to the head support by means of a trunion arrangement allowing for pivotal fore-and-aft movement. The head assembly includes a jaw assembly operable by means of a control handle, and is specifically adapted to releasably engage and hold a pin of a trailer desired to be towed by the tow vehicle.

[0004] While such state of the art fifth wheel hitches provide excellent overall performance and dependable operation, they do not provide a fixed hitch method for tow vehicles having rear wheel steering that eliminates side-to-side

lateral movement of the trailer. Major automotive manufacturers have recently incorporated rear wheel steering to trucks capable of being used for tow vehicles thereby making it possible to incorporate a fixed hitch system whereby a tow body could be attached to the tow vehicle so as to operate as a unitary vehicle while in motion.

SUMMARY OF THE INVENTION

[0005] It is therefore an object of the present invention to provide a combined vehicle body with a tow vehicle which allows passengers access to and from the tow vehicle from the cabin while the vehicle is at rest or in motion.

[0006] A further object of the present invention is to provide a releasable coupling means which quickly secures a combined vehicle body to a tow vehicle so that when coupled, lateral pivoting is prevented there between.

[0007] Another object of the present invention is to provide a combined tow vehicle and attached vehicle body which eliminates the dangers of jack- knifing, and side-to-side oscillations of conventional trailers.

[0008] A further object is to provide a combined tow vehicle and towable body which simplifies backing-up maneuvers.

[0009] Another object of the present invention is to provide a tow vehicle and combined vehicle body, coupled in such a means that the vehicle is classified as a motorhome (over 10,000 LB GVWR vehicle) thus allowing the operator to tow an additional conventional ball hitch trailer.

[0010] Another object of the present invention is to provide a more aerodynamic and streamlined tow vehicle and combined vehicle body assembly.

[0011] Another object of the present invention is to provide a sealing means which protects the connection point from the elements, while still allowing a determined degree of vertical pivoting between the cab-over portion of the combined vehicle body and the cabin.

[0012] Finally it is an object of the present invention to provide a tow vehicle and combined vehicle body having steering controls over all four wheels of the tow vehicle as well as coordinated steering of the combined vehicle body, thereby increasing maneuverability.

[0013] These and other objects and advantages will become more apparent from the descriptions and drawings contained herein, covering a tow vehicle and combined vehicle body, consisting of a steerable-axle body/cabin coupled fixedly to a tow vehicle having four-wheel steering. The body, designed specifically for each particular tow vehicle, comprises a main cabin portion and a front, cab-over portion connected to the main cabin by means of a pivot hinge, biased by a lateral torsion bar at the front of the body frame. The cab-over portion is suspended by the torsion bar over the rear portion of the vehicle, thereby removing much of the weight from the coupling assembly, and is designed to seal there against, to prevent exposure to the elements of the passageway between the vehicle and the combined body.

[0014] The rear of the tow vehicle is modified to include a sliding access door which is aligned with a corresponding access door in the cab-over portion of the combined vehicle body, permitting ingress and egress of passengers there between. The pivot point between the cab-over portion and the cabin of the combined body provides for a limited degree of vertical flexation while traveling over uneven terrain whereas the cab-over portion moves as one with the tow vehicle, a rolling-seal means is implemented between the cab-over portion and the body cabin to seal the interior off from the elements.

[0015] Further areas of applicability of the present invention will become apparent from the detailed description provided hereinafter. It should be understood that the detailed description and specific examples, while indicating the preferred embodiment of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS [0016] The present invention will become more fully understood from the detailed description and the accompanying drawings, wherein:

[0017] Figure 1 is a side view of the combined vehicle body and tow vehicle of the present invention positioned on a level surface;

[0018] Figure 1a is a close-up, cross sectional, partial side view of the juncture and sealing means between the main cabin and the cab-over portions of the combined vehicle body and tow vehicle assembly of Figure 1 ;

[0019] Figure 2 is a side view of the combined vehicle body and tow vehicle of the present invention positioned on a partial decline surface;

[0020] Figure 2a is a close-up, cross sectional, partial side view of the juncture and sealing means between the main cabin and the cab-over portions of the combined vehicle body and tow vehicle assembly of Figure 2;

[0021] Figure 3 is a side view of the combined vehicle body and tow vehicle of the present invention positioned on a partial incline surface;

[0022] Figure 3a is a close-up, cross sectional, partial side view of the juncture and sealing means between the main cabin and the cab-over portions of the combined vehicle body and tow vehicle assembly of Figure 3;

[0023] Figure 4 is a cross-sectional aerial view of the combined vehicle body, coupled to the tow vehicle, pulling an auxiliary trailer;

[0024] Figure 5a is a partial perspective view of the primary torsion bar of the combined vehicle body assembly wherein the cab-over portion is in the lowered position;

[0025] Figure 5b is a partial perspective view of the primary torsion bar of the combined vehicle body assembly wherein the cab-over portion is in the elevated position;

[0026] Figure 5c is a partial side view of the secondary torsion bars of the combined vehicle body assembly;

[0027] Figure 5d is a partial under side view of the secondary torsion bars of the combined vehicle body assembly;

[0028] Figure 6a is a perspective view of the tow vehicle coupling receiver;

[0029] Figure 6b is a perspective view of the tow vehicle coupling receiver, with coupling pins attached thereto;

[0030] Figure 7a is a partial perspective view of th^ reer of the tow vehicle, with the tow vehicle coupling receiver attached thereto;

[0031] Figure 7b is a partial perspective view of the rear of the tow vehicle, with the tow vehicle coupling receiver attached thereto with coupling pins;

[0032] Figure 8 is a perspective view of one of the coupling pins of the present invention;

[0033] Figure 9 is a perspective view of one of the coupling pins of the present invention received within a female coupling receiver;

[0034] Figure 10 is a partial aerial view of the coupling interface between the tow vehicle, and the combined vehicle body;

[0035] Figure 11a is a partial perspective view of the female coupling receiver with the pin retaining mechanism in the open position;

[0036] Figure 11b is a partial perspective view of the female coupling receiver with the pin retaining mechanism in the locked position;

[0037] Figure 12 is a partial perspective view of the front end of the frame for the combined vehicle body, having the torsion bar and female coupling receivers;

[0038] Figure 12a is a partial perspective close-up view of the front end of the frame for the combined vehicle body showing the coupling release mechanism;

[0039] Figure 13 is a partial perspective view of the frame for the combined vehicle body;

[0040] Figure 14 is a partial perspective view of the cab-over portion of the combined vehicle body;

[0041] Figure 14a is a partial perspective view of the modified rear cargo door of the tow vehicle in the closed position;

[0042] Figure 14b is a partial perspective view of the modified rear cargo door of the tow vehicle in the open position;

[0043] Figure 15 is a schematic overview of the steering control means of the tow vehicle and combined vehicle body;

[0044] Figure 16 is a further schematic overview of the steering control means of the combined vehicle body;

[0045] Figure 17 is an overhead schematic of the steering angles provided by the tow vehicle and combined vehicle body;

[0046] Figure 18 is an overhead schematic of the steering angles provided by the tow vehicle and combined vehicle body with all-wheel steering; and

[0047] Figure 19 is a graph of the steer angle ratio plotted against the vehicle speed, illustrating the steering characteristics of the combined vehicle body.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0048] The following description of the preferred embodiments is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses.

[0049] Referring now to the figures, particularly Figures 1 through 3, a first embodiment of a combined vehicle and body assembly 10 is shown. The assembly 10 comprises a tow vehicle 12 having both front wheel 13 and rear wheel 15 steering, and is releasably secured rigidly to a combined vehicle body 20 comprising a vertically articulating front cab-over portion 22 and a main cabin 24. The coupling means of the body 20 to the tow vehicle 12 described in detail further in, prevents side-to-side, lateral pivoting while still allowing vertical articulation of +/- approximately 15° between the cab-over portion 22 which articulates with the tow vehicle, and the main cabin 24. As seen in Figures 1a, 2a, and 3a, a rolling seal 25 is positioned along the articulation plane, which prevents exposure to the elements along the seam, while still allowing articulation between the components.

[0050] The rolling seal 25 is positioned between pass-through wall sections 27 and 29 of the cab-over portion 22 and the body cabin 24 respectively, and Figures 1a, 2a, and 3a illustrate it's orientation with respect to the pass-through wall sections 29 and 27 in the various vehicle/body articulations as the walls slide by each other as shown in Figures 1 , 2, and 3 respectively.

[0051] Figure 4 illustrates a further embodiment of the assembly 10, wherein the combined vehicle body 20 embodies steering to the axles/wheels 150 of the combined vehicle body 20 in addition to the tow vehicle 12. The steering is coordinated with the four wheel steering of the tow vehicle 12, and provides for an even tighter turning radius of the tow vehicle 12 and vehicle body 20 wherein the tow vehicle 12 already embodies front wheel 13 and rear wheel 15 steering capabilities.

[0052] A further advantage of the present invention is also illustrated in Figure 4, in that a secondary conventional ball hitch trailer 14 may be attached to a hitch 21 at the rear of the combined vehicle body 20. It should be noted that when the tow vehicle and combined vehicle body, are coupled the vehicle is classified as a motorhome (over 10,000 LB GVWR vehicle) thus allowing the operator to tow an additional conventional ball hitch trailer. Whereas conventional trailers utilized in multiples make backing-up and maneuvering very difficult, the combined vehicle body 20 having the cab-over portion 22 secured against the tow vehicle 12, with no side-to-side pivoting between the cabin 24 and the vehicle 12, allows for reversing maneuvers including a secondary auxiliary trailer attached much more feasible.

[0053] Referring now to Figures 5a through 5d, with reference to Figure 12, a detailed illustration is shown of the pivotal point 30 between the cab- over portion 22 and the cabin portion 24 of the combined vehicle body. The pivot point 30 is positioned within, and rotationally supported along the front cross member of the combined vehicle body frame 94, and comprises a primary torsion bar 32, running within the tubular torsion bar collar 95. The torsion bar further comprises a pair of leverage arms 34, 36 attached at one end of the torsion bar, and connected at the distal end to am adjustable screw gear 40. The screw gear 40 is driven clockwise or counter clockwise by beveled gear 43 which receives input from corresponding beveled drive gear 44 attached to the crank shaft 42. A removable handle can be attached to the shaft 42 for operating the gear system and biasing the torsion bar assembly to either suspend or lower the cab-over portion 22 attached to the frame members 96 of the combined vehicle body 20. This mechanism allows the cab-over portion 22 to be lowered (as

shown in Figure 5a, with the leverage arms 34, 36 in the rearward position along the screw gear 40), sealing the cab-over portion 22 against the rear of the tow vehicle when coupled thereto. Alternatively, the cab-over portion can be raised (as shown in Figure 5b with the leverage arms 34, 36 in the forward position along the screw gear 40), for detachment of the tow vehicle of the tow vehicle, and for lowering it to seal the cab-over portion to the rear of the tow vehicle when attached. The torsion bar can further be adjusted, to allow for the transfer of the tongue weight of the combined vehicle body to the axles of the tow vehicle, rather than have the coupling mechanism yield the entire load. Depending on the individual application, the torsion bar leverage arms will be positioned generally centered along the screw gear 40 during normal operations. Additionally, Figures 5a and 5b show the coupling release bar 52, which will be described further in detail herein for releasing the coupling mechanisms which attaches the combined vehicle body 20 with the tow vehicle 12.

[0054] Additional auxiliary load torsion bars 120 and 122 are shown in Figures 5c and 5d, which extend from a mounting base 124 where the torsion bar heads 121 and 123 are attached to the female receiver 81 which supports female coupling means 80, and extend rearward to attach to stop hooks 126, 128 attached to the frame members 94 of the combined vehicle body 20 by way of a standard chain linkages. These torsion bars 120, 122 provide additional biasing force of the cab-over portion 22 against the tow vehicle when the terrain, or particular application requires.

[0055] Referring now to Figures 6a and 6b, the tow vehicle coupling assembly 60 is shown. The assembly 60 comprises at least two receivers 64, 66 positioned on opposite ends of a cross-bar 62, each comprising a standard square, rearward oriented aperture 63, 65 for receiving a male coupling pin 70, shown in Figure 6a. The receivers 66 are attached to mounting base members 61 , 67 respectively, which may comprise a plurality of spaced mounting holes 69 located in predetermined patters for attachment of the assembly 60 to a specified tow vehicle frame 9 as shown in Figure 10-

[0056] A further receiver 68, is optionally implemented and attached centrally on the cross-bar 62, also projecting rearward for receiving a standard

trailer hitch in the event the tow vehicle is to be used to tow a conventional ball hitch trailer when uncoupled from the combined vehicle body. Figures 7a and 7b illustrates a preferred installment of how the tow vehicle coupling assembly 60 is attached, below the bumper 11 of a tow vehicle 12. The apertures 65 are generally flush along the vertical plane with the bumper 11 , and locking pins 59 are utilized to retain the coupling pins 70 there within so as the flanged base 72 and center post 74 of the pins extend a predetermined distance past the rearward plane of the bumper 11.

[0057] Figures 8 and 9 illustrate the coupling pins 70 in further detail, isolated and as received in a female coupling means 80 on the front face 23 of the combined vehicle body 20 respectively. The coupling pins 70 each comprise a square attachment bar 75, received within the apertures 65 of the tow vehicle coupling assembly 60. The locking pins 59 are received through an aperture in the bar 75, and embody a locking clip 58 for securement. The distal end of the pin 70 which is received in the female coupling means 80 of the combined vehicle body, comprises a tapered, circular flange 72, having a flush tow-vehicle facing surface 73, which tapers to a cylindrical post 74 extending a predetermined length.

[0058] As shown in Figures 9 through 12, the female coupling 80 comprises a bore 84, having a corresponding first tapered portion for receiving the flange 72 of the pin 70 and a cylindrical inner bore for receiving the corresponding cylindrical post 74 of the coupling pin 70. Each coupling 80 is attached to the torsion bar collar 95 by downward extending side plates 86, which provide for leverage, and attached to the female receiver 81 by plural end plates 85, which support the pivot point and torsion bar of the combined vehicle body 20. Each coupling further comprises a releasable L-shaped locking mechanism 82, for retaining the pin 70 within the bore 84 when the tow vehicle and the combined vehicle body are coupled. The locking mechanism 82 has a beveled inner lip, which deflects as the pin 70 is being received within the female coupling 80, as shown in Figure 11A. and locks around flange 72 once if-e pin ^" ^Q is fully received within aperture 84 of the female coupling.

[0059] The coupling means shown, having the tapered bores within apertures 84 allows the tow vehicle to attach to the combined vehicle body without having precision alignment between the two components. Furthermore only one of the plutrality of pins 70 needs to be received into it's corresponding coupling 80, wherein the rear of the tow vehicle 12 can be pivoted to allow the second pin to be received in its corresponding coupling. Locking the combined vehicle body 20 to the tow vehicle 12 rigidly, preventing lateral flexation there between.

[0060] The frame of the combined vehicle body 20 is best illustrated in Figures 12 and 13, and generally designated with the numeral 90. It comprises a pair of longitudinal frame members 92 94, running the length of the combined vehicle body to which a plurality of cross-members 97 are positioned there between. The cab-over portion 22 of the combined vehicle body is supported by the vertical frame members 96 attached to the torsion bar collar 95, which pivots along the vertical axis with the articulations of the tow vehicle. Also illustrated in the above figures, as well as Figure 12a, the coupling release bar is shown, which simultaneously releases the locking mechanisms 82 allowing the tow vehicle to separate from the combined vehicle body, by laterally manipulating the release bar outwards from the coupling mechanisms.

[0061] The release bar is comprised of inner 87 and outer 88 steel tubes that slide together. The outer ends of each tube have threaded plugs 93 that are welded to the respective tube ends so that threaded rod ends can be attached. The rod ends are in turn attached to locking mechanism 82 on both the left hand side and right hand side. The outer tube 88 has a slot 91 that is milled through the tube. The inner tube has a hole through which a pin 83 with a cotter key is inserted. A compression spring 89 is positioned within the outer tube 88 that nominally holds the pin in the position shown. The function of the release bar is to release the right hand side locking mechanism 82 when the release handle 52 is pulled forward.

[0062] It further operates to allow the left hand side locking mechanism 82 to remain in the locked position when the right hand side coupling pin 70 is being inserted into the right hand side female coupling means 80. The outer

tube 88 is moved towards the middle of the vehicle during the coupling process via the slot 91. The compression spring, which has a relatively weak compression force, keeps the right hand side coupling 80 parallel to the left hand side coupling 80.

[0063] Referring now to Figure 14, the cab-over portion 22 of the combined vehicle body is shown. The contour of the cab-over portion is dependant upon the particular tow vehicle for which it is to be implemented with, and provides a sealing means 112 which extends around the cab-over vehicle body interface, preventing dirt, dust, and the elements from entering the space between the tow vehicle 12 and the combine vehicle body 20 when coupled. An additional sealing means 122 is positioned around the pass-through door 130, above the coupling means 80 to further insulate the passageway when the vehicle is coupled to the combined vehicle body 20, allowing occupants to pass freely between the tow vehicle and the combined vehicle body. A lateral sliding pass-thru door 130, for gaining entry to the combined vehicle body and cabin is aligned for access through a corresponding door in the rear of the tow vehicle as described below. The door 130 is lockable to provide security for of items within the cabin while the tow vehicle is uncoupled there from.

[0064] The rear cargo doors 102 and 104 of the rear portion 100 of the tow vehicle are shown in Figures 14a and 14b. They are modified as shown for the specific application of coupling the vehicle to a combined vehicle body, to include an sliding access door 106 as mentioned above, correlating to the pass- thru door 130 of the cab-over portion. Specifically, the access door 106 is placed in a cut out door sill, in one side of the tow vehicle's rear cargo doors 102 and is placed on a track 105, to open and slide out over the opposite cargo door 102. Depending on the application and particular tow vehicle being modified, the sliding access door 106 comprises both the original door portion, and the glass 108. A sealing means 110 is implemented around the access door for sealing the door when the tow vehicle is uncoupled from the combined vehicle body. The door is operable from both inside the cargo compartment ?nd outside the vehicle, and can be opened or closed while the tow vehicle is attached to the combined vehicle body.

[0065] Referring now to Figures 15-19, the tow vehicle and combined vehicle body steering means is shown which provides synchronized and calibrated steering to the combined vehicle body wheels in response to the all- wheel steering of the tow vehicle. Figures 17 and 18, illustrate the proposed turning radii of the combined vehicle body 20 and tow vehicle 12, with no steering input from the from the combined vehicle body axles (Fig. 17), and with steering input from the combined vehicle body axles (Fig. 18) respectively. When the combined vehicle body axles 150 employs no steering input, the theoretical turn center 140 as shown, yields a larger turning radius when compared to Figure 18, where the combined vehicle body axle 150 steer angle 146 at lower speeds. This combined vehicle body axle steer angle 146 is calibrated so as to provide a negative angle while the tow vehicle 12 and vehicle body are traveling at lower speeds and transitions to zero, and eventually a positive angle at higher vehicle speeds as shown in Figure 19. The nominal tow vehicle rear axle steer ratio 143 is shown as well as a possible calibration curve 148, which is to be based upon the relationship of the wheelbase lengths of the desired tow vehicle 15. It is thus intended that ratios 143, 147 of both the tow vehicle rear axle 15 and the combined vehicle body axle set 150 can be calibrated for desired vehicle dynamics at higher speeds and turning circle/tire wear properties at lower speeds.

The tow vehicle rear axle steering angle = tow vehicle front axle steer angle x (W2/(W1 +W2))

[0066] Figure 18 illustrates how the rear steer angle 144 of the rear wheels 15 on the tow vehicle 12 is able to be calibrated to varying angles 145, based upon the desired vehicle dynamics as well as the theoretical turn center 140 with relation to the front wheel 13 axles steer angle 142 (which is the average of the inner and outer wheel angles), and is applicable whether the combined vehicle body 20 utilizes steering input or not.

[0067] Referring now to Figures 15 and 16, the tow vehicle and combined vehicle body steering control modules are collectively shown. The modules shown herein are for example only, and other systems of steering

control utilized on various suitable tow vehicles are also intended to be within the scope of the present invention. In Figure 15, the upper dashed box represents the steering controls of the tow vehicle, The tow vehicle steering control system shown in Figure 15 consists of a standard QS4 (Quadrasteer) module as equipped by General Motors on a Yukon XL SUV. Another module, the CVT Tow Vehicle Controller (tow vehicle CTCS module), is used to modify the input to the Quadrasteer module when the tow vehicle is attached to the RV body and in communication with CVT Controller of the RV body. When connected, the CVT Controller modifies the rear steer input signals (steer angle and vehicle speed) to Quadrasteer module of the tow vehicle such that the tow vehicle rear axle steers according to the relationship depicted in Figure 19 relationship 143. Additionally the CVT Tow Vehicle Controller can be calibrated to give the desired steering ratio relationship as depicted by Iine148 of Figure 19. Also the CVT Tow Vehicle Controller responds to the Class Il diagnostic message list sent by the base vehicle to prevent diagnostic error codes being created. Having the tow vehicle CTCS module of a GMC Yukon receiving input from the steering wheel, as well as vehicle speeds from the speed sensors onboard. This relays these signals as synthesized steering and speed signals to a tow QS4 module which controls the steering for the front and rear axle actuator of tow vehicle, which bounces back the axle response thereto, keeping in constant adjustment for steer angle in relation to vehicle speed.

[0068] The CTSC Module connects to the combined vehicle body CTSC module by a proprietary CAN link, relaying steering wheel position, synthesized vehicle speed, and vehicle class Il messages. The combined vehicle body CTSC module then communicates theses synthesized signals by way of General Motors Class-2 links to each of the combined vehicle body QS4 modules corresponding to each axle which are each controlled by a General Motors Quadrasteer Controller. Similarly, response signals are generated back to the CTSC module, and adjusted in response to steering angle and vehicle speed.

[0069] In a further embodiment, a single tow vehicle controller may be implemented which replaces the Quadrasteer control module of the tow vehicle.

Additionally a single control module located on the RV body could replace the steering controller as well as the individual Quadrasteer controllers for each of the combined vehicle body axles, and would communicate directly with the axle actuators, omitting the need for the General Motors Quadrasteer controllers. These two alternative modules (one on the tow vehicle and one on the RV body) would be in communication with one another when the RV body is coupled to the tow vehicle.

[0070] The description of the invention is merely exemplary in nature and, thus, variations that do not depart from the gist of the invention are intended to be within the scope of the invention. Primarily, although the concepts described herein reflect the applications of the present invention embodying a recreational tow vehicle and trailer combination, these concepts are intended to extend to other tow vehicle/trailer combinations such as emergency vehicles, ambulances, mobile FA units, shuttle buses, rental fleets, limousines, commercial busses, medium and heavy duty road transporters, military vehicles, passenger and truck transporters and others. Such variations are not to be regarded as a departure from the spirit and scope of the invention.