REDUCE LIKELIHOOD OF JACKKNIFE

CROSS-REFERENCE TO RELATED APPLICATION

This application claims the benefit and priority benefit of U.S. Provisional Patent Application serial No. 63/204,509, filed October 6, 2020, titled "APPARATUS WHICH CONNECTS THE TRACTOR TO THE TRAILER WHICH ELIMINATES JACKKNIFE," the disclosure of which is incorporated herein in its entirety.

TECHNICAL FIELD

This invention relates to coupling mechanisms between a truck and a trailer.

BACKGROUND ART

It is well known that a conventional truck with a conventionally coupled trailer has difficulty with handling the trailer during tight turns, emergency stops and bad weather conditions. It is also known that tractor trailers are prone to a dangerous condition known as jackknife.

Typically, when a tractor turns into a narrow street, it needs special maneuvering to turn the trailer into the street. This can cause traffic jams as the truck attempts to turn with the trailer. A typical tractor trailer turn has to be wide. For example, in a right turn, the tractor would need to first turn into the next left lane(s) over, before making the turn to the right. Even with such efforts, the wheels of the trailer often ride on the curb as the tractor pulls the trailer into the turn, creating a dangerous situation.

It is also known that many accidents are caused due to slippery road conditions, which can cause a tractor trailer to skid, slip and slide. This is especially problematic during freezing conditions, when a jackknife occurs. During jackknife, the truck brakes are applied, but the truck slips or skids sideways on the frozen or slippery road and the trailer with its load pushes the back of the truck through the conventional connecting kingpin which couples the trailer to the truck. The kinetic energy of the trailer acting through the conventional kingpin on the back of the truck can potentially cause the truck to spin or flip over or cause the trailer to spin or flip over. In certain jackknife cases, the trailer can endup “folding” onto the truck assuming an acute angle relative to the truck, known as Jackknife.

Jackknife can occur in tractor trailers because of the conventional tractor trailer connection design. The conventional design is a single kingpin, which is supposed to also act as a stabilizer at the time of stopping. The kingpin forms a pivot connection that allows the trailer to swing left and right relative to the truck. So, in practice, this conventional single kingpin cannot prevent or stop jackknife from happening.

SUBSTITUTE SHEET (RULE 26) The conventional kingpin is located in a place that is designed to provide balance of the trailer on the truck. This king pin allows the trailer to latch onto the truck and also allows the trailer to pivot around the kingpin. Having the trailer latching point also serve as the pivot point has shortcomings, as it is difficult to optimize the location of the king pin for both best trailer handling and best trailer balance on the truck.

One of the shortcomings of the conventional kingpin coupling between the truck and trailer occurs when the truck stops while the trailer is not in alignment with the truck. This can occur when the truck stops during a turn. Alternatively, this can occur when the truck stops while the trailer is behind it, but due to slippage, the trailer ends up at an angle relative to the back of the truck. This can occur when the truck skids sideways due to uneven braking of all wheels or when the trailer skids sideways due to uneven trailer load distribution. In such situations, when the trailer is not directly aligned with the truck when the truck stops, the momentum of the trailer and its load could be forward, in the direction of the truck. All this momentum travels through the kingpin and transfers into the truck, pushing the back of the truck uncontrollably. Since the trailer cannot straighten out behind the truck, the trailer can end up in an acute angle, jackknife position, relative to the truck.

SUMMARY OF THE INVENTION

There is a need to provide a different coupling mechanism between the truck and trailer that provides improved ability to balance the trailer while providing better control of the trailer, especially during turns and emergency stops. Therefore, there is a need for an improved tractor trailer connecting mechanism: Therefore, it is desirable to have a novel coupling that helps the trailer straighten out behind the truck after the truck turns, a novel coupling that helps trailers make turns as the truck turns, a novel coupling that helps reduce the jackknife occurrence.

To overcome the above shortcomings, the invention discloses a novel truck and trailer coupling mechanisms, systems and methods, at least one comprising the following elements. A front king pin and a rear wedged pin attached at the front bottom of the trailer, along the midline of the trailer, protruding under the trailer. A fifth wheel having a midline along which there is a groove for receiving the king pin and a cone shaped opening for receiving the wedged pin, such that the trailer can latch and lock onto the fifth wheel, move up and down relative to the fifth wheel hinge, but the trailer is prevented from swiveling on the fifth wheel. An intermediate plate having a top and a bottom, at the top of the intermediate plate at a front portion, along the midline, the intermediate plate is attached to the bottom of the fifth wheel, where the fifth wheel’s midline alignes with the intermediate plate midline, such that the fifth wheel cann’t swivel on the intermediate plate, and the intermediate plate at its bottom rear portion, along its midline, has an intermediate-plate-pin protruding below the intermediate plate. A truck bore at

SUBSTITUTE SHEET (RULE 26) the rear of the truck frame, along the frame midline, for receiving the intermediate-plate-pin. A pin securing structure at the bottom of the truck frame securing the intermediate-plate-pin such that the truck can swivel on the intermediate-plate-pin and turn without turning the intermediate plate. Optional anti-jackknife mechanism is provided preventing the intermediate plate from turning relative to the truck. An optional sloped trailer steerback mechanism is provided having a bottom sloped surface coupled to the truck and a top sloped surface coupled to the trailer engaging the bottom sloped surface, such that when the truck and trailer are aligned the top sloped surface is cradled in the bottom sloped surface and such that when the truck is turning relative to the trailer, the bottom sloped surface is turning as well, pushing with its slopes the top sloped surface and raising the trailer up against gravity, and such that the top sloped surface seeks to return to cradle position in the bottom sloped surface after turns, aligning the trailer with the truck.

BRIEF DESCRIPTION OF THE DRAWINGS

Fig. 1 is an exploded view of the tractor trailer with the inventive intermediate plate 4. Fig. la is a rear view of the truck and trailer with sloped surface 4’ atop sloped surface 1’.

Fig. lb is a rear view of engaging plate 1 and 4.

Fig. 1c illustrates the pivotal motion of plate 1 on pin 3 under stationary plate 4. Fig. Id ,le, If are illustrations of alternative sloped surface steer back technology. Fig. 2 is an exploded view of an alternative embodiment with steer back technology having a sloped horseshoe 19 and a roller 20.

Fig. 2a is an exploded view of an alternative embodiment with alternate steer back technology having sloped top bushing 2a and a sloped bottom bushing 2b.

Fig. 2aa is an exemplary side view of roller 20 as it interfaces with horseshoe 19. Fig. 3 is an illustrative closeup view of a steer back option showing sloped female bushing 2a, sloped male bushing 2b, sloped horseshoe 19 and roller 20 in roller housing 21b.

Fig. 3a is view of a semicircle horseshoe 19 and bushings 2a/2b.

Fig. 4. Is an illustrative view of the steer back bushings of fig. 3 engaged in cradle position when the trailer is aligned behind the truck.

Fig. 5 is an illustrative view of the steer back bushings of Fig. 3 disengaged, uncradled, when the truck is turned relative to the trailer, where plate 4 is raised and turned.

Fig. 6 is an illustrative exploded view of the invention with the steer back technology with an optional roller structure 21bb placement and removable wedge pin 18a using a jack 18 J.

Fig. 6a is an illustrative side view of more than one roller 20 hinged on plate 4. Fig 6A1 shows the parts of the inventive coupling mechanism, in one configuration.

SUBSTITUTE SHEET (RULE 26) Fig. 6A2 is an illustration of an air motor for turning bolt 18a in Fig. 6A1.

Fig. 7 is an illustration of a possible shape for horseshoe 19 and placement of pin 3a.

Fig. 8 is an illustrative alternative example of the invention with plate 1 on a pivot 5c.

Fig. 8a is an illustration of the relative orientation of pin 6a and pin 3, not to scale.

Fig. 9 is an illustrative example of an alternate application of the invention installed in multi-trailer setups, where the invention can be installed on a dolly 200, instead of a truck.

Fig. 10 is an illustration of an alternative embodiment without a fifth wheel, where kingpin 6a and wedge pin 18a fit inside respective openings in plate 4.

Fig. 11 is an illustration of a conventional tractor trailer during a turn.

Fig. 12 is an illustration of the inventive tractor trailer during a turn.

Fig. 13a, 13b are drawings of a prototype with three rollers.

Fig. 13c is a drawing of a prototype with one roller.

Fig. 14 is a conventional truck trailer showing the steer back technology installed on the rearmost axle, when the conventional trailer is aligned with the truck.

Fig. 15 is a conventional truck trailer as in Fig 14, with the steerback invention, in a turn.

DETAILED DESCRIPTION OF THE DRAWINGS

Fig. 1 illustrates an exemplary embodiment of the inventive truck trailer latching and turning mechanism. As can be seen from Fig. 1, a truck A has a subframe B. A novel plate 1, is attached to subframe B. In this exemplary embodiment, plate 1, at its front portion has four holes 15 a, each hole for receiving a respective bolt 15 through its respective washer 15b, such that the 4 bolts 15 fasten plate 1 through holes 15aa in subframe B with their respective washers 15c and respective nuts 15d screwed beneath subframe B. Notice that the fastening of plate 1 to the truck can be done through different approaches. A hole 2 is provided at the rear side of plate 1 along the midline of plate 1, which aligns with the midline of the truck frame B.

In this exemplary embodiment, to the underside of trailer D, a kingpin 6a is attached on the midline of the trailer. To the rear of the kingpin, along the midline, a pin 18a with a wedge 18, (together named “wedged pin 18a”) is fastened with nut 18b below the trailer.

A novel intermediate plate 4 is provided, having a midline aligned with the truck frame B midline. To the front top of plate 4, a fifth wheel 5 is attached such that the midline of the fifth wheel 5 aligns with the midline of the intermediate plate 4. In this exemplary embodiment, the fifth wheel 5 is attached through bolts 16 and their associated washers 16a, 16b and nuts 16c.

The fifth wheel 5 has a groove 6 for receiving king pin 6a, and a cone shaped opening 7, leading up to groove 6. Wedge plate 18 (sometimes referred to as “wedge 18”) can be lodged into the cone shaped opening 7. A nut 18b secures the wedged plate 18 in position on pin 18a and in the cone shaped opening 7, (details below). The fifth wheel 5 is thereby secured to the

SUBSTITUTE SHEET (RULE 26) trailer D non-pivotally, such that trailer D cannot pivot relative to intermediate plate 4. Notice, the trailer D can move up and down in the fifth wheel 5 via hinge 12.

The bottom of intermediate plate 4 has a pin 3 attached, possibly secured at the top of plate 4, via hole 2c. Pin 3 fits through hole 2 in plate 1. In this exemplary embodiment, pin 3 fits through hole 2, spring 13a and washer 13b and is secured against plate 1 via nut 13. Spring 13a is optional. Notice, a hole 13m (shown in Fig 2) can be provided in frame B, under hole 2, so that pin 3 can protrude through frame B and be secured via spring 13a (optionally), washer 13b and nut 13, under frame B.

Thus far we see that the novel trailer coupling mechanism has a trailer latching mechanism, located substantially around king pin 6a and a truck pivoting mechanism, located substantially around pin 3. The distance between king pin 6a and pivot pin 3 is C, which could be around three feet, just as an example.

In operation, when truck A (and its attached plate 1) turn right, they swivel on pin 3 while plate 4 (and the attached trailer D) do not turn with the truck’s turn. Optional spring 13a is on the bottom portion of pin 3, which is bolted with nut 13. Spring 13a in this embodiment determines how tightly together plates 1 and 4 are relative to each other, so that they are not connected too tightly or too loosely.

An optional safety system is provided to help reduce the chance of jackknife, especially for places where the weather conditions cause frozen and/or slippery road conditions.

According to the optional safety system, an ear with bore 10 is provided on plate 1 and an ear with bore 11 is provided on plate 4. A pin 9a extends from pneumatic actuator 9 which is connected to the brake system line 8b. A freezing temperature sensor 9c and a pressure control valve 9d are adapted to actuator 9 brake pressure line. During freezing temperatures, when temperature sensor 9c reaches a predetermined temperature, it will open the airline to actuator 9. During braking in emergency stopping, air pressure control valve 9d will open the air line to actuator 9. Thus, only during freezing temperatures while braking for an emergency stop, the brake system (not shown) will provide the necessary air pressure via brake line 8b and via pneumatic actuator 9, which will push pin 9a into holes 10 and 11. This mechanism will secure plate 4 to plate 1, reducing the possibility of jackknife during emergency stops. Note that, while driving normally, that safety system will not kick in to disturb the steering of the truck since the design requires that two things must happen, freezing temperature and emergency stopping, in this example. In regions with non freezing weather the temperature actuator 9 can be eliminated but the actuator can still be helpful to prevent turkc/trailer slippage on greasy or wet roads.

One of the ways to make pin 18a and wedge 18 fit into the cone shaped opening 7 of the fifth wheel 5, is to provide adjustability of the front and back positioning of wedge 18. To allow SUBSTITUTE SHEET (RULE 26) front and back adjustability of pin 18a in wedge 18, the hole in wedge 18 for pin 18a is oval. Once the kingpin 6a is latched into groove 6, and pin 18a is in the cone shaped opening 7, the wedge 18 is brought into the cone shaped opening 7, adjusting the wedge forwards or backwards, up and down on pin 18a, so the wedge 18 is lodged deep/tightly in cone opening 7. Nut 18b tightens under the wedge to fix both the front and back adjustability and vertically positioning of the wedge relative to pin 18a.

According to the invention, during straight drives, kingpin 6a (trailer attachment) is on the truck’s centerline, along with pin 3 (pivot point of truck and trailer). After a turn, kingpin 6a is off the truck’s centerline, where pivot 3/3a is situated. So while the truck turns around pivot point 3/3a, the trailer is pulled from king pin 6a, sideways relative to the truck's tail, which during turns is “off center” from the pivot 3/3a. That is one reason why this invention allows the driver, during turns, to steer the trailer’s front in a different arc relative to the rear of the truck: because the front of the trailer is off center relative to the truck’s rear. This provides a big advantage, relative to conventional truck-trailer turns. That inventive setup is also one possible reason why during sudden truck stops, the trailer with this inventive device, will steer back behind the truck. That can occur because during truck stops, pin 3 substantially stops. Yet, the remaining kinetic energy of the trailer is applied to the “off center” pin 6a. Thus, the truck’s stopping force is on “centered” pin 3, while the trailer’s kinetic force is on “off center” pin 6a, causes pin 6a to swing around pivot pin 3, which causes the trailer to swing towards center, aligning behind the truck. This results in trailer steering back, like the rotation of a leg of a compass around its center. So the inventive set up minimizes the trailer ending up in a jackknife during emergency stops, because the trailer’s momentum naturally seeks to rotate the trailer (around pivot 3), to end up behind the truck, instead of ending up in the conventional jackknife result. So using the trailer’s momentum during emergency stops when the truck is turned relative to the trailer, the invention provides a mechanism for the trailer to seek to steer back and align with the truck.

Fig la is an alternative embodiment illustrating an optional alternative steer-back technology by also using the gravitational force of the trailer to steer back the trailer behind the truck after the truck turns and starts pulling. In this embodiment, we replace plate 1 of Fig. 1 with sloped plate 1’, and replace plate 4 of Fig. 1 with sloped plate 4’. As can be seen in Fig la, two sloped plates, lower plate 1’ and intermediate plate 4’, are engaging in “cradled” position, when the trailer is aligned with the truck. Both surfaces have sloped sides that are higher on their edges and lower in their centers, each forming a V shape. The functionality of these sloped surfaces is to aid in steer-back of the trailer to align back with the truck, after the truck turns and also to insure that the trailer will run straight behind the truck, as does an ordinary vehicle, which SUBSTITUTE SHEET (RULE 26) keeps running straight, even when the driver does not hold the steering wheel. So, as the truck turns, plate 1 ’ will turn with the truck, and higher edges of plate 1 ’ will push up against the intermediate plate 4’. This will lift plate 4’ up against the weight of the trailer’s load and optionally, against the force of spring 13a (which is optional). When the truck stops turning, and starts pulling, due to gravity, plate 4’ will seek to go down the slopes of plate 1 ’ and reach the lowest, stable, “cradle” point. This gravitational pull on the trailer and its load will result in the trailer rotating back as it descends back to the lowest point on the slopes of plate 1 ’ . Finally trailer D will align with the truck when plate 4’ will go back to the cradle position on plate 1’, the sloping edges of plates 1’ and 4’ engaging one another, as illustrated in Fig la. Spring 13a can be optionally provided to assist pulling plate 4 down, its function described below with reference to subsequent figures.

Notice that the illustration using the V shaped, sloped plates 1’ and 4’ of Fig. la for trailer steer back is just an example of the use of two cradled sloped surfaces, where the lower sloped surface lifts the upper sloped surface during a turn. Other sloped surfaces can be provided to achieve this steer back result, as described below with reference to figure 2a. In Fig. 2a a sloped male bushings 2b performs a similar function to plate 1 ’ and sloped female bushing 2a performs a similar function as sloped plate 4’ of figure la. As will be seen, as it turns, sloped male bushing 2b lifts sloped female bushing 2a. To help visualize the upward motion of the top sloped surface relative to the turning bottom sloped surface, one can imagine the motion of a top nut on a threaded lower turning bolt, where the nut moves up or down the sloped thread of the turning bolt.

Fig. lb is a side view illustration of plate 4 on plate 1 of Fig. 1.

Fig. 1c is a closer look at fig. lb. In Fig. 1c, the load of the trailer is shown by vertical arrow, and the rotational motion of plate 1, and thus the turning motion of the truck, is shown with a circular arrow.

Fig. 2 illustrates an additional embodiment providing an optional alternative steer back mechanism to the one shown in fig la, where due to gravity, the trailer steers back behind the truck after the truck turns and starts pulling. This alternative steer back mechanism can be used with the inventive structure described in Fig 1. An exemplaiy sloped horseshoe 19 is attached at the top of plate 1. The centerline of the sloped horseshoe 19 aligns with the centerline of the truck’s A frame B. The horseshoe 19 lowest point is at its center (toe of the horseshoe), and the horseshoe has branches sloping upwards from the lowest center. The horseshoe opens to the rear of the truck. A roller 20 is attached at the bottom front of plate 4, (closer view provided below) oriented along the midline of plate 4, so that the roller 20 sits on the lowest midline point of horseshoe 19, when the truck and trailer are aligned, (notice that it might appear in the drawing SUBSTITUTE SHEET (RULE 26) that the roller is not centrally aligned under plate 4 or with the lowest point of the horseshoe, but it is to be interpreted as such.) As an illustrative example, consider when truck A makes a right turn. The attached plate 1 will then pivot on pin 3, such that plate 1 turns right with truck A. As plate 1 turns right, the higher sloped branch of horseshoe 19 will lift roller 20 higher up the sloped branch of the horseshoe 19. This will result in the lifting of trailer D from the low center of the horseshoe 19 to the taller branch of the horseshoes 19, against gravity As soon as truck A stops turning, plate 1 will stop turning and stop pushing roller 20 higher up the sloped branch of horseshoe 19. After a turn, when the truck A will move forward, due to gravity, the load of the trailer D will seek to roll roller 20 down the downsloping branch of the horseshoe 19, thereby causing the trailer D to return to the lowest point of the horseshoe 19, which is its center point, straightening the trailer D behind the truck A. When the roller reaches the lowest center point of the horseshoe 19, the trailer is again straight/aligned with the truck D. Thus, the sloped horseshoe 19 and roller 20 combination will result in the trailer steering back to align with truck D after the truck makes a turn and starts pulling. There are many implementations for roller 20 and horseshoe 19. In each implementation, the roller 20 is designed and its placement under plate 4 is matched with the corresponding placement, size and shape of horseshoe 19, such that when the truck and trailer are in alignment, the roller is at the lowest central position on the centered horseshoe 19. And, as plate 1 turns, the branches of the horseshoe 19 engage the roller 20 and elevate roller 20, elevating the trailer with it. Notice that the design is such that the truck can make at least a ninety degree turn relative to the trailer D, so the roller/horseshoe, size, length and positioning relative to hole 2 accommodates for such function and is designed to allow the roller to achieve the desired result. Notice that in Fig 2 (and other figures), even though hole 2 does not appear centered relative to the horseshoe, it is to be interpreted and designed as such to meet its stated function.

Fig. 2 also illustrates the optional compression spring 13a, as implemented in Fig la, which will encourage steer back as well. In this exemplary embodiment, when plate 1 turns and raises the roller 20 and thereby raises plate 4, pin 3 will be raised as well, since pin 3 is secured to plate 4. Since pin 3 is secured by a nut 13 at its bottom under plate 1, the lifting of plate 4 (and attached pin 3) will cause nut 13 to compress spring 13a against plate 1. The tension in spring 13a will seek to expand and thereby spring 13a will push down against nut 13 which will pull pin 3 down which will pull with it plate 4. As plate 4 is being pulled down by the spring 13 a, roller 20 will roll down the sloped branch of horseshoe 19, towards the lowest point at the center of the horseshoe 19, straightening the trailer behind the truck. Roller guards/stoppers 19s are provided at the tip of each branch of the horseshoe 19 to prevent the roller 20 from rolling off the horseshoe 19. Alternatively, a chain can be connected from the front middle of plate 1 to the SUBSTITUTE SHEET (RULE 26) front middle plate 4 with enough slack to allow plate 4 to make at least a 90 degree turn (but not more a predetermined degree turn) both left and right relative to center of plate 1. This chain will prevent roller 20 from rolling off the branches of the horseshoe 19.

Fig. 2a is an additional exemplary embodiment with alternative steer back configuration. As an addition to pin 3, of the previous embodiments, a sloped bushing head 2a is provided at the top of pin 3, such that pin 3 extends down from sloped bushing head 2a. When referring to pin 3 in the context of having a sloped bushing head, pin 3 will be referred to as “pin 3 a” or “pivot pin 3a.” In Fig 2a, sloped female bushing head 2a is bolted to the rear bottom of plate 4 and a sloped male bushing 2b is bolted to the rear top of plate 1, above hole 2 (not visible in this figure, but can be seen in Fig 1). Pin 3a fits pivotally into lower bore 2bb in sloped male bushing 2b. Beneath plate 1, pin 3a fits into spring 13a (optionally), washer 13b and has nut 13 screwed at its bottom. Male bushing 2b will engage female bushing 2a when the trailer D is substantially aligned behind the truck A, we refer to this position as “bushing 2a fits into bushing 2b in a cradle position.” But as the truck turns, the male bushing 2b will turn inside the female bushing 2a and the slopes of the male bushing 2b will push up against the slopes of the female bushing 2a, causing female bushing 2a to rise up. Notice roller 20 is shown in an exemplary illustration in housing 21b with bolts 8 for fastening roller house 21b to the bottom of plate 4 in a location such that roller 20 can rest at the center lowest point of the horseshoe 19, when the trailer and truck are aligned. In operation, as the male bushing 2b turns and pushes up the female bushing 2a, roller 20 will be pushed up against the steeper slope branch of the horseshoe 19. The slopes of the horseshoe 19 and of the bushings 2a/2b are designed such that plate 4 will rise up substantially evenly. In one embodiment, the positioning of the bushings 2a/2b and pin 3a relative to the horseshoe 19 is such that when lower male bushing 2b turns 90 degrees clockwise, the roller 20 will be close to the highest point of the horseshoe left branch. Similarly, when the truck turns 90 degrees counterclockwise, the roller 20 will rise close to the highest point of the right branch of the horseshoe 20. Notice, if it is desirable to allow the trailer to make more than a ninety degree turn relative to the truck, the horseshoe branches can be made longer to extend beyond hole 2.

When truck A stops turning and starts pulling, due to gravity, bushing 2a will seek to return to its stable cradle position, where the female bushing 2a sits perfectly on top of the male bushing 2b. Substantially simultaneously, the roller 20 will seek to descend, by gravity, to the lowest point on the horseshoe 19, resulting in plate 4 tending to descend down the slope of horseshoe 19. Thus, both the sloped horseshoe 19 and the sloped bushings 2a/2b reinforce the steer back function using gravity.

SUBSTITUTE SHEET (RULE 26) Fig. 2aa shows the front side view of plate 1, horseshoe 19, exemplary roller 20 in roller housing 21b attached to plate 4, all shown when the trailer D is substantially aligned with the truck A.

Alternatives: more than one roller can be provided centered under plate 4. Also, the female and male sloped bushings can be reversed, such that bushing 2a is a sloped male bushing and bushing 2b is a sloped female bushing. Spring 13a, washer 13b and nut 13 can alternatively be found under the frame B where a bore in the frame is provided below hole 2. (This is shown in later configurations such as Fig. 6)

Fig. 3 illustrates the slopped female bushing 2a bolted to plate 4 and sloped male bushings 2b bolted to plate 1 over hole 2 (not visible here) of plate 1. Pin 3 a fits into a hole in bushing 2a and pin 3 a is attached to the bottom of bushing 2a with screw 2c from the top of plate 4. (Alternatively, pin 3 a can be an integral part of bushing 2a, where bushing 2a is a head of pin 3a, and bushing head 2a is directly bolted beneath plate 4.) Pin 3a, extending down from bushing 2a, is designed to penetrate into bore 2bb of bushing 2b, such that pin 3 a can pivot inside bushing bore 2bb, but pin 3a cannot pivot inside bushing 2a. This construction is designed so that plate 1 can pivot on pin 3a but plate 4 cannot pivot on pin 3a. Fig. 3 also shows the sloped horseshoe 19 attached to plate 1, and roller 20, in roller housing 21b, resting on top of horseshoe 19, before roller housing 21b is attached to the bottom of plate 4. Roller housing 21b has 4 holes through which roller housing 21b is bolted into the bottom of plate 4. Notice the shape of horseshoe 19 in this example is substantially round, with bushings 2a/2b at substantially the center. This horseshoe is designed if it is desirable for the truck to make a turn that is more than 90 degrees turn right or left.

Fig. 3 A is an illustration of a substantially semicircular horseshoe 19 with male bushing 2b at its center. Note, no roller stoppers 19s are shown, but can be added, if no chains are used to limit the rotation of the plates 1 and 4 relative to each other.

Fig. 4 shows bushing 2a engaged on top of bushing 2b when the truck (and its plate 1) are aligned with the trailer D (and its plate 4). Notice the distance A betweens plate 1 and 4 is at its minimum at this truck/trailer aligned position.

Fig. 5 shows sloped bushing 2b turned, (when the truck turns) pushing sloped bushing 2a up, which lifts plate 4 (and thus trailer D). The distance B between plate 1 and lifted plate 4 is greater than distance A. As the truck turns it lifts plate 4 more and more till the distance between plates 1 and 4 is at its maximum.

Fig. 6 shows an alternative implementation having an alternative roller positioning for the steer back mechanism, and having a removable wedged pin 18. As an exemplary illustration, instead of ear 11 there is a roller housing 2 Ibb. Fig. 6a shows a close up front side view of the SUBSTITUTE SHEET (RULE 26) roller housing 21bb as implemented in Fig. 6. In Fig. 6a, the roller housing 21bb has a hole 20a that serves as the hole to which pin 9a can protrude when the actuator 9 is activated. In this implementation, at the edge of plate 4 on the front side (facing the truck), roller housing 21bb is held in place by shaft 20b which fits through and is welded to plate 4 down the midline of plate 4. Roller housing 2 Ibb can pivot on pin 20b. 2 rollers 20 are pinned through the lower part of roller housing 2 Ibb, the rollers 20 sitting on top of sloped horseshoe 19. Hole 20a can replace ear 11 in Fig. 2a, such that if the actuator is optionally installed, pin 9a can penetrate into ear hole 10 and roller hole 20a and lock plate 1 and 4 together.

Notice the alternative horseshoe 19 shape, substantially semicircular, where the pivot pin 3a is at the center point, substantially at the tips of the branches. In this example, the horseshoe 19 is designed to allow the truck to make substantially 90 degree turns.

When it's desirable to use the trailer D with conventional trucks, as well as with trucks having the invention installed on it, it is desirable not to have wedged pin 18a permanently installed beneath trailer D. Instead of pin 18a, a hole 18h is provided beneath the trailer. The wedge 18a and pin 18 will then be provided under the fifth wheel or thereabouts. In one optional embodiment, a manual jack 18J can be provided under the cone shaped opening 7 of the fifth wheel 5. The jack 18J has the pin 18a which has the wedge 18 on it. In this scenario, the truck driver will back into the trailer D until the fifth wheel 5 will latch king pin 6a in groove 6. Then, the driver will manually or pneumatically, by an pneumatic actuator, elevate jack 18J until the wedge 18 and pin 18a is positioned in the cone shaped opening 7 of the fifth wheel 5 and the top of pin 18a will penetrate into the hole 18h at the bottom of the trailer D. The hole at the bottom of the trailer D can be made oval, with its long axis along the midline of the trailer, such that the pin 18a can more easily fit into the trailer hole 18h. Alternate pin insertion embodiments might include a pneumatic piston, instead of the jack, where the driver can have the piston shoot out pin 18 into the hole 18h at the bottom of the trailer.

Note that if an ordinary trailer will be used on the truck with this novel apparatus, plate 4 and plate 1 must be locked one to the other by actuator 9.

Fig. 6A1 illustrates an alternative inventive coupling mechanism, showing its parts, where the pin 18a and wedge 18 can be selectively inserted to the trailer hole 18h, only when the trailer is used with a truck having the inventive coupling mechanism. In Fig. 6A1, instead of wedged pin 18a and wedge 18 installed under the trailer permanently, (as in Fig. 1), a removable pin 18a and wedge 18 is provided. In operation, once the driver backs into king pin 6a, and the fifth wheel 5 sroove 6 latches onto kingpin 6a, the driver comes under the trailer and manually secures the wedge 18c into the cone shaped opening 7 at the fifth wheel 5. In this embodiment, the trailer D has a threaded hole 31, substantially above the cone shaped opening 7 of the fifth SUBSTITUTE SHEET (RULE 26) wheel 5. A wedge 18c is provided with an oval hole 32a. The driver takes a bolt 29, optionally with handles 29a, and threads bolt 29 into oval hole 32a of wedge 18c. Once bolt 29 protrudes from wedge 18c, the driver keeps threading bolt 29 into threaded hole 31 , beneath the trailer D. Once bolt 29 is substantially secure in threaded hole 31, the driver pushes wedge 18 deep into the cone shaped opening 7. Oval opening 32 in wedge 18 allows the driver to adjust the wedge forwards and backwards for maximum penetration into the cone shaped opening 7. Driver then takes bolt 30 and nut 31a and he threads bolt 30 into the side threaded hole 34 of wedge 18c and tightens the wedge 18c in place so the wedge 18c cannot move on bolt 29 or inside cone shaped opening 7. Fig. 6A2 illustrates an air motor which can screw in pin 18a for ease of installation.

Fig 7. Is an illustration of the possible approximate shape of horseshoe 19 and approximate positioning relative to pin 3a. Notice radius R1 is substantially constant so that as plate 1 turns, the branch of the horseshoe 19 will be substantially under roller 20. Notice the branches of the horseshoe exceed pivot 3a in this illustration, which can be done if it is desirable to allow the trailer to turn more than 90 degrees relative to the truck. If not, the horseshoe can be a semicircle where pin 3a is positioned at the limit of the horseshoe branches, as shown in fig 3a.

Fig. 8a is a top view of the simplified view of a fifth wheel showing king pin 6a and wedge 18 latched in and locked in. Notice, in this embodiment there are multiple bolts 18a attached to wedge 18 and secured beneath the trailer, instead of the single pin 18 shown in Fig. 1.

Fig. 8 is an alternative embodiment installed on the truck showing plate 1 bolted to frame B via a seesaw 5b. Pin 5c penetrates through plate 1, allowing plate 1 to hinge on pin 5c. A spring 8aa is attached between the truck frame and front center of plate 1. Fig. 8 shows substantially the utilization of a fifth wheel’s parts to create an alternative implementation. In this alternative embodiment, the fifth wheel is separated into two parts, the top U shaped portion of the fifth wheel 5 a, attached to king pin 6a and wedged plate 18a by bolts 18a, securing the U shaped portion under the trailer. The bottom part for the fifth wheel, 5b, is situated under plate 1, so plate 1 can move up and down on the bottom portion of fifth wheel 5b. The pin 5c of the bottom portion of the fifth wheel 5b goes through plate 1 and allows plate 1 to seesaw on seesaw 5b where the pivot is defined by the fifth wheel pin 5c. Screw 3p secures pin 3a to plate 4. Inside a cavity in pin 3a there is a pin 5c bolted to the bottom of male bushing 2b. Around pin 5c there is a lower washer 13bb, spring 13a and upper washer 13bb. This set up is designed so that spring 13a will be compressed when plate 4 is being pushed up and the rest of the time, spring 13a will stretch and pull down pin 3a so plate 4 descends and rotates back into alignment with plate 1. So spring 13a in this embodiment, is an optional additional mechanism to help the trailer align back with the truck after turns.

SUBSTITUTE SHEET (RULE 26) Fig. 9 illustrates the inventive trailer coupling installed in multi trailer connections. In multi trailer connections, a subsequent trailer’s front sits on a dolly, which serves as the front wheels of the trailer. Conventionally, the dolly has the conventional fifth wheel installed to allow the trailer’s king pin to latch on to it. In this invention, on the dolly, instead of the conventional fifth wheel, we install the inventive trailer coupling, as described above, and add to the subsequent trailer’s front bottom wedged pin 18a behind the kingpin, as described in the various embodiments above. As shown in Fig. 9, a first trailer DI is coupled to the truck A via the inventive coupling described in this invention and illustrated in the above figures. A second trailer D2 is coupled to dolly 200 through the inventive trailer coupling as illustrated in the above figures and described in this invention. Dolly 200 is hooked by loop 32 to pin 33 on the rear of the first trailer DI. Dolly 200 is shown under the front wheels of the second trailer D2. The dolly 200 has a frame 200b with a bore at its rear to line up with the bore of the inventive plate 1 bolted to it. Over the bore in plate 1 is sloped male bushing 2b. Sloped horseshoe 19 (not drawn relative to pivot 3 a accurately) is provided on the front portion of plate 1. Plate 4 bottom has pin 3 a extending down from bushing 2a, such that pin 3 a fits through the bore on plate 1 and through the bore in the dolly frame 200b. Under the dolly, a pin fastening mechanism is provided, optionally with a compression spring, as described above. The front bottom of plate 4 has a roller mechanism 20 bolted to plate 4, oriented with the midline of the dolly. The top front of plate 4 has a fifth wheel 5 with a groove and an opening. Below the trailer, a plate 44 is installed having a front king pin 6a and a rear wedged pin 18a. When coupling trailer D2 to its dolly’s fifthwheel, a nut 18b, shown in Fig 1, secures the wedged pin 18a below the fifth wheel 5.

Fig. 10 shows an alternative embodiment where the trailer coupling mechanism is not an ordinary fifth wheel, but instead kingpin 6a and wedged pin 18a fit into corresponding openings in plate 4 and secured. Here plate 1 is not bolted directly to the truck frame, but rather bolted through a hinged base, such as seesaw 5b, as described above in Fig 8. Pin 3a is shown connected to bushing 2b, instead of bushing 2a, as an alternative. In this configuration, plate 1 pivots on pivot 3 a, such that the truck D still pivots relative to plate 4. This configuration gets rid of the fifth wheel, which is no longer needed under the trailer, since it is not desirable for the trailer to swivel right and left.

Fig. 11 illustrates the conventional truck trailer with conventional single kingpin during a tight turn into a narrow street, showing the truck’s rear wheels riding on the right side of the turn. This occurs as the trailer’s front is pulled by the centered conventional kingpin.

Fig. 12 shows the inventive truck, with intermediate plate 4, pivot pin 3/3a, trailer’s kingpin 6a and wedged pin 18a. During a turn, king pin 6a is ’’off center” from the truck’s

SUBSTITUTE SHEET (RULE 26) turning center, which is at pivot 3 a. The inventive mechanism allows the trailer to turn into tight streets without riding on the right curb.

Fig 13a isan illustration of a prototype with three rollers 20 on the horseshoe 19. Fig. 13b is an illustration of a prototype shown in Fig. 13a, showing bushings 2a/2b bolted to plates 4 and 1 respectively, with the roller(s) 20 seen behind the bushings, on the horseshoe 19. Fig. 13c is a side view of a single roller prototype, with plate 4 raised and turned relative to plate 1, and roller 20 is upslope on a branch of the horseshoe 19.

Fig. 14 shows a conventional truck and trailer with the novel sloped steer back horseshoe 19 and rollers 20 installed around the rearmost axle, (there are no additional plates 1 or 4) Notice, the conventional kingpin 6a is still pulling the front of the trailer as conventionally done. Fig. 15 shows a crate DD at the top of a subframe BB with at least one set of rear wheels coupled by an axle. It is to be understood that pin 3a, shown in the figure is as described above, but its constructs are not shown in this figure. So that subframe BB at the rear has a frame-bore along a median line in the direction perpendicular to the wheel axle, and a sloped male bushing with a lower-bore attached over the subframe BB bore. The subframe BB has a sloped horseshoe 19 whose median line is along the subframe BB median line, the horseshoe opening and sloping up to the rear of the trailer where the lower bushing 3a is attached. A top sloped female bushing (not shown) having a trailer-pin is attached under the trailer at the rear, along a median line perpendicular to the axel, the trailer pin fitting through the lower-bore of the lower male bushing and protruding under the subframe-bore. A fastening mechanism attaches to the bottom of the trailer-pin under the subframe-bore, as described in relation with previous figures. As an example, three rollers are shown centrally attached below the trailer, the center middle roller attached along the median line of the trailer, when the trailer is aligned with the truck. When the trailer is turned relative to the truck, the three rollers climb up on the horseshoe branch and the trailer is lifted. Three rollers 20 are seen off center on the horseshoe 19 as the trailer is turning, as seen in Fig. 15. When the trailer is pulled sideways by kingpin 6a, all the forces are being transferred to the pin 3a, which is in the rear of the subframe. Since the location of pin 3a is at the rear of the subframe, the pulling force is being transmitted to the subframe as a pushing force forwards. That force from the rear can't control the direction of the subframe. Substantially the primary force which controls the direction of the subframe is the inventive steerback mechanism which is in place as was described before. Yet, the tendency of the trailer is to pull to the side, causing a side friction between the front wheels and the road, which causes a side force on the subframe to stay in place relative to the trailer, against the steerback force. This results in the front of the sub frame exiting from underneath of the trailer and increasing the radius that the subframe makes relative to the front wheels turn radius. In this embodiment, the driver can have

SUBSTITUTE SHEET (RULE 26) a selector 140 (not shown) in the driver cabin coupled to a pneumatic actuator 9bb, such as a piston, that can control the position of the rear subframe. Note that the pneumatic actuator 9bb is mounted underneath the trail’s frame, positioned between hinge 9aa and hinge 9. In operation, when the trailer is turned relative to the subframe BB, the rollers 20 roll sideways from the center of the subframe BB, causing the subframe BB to exit from underneath of the trailer crate DD, protruding from the outside lines of the trailer. (Shown in Fig. 15) As a result of the configurations of this invention, this invention gives the driver the ability to make better sharper turns with the trailer while the driver turns the steering wheel as he would in a conventional use.

Notice that in conventional truck/trailer connections, the fifth wheel is the pivot point between the trailer and the truck. In this invention, the fifth wheel is not a pivot point. Also, notice that the conventional fifth wheel location and the novel fifth wheel location could be at substantially the same place, a distance F from the front of the trailer. This distance can be optimized to keep a proper and desirable weight distribution of the trailer on the truck. The location of the pivot point 3/3a can be optimized to maximize handling of the trailer as the truck turns, for example pivot 3/3 a can be in line with the rear wheels. In one exemplary embodiment, the dimensions of the horseshoe can be 80 inches from one branch outer edge (horseshoe heel) to the other branch outer edge. The horseshoe can be 60 inches from one inner branch edge to another inner branch edge. The horseshoe at the center (horseshoe toe) can be one inch tall and 3 inches tall at the edges of the horseshoe’s branches. The roller can be shaped like an elongated pipe.

Thus, the inventive methods and apparatus in one or more of its embodiments can have at least the following advantages: helping the truck driver steer the trailer during turns, make tighter turns, minimize the chance for jackknife, have better control over the trailer after stops and allow the trailer to steer back after turns.

Notice that some of the features presented in the different embodiments can be interchanged and combined. For example, the single roller of fig 2 or other multi roller mechanisms suggested can be paired with the different shaped horseshoes. Also, the different pin 18a insertion mechanism can be combined with any of the rollers and horseshoes, etc. Also, for conventional truck/trailers, there are alternative sloped steer back options, using a lower sloped surface to raise an upper sloped surface when the lower surface turns, as described in Fig. la. For example, in Fig. ID and IE, a novel fifth wheel 70 itself can have a V shaped female sloped upper surface. A V shaped male sloped surface 6bb can be attached underneath the trailer. As suggested in Fig. la, the male and female sloped surfaces will be in cradle position when the truck and trailer are aligned and as the bottom surface turns, the top surface would be lifted by the slopes. Alternatively, as seen in Fig. IF, a sloped male bushing can be the head of kingpin 6a SUBSTITUTE SHEET (RULE 26) and a sloped female bushing can be part of slot 6 of the fifth wheel 5, such that slot 6 receives kingpin 6a and the female bushing in slot 6 cradles the male bushing head of king pin 6a. Alternatively, the female bushing can be installed in a separate plate bolted over fifth wheel 5, where the bore of the female bushing is over groove 6. As fifth wheel 5 turns, the female bushing in slot 6, or over slot 6, pushes up the male bushing head of pin 6a.

The subject disclosure has been described with reference to specific aspects. It is to be understood that this description and illustration are by way of example and not by way of limitation. Potential modifications and alterations will occur to others upon a reading and understanding of the subject disclosure, and it is understood that the invention includes all such modifications, alterations, and equivalents.

SUBSTITUTE SHEET (RULE 26)