U.S. patent application number 12/459578 was filed with the patent office on 2009-11-05 for dual lane multi-axle transport vehicle.
This patent application is currently assigned to American Heavy Moving and Rigging, Inc.. Invention is credited to Earl R. Sutton.
Application Number | 20090273159 12/459578 |
Document ID | / |
Family ID | 41256606 |
Filed Date | 2009-11-05 |
United States Patent
Application |
20090273159 |
Kind Code |
A1 |
Sutton; Earl R. |
November 5, 2009 |
Dual lane multi-axle transport vehicle
Abstract
A dual lane, multi-axle transport vehicle for moving heavy loads
includes a forward module mounted on a plurality of axles and a
rearward module mounted on a plurality of axles. The forward module
is mechanically connected to the rearward module for providing a
dual lane transport body. The forward module and the rearward
module of the transport body each have a single central spine
wherein the axles of both the forward module and the rearward
module are each attached to the corresponding single central spine.
The axles of both the forward module and the rearward module have
an axle spacing of at least six feet. A hydraulic suspension is
provided for dynamically stabilizing the axles for reducing axle
yaw. An axle steering system having a plurality of steering rods
controls the position of the axles of both the forward module and
the rearward module.
Inventors: |
Sutton; Earl R.; (Chino,
CA) |
Correspondence
Address: |
JOHN S. CHRISTOPHER, ESQ.
1237 22ND STREET, UNIT #4
SANTA MONICA
CA
90404-1325
US
|
Assignee: |
American Heavy Moving and Rigging,
Inc.
Chino
CA
|
Family ID: |
41256606 |
Appl. No.: |
12/459578 |
Filed: |
July 3, 2009 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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11800361 |
May 5, 2007 |
|
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12459578 |
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Current U.S.
Class: |
280/419 ;
280/124.157; 280/781 |
Current CPC
Class: |
B60G 2200/445 20130101;
B60G 11/265 20130101; B62D 63/068 20130101; B60G 2200/44 20130101;
B62D 13/00 20130101; B60G 2200/132 20130101; B60G 2300/36 20130101;
B60G 3/06 20130101; B60G 2300/04 20130101; B62D 13/005 20130101;
B60G 2300/37 20130101; B62D 53/00 20130101 |
Class at
Publication: |
280/419 ;
280/781; 280/124.157 |
International
Class: |
B62D 12/00 20060101
B62D012/00; B62D 21/00 20060101 B62D021/00; B60G 9/00 20060101
B60G009/00 |
Claims
1. A dual lane, multi-axle transport vehicle comprising: a forward
module mounted on a plurality of axles; a rearward module mounted
on a plurality of axles; means for mechanically connecting said
forward module to said rearward module for providing a dual lane
transport body; said forward module and said rearward module of
said transport body each having a single central spine wherein said
axles of said forward module and said axles of said rearward module
each being respectively attached to said corresponding single
central spine, said axles of said forward module and said axles of
said rearward module having an axle spacing of at least six feet
and a hydraulic suspension for dynamically stabilizing said axles
for reducing axle yaw; and an axle steering system having a
plurality of steering rods for controlling the position of said
axles of said forward module and said axles of said rearward
module.
2. The multi-axle transport vehicle of claim 1 further including a
draw bar operated by a forward prime mover.
3. The multi-axle transport vehicle of claim 1 further including an
automatic power steering system located within said forward module
for controlling the steering angle of said axles of said forward
module.
4. The multi-axle transport vehicle of claim 1 further including an
automatic power steering system comprising a telescoping steering
strut in combination with a power steering valve responsive to the
position of a draw bar for controlling the steering angle of said
axles of said forward module.
5. The multi-axle transport vehicle of claim 1 wherein said means
for mechanically connecting said forward module to said rearward
module is a transport frame comprising a pair of transport carrying
beams.
6. The multi-axle transport vehicle of claim 5 wherein said pair of
transport carrying beams are mechanically separable for capturing
and releasing a transported load.
7. The multi-axle transport vehicle of claim 1 wherein said
steering rods of said axle steering system are positioned at a
height no greater than the height of said single central spine of
said forward module and said single center spine of said rearward
module for providing a load carrying surface.
8. The multi-axle transport vehicle of claim 1 wherein said axles
of said forward module and said axles of said rearward module are
removably attached to said corresponding single central spine.
9. The multi-axle transport vehicle of claim 1 wherein said axles
of said forward module and said axles of said rearward module each
having an axle spacing of nine feet.
10. The multi-axle transport vehicle of claim 1 wherein said axles
of said forward module and said axles of said rearward module each
having a length of seven feet.
11. The multi-axle transport vehicle of claim 1 wherein said
steering rods of said axle steering system comprise a plurality of
side steering rods.
12. The multi-axle transport vehicle of claim 1 wherein said dual
lane transport body is at least eighteen feet in width.
13. The multi-axle transport vehicle of claim 1 wherein said dual
lane transport body travels at highway speeds to thirty-five miles
per hour.
14. The multi-axle transport vehicle of claim 1 further including a
forward main turn table and a rearward main turn table mounted on
said single central spine of said forward module and on said single
central spine of said rearward module, respectively, for point
loading and steering control.
15. The multi-axle transport vehicle of claim 1 wherein said dual
lane transport body is maneuverable in both the forward direction
and the reverse direction.
16. The multi-axle transport vehicle of claim 1 wherein said
hydraulic suspension comprises a pair of arms pivotally connected
to an axle linkage member, and said axle linkage member pivotally
connected to a corresponding one of said axles.
17. The multi-axle transport vehicle of claim 1 wherein said
hydraulic suspension comprises a plurality of fluid activated
cylinders, each fluid activated cylinder pivotally connected
between a structure of said suspension and a corresponding axle
linkage member for dynamically stabilizing said axles.
18. The multi-axle transport vehicle of claim 1 further comprising
a self steering caster suspension system including an axle spaced
from a vertical axis passing through said caster suspension system,
said axle spaced by an amount sufficient to cause said axle to
caster about said vertical axis and to move into alignment with the
direction of travel of the transport vehicle when said transport
vehicle is moved.
19. A dual lane, multi-axle transport vehicle comprising: a forward
module mounted on a plurality of axles; a rearward module mounted
on a plurality of axles; means for mechanically connecting said
forward module to said rearward module for providing a dual lane
transport body; said axles of said forward module and said axles of
said rearward module having an axle spacing of at least six feet
and a hydraulic suspension for dynamically stabilizing said axles
for reducing axle yaw; and an axle steering system having a
plurality of steering rods for controlling the position of said
axles of said forward module and said axles of said rearward
module.
20. A dual lane, multi-axle transport vehicle comprising: a forward
module mounted on a plurality of axles; a rearward module mounted
on a plurality of axles; means for mechanically connecting said
forward module to said rearward module for providing a dual lane
transport body; said axles of said forward module and said axles of
said rearward module having an axle spacing of at least six feet
and a hydraulic suspension comprising at least a first arm in
combination with at least a first fluid activated cylinder
communicating with an axle linkage member, for dynamically
stabilizing said axles for reducing axle yaw; and an axle steering
system having a plurality of steering rods for controlling the
position of said axles of said forward module and said axles of
said rearward module.
21. A dual lane, multi-axle transport vehicle comprising: a forward
module mounted on a plurality of axles; a rearward module mounted
on a plurality of axles; means for mechanically connecting said
forward module to said rearward module for providing a dual lane
transport body; said axles of said forward module and said axles of
said rearward module having an axle spacing of at least six feet
and a hydraulic suspension comprising first and second spaced apart
arms each communicating with an axle linkage member, for
dynamically stabilizing said axles for reducing axle yaw; and an
axle steering system having a plurality of steering rods for
controlling the position of said axles of said forward module and
said axles of said rearward module.
Description
CROSS REFERENCE TO RELATED APPLICATION
[0001] This patent application is a continuation-in-part
application under 37 C.F.R. Section 1.53(b)(2) of co-pending patent
application having Ser. No. 11/800,361 filed May 5, 2007 and claims
priority therefrom, which in turn claims the filing benefit under
35 U.S.C. Section 119(e) of U.S. Provisional Patent Application No.
60/383,554 filed May 24, 2002, each of which is incorporated herein
by reference.
BACKGROUND OF THE INVENTION
[0002] 1. Technical Field
[0003] The present invention pertains generally to multi-axle
transport vehicles for moving heavy loads, and more particularly to
a dual lane multi-axle transport vehicle.
[0004] 2. Background Art
[0005] Heavy hauling vehicles for moving transformers, cranes,
boats, industrial equipment, and other heavy objects are well known
in the art. An example of such a vehicle is disclosed in U.S. Pat.
No. 4,943,078 which discloses a heavy load hauler for traveling on
conventional roadways for moving heavy construction equipment such
as cranes or the like from one work site to another. The hauler
includes a front tractor drawn carriage, a rear carriage, and a
load unit disposed between and carried by the carriages. The front
carriage is supported upon a multiplicity of independent wheel and
axle units. There is a first fifth wheel coupling at the leading
end of the front carriage for connecting to the fifth wheel
coupling of a tractor. A second fifth wheel coupling is spaced
rearwardly on the front carriage.
[0006] The load carrying rear carriage is also supported upon a
multiplicity of independent wheel and axle units. There is a fifth
wheel coupling intermediate the leading and trailing ends of the
rear carriage. The load unit has forwardly and rearwardly
projecting goosenecks. Each gooseneck has a fifth wheel coupling.
The fifth wheel coupling located on the forwardly projecting
gooseneck connects to the fifth wheel coupling on the front
carriage. The fifth wheel coupling located on the rearwardly
projecting gooseneck connects to the fifth wheel coupling on the
rear carriage. The load unit may be either the crane itself or a
flatbed upon which the crane is carried. At least some of the
independent wheel and axle units are steerably mounted on their
carriages. Each wheel and axle unit has its wheels supported by a
hydraulic suspension. Hydraulic circuitry interconnects all of the
suspensions so as to equally distribute the load among all of the
wheel units. Steering of the independent wheel and axle units is
interphased for the front and rear carriages by a pair of
operatively associated interrelated in-line valve cylinder units.
FIG. 12A of U.S. Pat. No. 4,943,078 shows a valve 718 used in a
power steering system which is coupled to a connecting link
703.
[0007] Other heavy hauling vehicles are sold by Goldhofer
Fahrzeugwerk G.m.b.H. of Memmingen, Germany; Nicolas of Champs Sur
Yonne, France; and Talbert of Rensselaer, Ind. Further, heavy
hauling services utilizing heavy hauling vehicles are shown in
advertising by Jake's Crane, Rigging & Transport International
of Las Vegas, Nev. Traditionally, these heavy haul transport
vehicles of the prior art occupy two lanes of the highway and move
at very slow speeds such as five miles per hour because of
limitations in the equipment. Many of the traditional wide axle
heavy transport vehicle systems of the prior art are difficult to
control and are virtually impossible to move in the reverse
direction. These traditional heavy transport vehicle systems
require many manual steering adjustments during travel that are
both difficult to complete and inefficient. Any necessary turns
other than minor turns may require the stopping of the transport
vehicle and manually turning the wheel axles. Further, variations
in the road surface such as dips, holes, and slants may break
equipment if higher speeds are attempted.
[0008] While these traditional heavy transport vehicle systems are
designed to meet the requirements of the Vehicle and Transportation
Codes of many states regarding axle spacing, in general, they have
not had either an automatic steering system or the ability to
travel at high speeds. The heavy transport vehicle systems
disclosed by the prior art that currently do have automatic
steering have neither the overall width nor the axle spacing
required for optimum heavy transport in many states such as the
State of California. In some traditional heavy transport vehicle
systems, the movement of a front tow bar causes a corresponding
movement in the front wheels of the front dolly about a pivot.
However, the rear wheels of the dollies do not steer. The rear
dollies are not connected to the steering of the front dolly and
must be steered manually by pushing or pulling on the steering arm
link as the vehicle moves slowly forward. Finally, these
traditional heavy transport vehicle systems must be completely
disassembled for transport between job locations.
[0009] Improved systems having a plurality of modules joined by a
mechanically connected, load bearing means that form a dual lane
transport body, including a single central spine extending through
the modules, and having an automatic power steering system for
controlling the steering angle of a plurality of axles, an axle
steering system for providing all axle steering at any speed, and a
suspension system that responds rapidly to the varying road
conditions imposed by higher speeds would greatly reduce the time
and effort to transport a payload.
DISCLOSURE OF THE INVENTION
[0010] The present invention is directed to a dual lane multi-axle
transport vehicle for moving heavy loads. The transport vehicle is
employed to transport extremely heavy loads such as large
industrial equipment "on-road" over highways typically during
non-peak travel times. The inventive transport vehicle occupies two
adjacent highway lanes when traveling and typically includes at
least a pair of transport modules that are mechanically connected
by a load bearing means for providing a high speed, dual lane
transport body. The transport vehicle is capable of carrying a
payload on both the load bearing means and on each of the transport
modules. Further, the transport vehicle is capable of speeds up to
35 miles per hour when carrying a full payload. Such speeds improve
the utility of the transport vehicle.
[0011] In accordance with a preferred embodiment of the invention,
the dual lane, multi-axle transport vehicle of the present
invention includes a forward module pulled by a forward prime mover
with a draw bar and a rearward module pushed by a pair of rearward
prime movers with driver push rods. The forward module is mounted
on a plurality of axles while the rearward module is also mounted
on a plurality of axles, each to enable movement of the respective
module. In accordance with the preferred embodiment of the present
invention, the axles are arranged or configured as dollies in sets
of two, that is, two axles per dolly. However, it should be
understood that the present invention is not intended to be limited
to this axle configuration. The forward module is mechanically
connected to the rearward module to provide the high speed, dual
lane transport body. In a preferred embodiment, the means for
connecting the forward module to the rearward module is a transport
frame having a pair of transport carrying beams associated
therewith. The transport frame comprised of the pair of transport
carrying beams is utilized to carry the payload from a starting
location to a destination.
[0012] The forward module and the rearward module of the high
speed, dual lane transport body each include a single central
spine. Consequently, the transport vehicle includes a single
central spine of the forward module and a separate single central
spine of the rearward module, each functioning as a backbone of the
respective module of the transport vehicle. Each of the forward
dollies associated with the forward module can be removably
attached to the single central spine of the forward module.
Likewise, each of the rearward dollies associated with the rearward
module can also be removably attached to the single central spine
of the rearward module. The axles associated with the forward
dollies and the axles associated with the rearward dollies can be
removably connected to the respective single central spine of the
forward module and the rearward module by a connector to facilitate
ready disassembly. The width of the transport vehicle can be
modified by utilizing connectors of varying widths to accommodate
road conditions and/or government regulations.
[0013] Furthermore, both the forward dollies and the rearward
dollies each include a plurality of axles wherein the axle spacing
between parallel axles of the same dolly is at least six feet, and
more particularly nine feet to carry the maximum load permitted by
the state highway transportation regulatory agency. In particular,
in the State of California, the state highway transportation
regulatory agency is known as the California Department of
Transportation or CalTrans. A hydraulic suspension system is also
employed for dynamically stabilizing the transport vehicle.
Finally, an axle steering system is included that comprises a
plurality of steering rods for controlling the position of the
axles of the forward dollies and the rearward dollies during
movement of the transport vehicle.
[0014] The multi-axle transport vehicle further includes an
automatic power steering system positioned within the forward
module for steering the forward module of the transport vehicle.
The automatic power steering system includes a variable length
strut which cooperates with a power steering valve that functions
as a hydraulic control unit. The length of the variable length
strut changes as a function of the draw bar position. This length
variation is mechanically coupled to the power steering valve
which, in turn, controls the hydraulics of the automatic power
steering system and also the position of a pair of front hydraulic
cylinders and a pair of rear hydraulic cylinders of the forward
module. The front hydraulic cylinders control the position of a
pair of forward V-shaped steering rods via a forward steering
crank. The forward V-shaped steering rods function to control the
position of the front axles of the forward module. The rear
hydraulic cylinders control the position of a pair of rearward
V-shaped steering rods via a rearward steering crank. The rearward
V-shaped steering rods function to control the position of the rear
axles of the forward module which are always opposite to the
position of the front axles of the forward module during a turning
maneuver. The axle steering rods of the axle steering system then
cooperate with the forward V-shaped steering rods for controlling
the position of the remaining axles of the forward module. The
axles of the rearward module are controlled in a similar manner by
an operator controlled steering wheel located in a steering cab.
Mechanical steering of the transport vehicle continues to be
permitted even in the event of failure of the automatic power
steering system without placing mechanical stress upon the power
steering valve.
[0015] The hydraulic suspension system of the transport vehicle
serves to dynamically stabilize the axles of the dual lane
transport body and tends to resist axle yaw. The suspension system
for the multi-axle transport vehicle is utilized to move heavy
loads and includes two fluid activated cylinders and two spaced
apart arms for each wheel and axle set. The hydraulic suspension
system thus enables the transport vehicle to be raised and lowered
with respect to the roadway. The suspension system mechanically
stabilizes the axles with respect to the transport vehicle thereby
reducing axle yaw. Axle yaw is typically characterized by the
intermittent vibration of the respective wheel and axle set
typically caused by the deterioration of the road surface.
Consequently, reducing axle yaw facilitates higher transport
speeds.
[0016] The structure of the suspension system is connected to the
axle of each wheel and axle set by an axle linkage member which is
connected to the two spaced-apart arms at four different pivotal or
attachment locations. This four-point connection stabilizes the
axle linkage member and substantially reduces any tendency of the
axle to yaw when exposed to road induced forces. It is important to
note that the suspension system employs the two fluid activated
cylinders rather than the conventional single cylinder. This
feature allows the use of smaller diameter fluid activated
cylinders for a given system pressure. The cylinders are mounted on
the outside of the suspension system for ease of maintenance. In
accordance with an aspect of the invention, when the transport
vehicle is traveling on a roadway, the connection of a first
attachment station to a third attachment station, the connection of
a second attachment station to a fourth attachment station, and the
connection of the two fluid activated cylinders between the
structure of the suspension system and the axle linkage member
combine to reduce yaw of the axle.
[0017] The present invention is generally directed to a dual lane,
multi-axle transport vehicle for use in moving heavy loads
including a forward module mounted on a plurality of axles and a
rearward module mounted on a plurality of axles. The forward module
is mechanically connected to the rearward module for providing a
dual lane transport body. The forward module and the rearward
module of the transport body each have a single central spine
wherein each of the axles of the forward module and each of the
axles of the rearward module are respectively attached to the
corresponding single central spine. The axles of the forward module
and the axles of the rearward module have an axle spacing of at
least six feet. A hydraulic suspension is provided for dynamically
stabilizing the axles for reducing axle yaw. An axle steering
system having a plurality of steering rods controls the position of
the axles of the forward module and the axles of the rearward
module.
[0018] An additional aspect of the dual lane, multi-axle transport
vehicle for moving heavy loads of the present invention includes a
self-steering caster suspension system. The caster suspension
system is utilized for moving ultra heavy loads and also includes
the two fluid activated cylinders and the two spaced apart arms for
each wheel and axle set of each dolly. The caster suspension system
allows the transport vehicle to be raised and lowered with respect
to the roadway. The caster suspension system also mechanically
stabilizes the axles with respect to the transport vehicle thereby
reducing the axle yaw and allowing for higher transport speeds. As
the transport vehicle moves, the suspension system casters into
alignment with the direction of travel of the transport vehicle.
The caster suspension system includes a structure pivotable about a
first axis where the structure has a first attachment station
spaced apart from a second attachment station. An axle is disposed
along a second axis perpendicular to the first axis. The second
axis is spaced from the first axis by an amount sufficient to cause
the axle and the second axis to caster about the first axis and
move into alignment with the direction of travel of the transport
vehicle when the transport vehicle is moved. An axle linkage member
has a third attachment station spaced apart from a fourth
attachment station. The third attachment station of the axle
linkage member is pivotally connected to the first attachment
station of the structure. The fourth attachment station of the axle
linkage member is pivotally connected to the second attachment
station of the structure. The axle linkage member is pivotable
about a third axis which is parallel to the second axis. Finally,
the axle is pivotally connected to the axle linkage member, and the
axle is pivotable about a fourth axis perpendicular to the first,
second and third axes.
[0019] These and other objects and advantages of the present
invention will become apparent from the following more detailed
description, taken in conjunction with the accompanying drawings
which illustrate, by way of example, the principles of the
invention.
BRIEF DESCRIPTION OF THE DRAWINGS
[0020] FIG. 1 is a left side perspective view of a dual lane,
multi-axle transport vehicle of the present invention showing
forward and rearward prime movers, forward and rearward modules and
a transport frame positioned there between for transporting heavy
loads.
[0021] FIG. 2 is a top plan view of the forward prime mover and the
forward module of the transport vehicle of FIG. 1 showing the
forward dollies removably attached to the single central spine of
said forward module and a system for steering.
[0022] FIG. 3 is an enlarged view of circled area 3 of FIG. 2 of
the transport vehicle of FIG. 1 showing a draw bar and the system
for controlling the steering of the forward module.
[0023] FIG. 4 is an enlarged view of circled area 4 of FIG. 3 of
the transport vehicle of FIG. 1 showing the hydraulic system that
controls the steering of the forward module.
[0024] FIG. 5 is a top plan view of the forward prime mover and the
forward module of the transport vehicle of FIG. 1 turning in the
left direction and showing the positions of a plurality of steering
rods.
[0025] FIG. 6 is an enlarged view of circled area 6 of FIG. 5 of
the transport vehicle of FIG. 1 showing the position of steering
rods and dollies of the forward module during a left turn.
[0026] FIG. 7 is an enlarged view of a power steering valve
positioned across a variable length strut utilized for steering the
transport vehicle in accordance with the present invention.
[0027] FIG. 8 is a perspective view of the forward prime mover
showing a draw bar utilized to tow the transport vehicle shown in
FIG. 1 of the present invention.
[0028] FIG. 9 is a perspective view of the draw bar connected to
the forward module of the transport vehicle of FIG. 1 and showing
the power steering valve and variable length strut of an automatic
power steering unit.
[0029] FIG. 10 is a fragmentary perspective view of the forward
module of FIG. 1 showing the draw bar, the components of the
automatic power steering unit and the single central spine of the
forward module.
[0030] FIG. 11 is a perspective view showing the structure of the
automatic power steering unit of the forward module of the
transport vehicle of FIG. 1 including a pair of push-pull pistons
and a pair of V-shaped steering rods.
[0031] FIG. 12 is a perspective view of the rear portion of the
forward module of the transport vehicle of FIG. 1 showing a forward
main turn table mounted on the single central spine of the forward
module for point loading.
[0032] FIG. 13 is an alternative perspective view of the rear
portion of the forward module of the transport vehicle of FIG. 1
showing the forward main turn table mounted on the single central
spine of the forward module for point loading.
[0033] FIG. 14 is a side perspective view of the forward module of
the transport vehicle of FIG. 1 showing the hydraulic axle
suspension system and the side steering rods of the present
invention.
[0034] FIG. 15 is a perspective view of the rear portion of the
forward module of the transport vehicle of FIG. 1 showing
additional structure of the automatic power steering unit including
a pair of push-pull pistons and a pair of V-shaped steering
rods.
[0035] FIG. 16 is a perspective view of a hydraulic control station
located on the forward module of the transport vehicle of FIG.
1.
[0036] FIG. 17 is a front elevation view of a hydraulic axle
suspension system of the transport vehicle of FIG. 1 in accordance
with the present invention.
[0037] FIG. 18 is a side elevation view of the hydraulic axle
suspension system of FIG. 1 of the present invention.
[0038] FIG. 19 is a rear elevation view of the hydraulic axle
suspension system of FIG. 1 of the present invention.
[0039] FIG. 20 is a front elevation view of the hydraulic axle
suspension system of FIG. 1 with an axle rotated in a clockwise
direction.
[0040] FIG. 21 is a front elevation view of the hydraulic axle
suspension system of FIG. 1 with the axle rotated in a
counter-clockwise direction.
[0041] FIG. 22A is a side elevation view of the hydraulic axle
suspension system of FIG. 1 in a fully retracted position.
[0042] FIG. 22B is a side elevation view of the hydraulic axle
suspension system of FIG. 1 in a mid-stroke position.
[0043] FIG. 22C is a side elevation view of the hydraulic axle
suspension system of FIG. 1 in a fully extended position.
[0044] FIG. 23 is a side elevation view of the hydraulic axle
suspension system of FIG. 1 when the tires encounter a pothole.
[0045] FIG. 24 is a side elevation view of the hydraulic axle
suspension system of FIG. 1 when the encounter a bump.
[0046] FIG. 25 is a simplified bottom plan view of the axle linkage
member of the hydraulic axle suspension system of FIG. 1.
[0047] FIG. 26 is a front elevation view of a modified hydraulic
axle suspension system of the transport vehicle of FIG. 1
incorporating a cross bar positioned over the pair of arms or knees
for providing additional structure support.
[0048] FIG. 27 is a side elevation view of a caster embodiment of
the hydraulic axle suspension system of FIG. 1.
[0049] FIG. 28 is a partial perspective view of the transport frame
of the transport vehicle of FIG. 1 showing a pair of transport
carrying beams that comprise the load bearing section.
[0050] FIG. 29 is another partial perspective view of the transport
frame of FIG. 1 showing cylindrical support stanchions, support
beams and suspension rods used in securing a payload to the
transport carrying beams.
[0051] FIG. 30 is a perspective view of a forward section of the
transport frame of the transport vehicle of FIG. 1 showing the pair
of the transport carrying beams.
[0052] FIG. 31 is a perspective view of a rearward section of the
transport frame of the transport vehicle of FIG. 1 showing the pair
of the transport carrying beams.
[0053] FIG. 32 is a top plan view of the transport frame of FIG. 1
showing a pair of support beams for supporting a payload, a
plurality of cylindrical stanchions for positioning the transport
carrying beams to support the weight of the payload, and the
separation point of the pair of transport carrying beams.
[0054] FIG. 33 is a perspective view of the rearward section of the
transport frame of FIG. 1 showing a rearward main turn table
mounted on the single central spine of the rearward module for
point loading.
[0055] FIG. 34 is a rear perspective view of twin steering cabs
mounted on the rearward main turn table of the transport vehicle of
FIG. 1 for controlling and steering the rearward module.
[0056] FIG. 35 is a perspective view of the rearward prime movers
including driver push rods employed to drive the transport vehicle
of FIG. 1.
[0057] FIG. 36 is a simplified fragmented top plan view of a set of
dollies removably attached with connectors to one of the single
central spines of the transport vehicle of FIG. 1.
[0058] FIG. 37 is an enlarged top plan view of area 37 of FIG. 36
of the connector positioned between the dolly and the single
central spine of the transport vehicle of FIG. 1.
[0059] FIG. 38 is an enlarged side elevation view of the connector
shown in FIG. 37 illustrating four attachment pins for securing the
connector to the dolly and the single central spine of FIG. 1.
DETAILED DESCRIPTION OF THE INVENTION
[0060] The present invention is directed to a dual lane multi-axle
transport vehicle 100 for moving heavy loads such as large
industrial equipment weighing hundreds of thousands of pounds. The
heavy loads are moved "on-road" over public highways typically
during non-peak travel times and often with a police escort. The
inventive multi-axle transport vehicle 100 occupies two adjacent
highway lanes during the moving operation and typically includes at
least a pair of transport modules including a forward module 102
and a rearward module 104 that are mechanically connected by a load
bearing means 106 for providing a unitary constructed, high speed,
dual lane transport body 108. The transport vehicle 100 is capable
of carrying a payload 110 on both the load bearing means 106 and on
each of the transport modules 102 and 104 as shown in FIG. 1.
Further, the transport vehicle 100 is capable of highway speeds of
thirty-five miles per hour when carrying the payload 110.
[0061] The following paragraphs set out an overview of the dual
lane, multi-axle transport vehicle 100 as shown in FIG. 1.
Subsequent paragraphs disclose the individual subsystems shown in
FIGS. 2-38 of the present invention in greater detail. Some general
definitions of terms as used in this disclosure include the
following. The term "off-road" refers to a transport vehicle of the
prior art that is not operated on highways and in which the total
vehicle weight limit is not regulated by the state. The weight
limit is determined by the physical capability of the "off road"
vehicle. The term "on-road" indicates that the transport vehicle is
authorized to travel on highways and over bridges of the state and
that the weight limit is regulated. The weight limit is typically
determined by the number and spacing of the axles of the transport
vehicle. The term "high speed" as used herein means that the
transport vehicle is capable of traveling speeds of 35 miles per
hour when carrying a full payload 110 (and capable of traveling at
even higher speeds when not carrying the payload 110). The term
"dual lane" vehicle is defined as a transport vehicle that exhibits
a width sufficient to occupy two adjacent highway lanes, wherein
the transport vehicle is typically within the range of 18'-to-20'.
The term "multi-axle" vehicle refers to a vehicle having multiple
parallel rows of axles. In the present embodiment, the axle spacing
between parallel axles is 9' 0'', and the overall length of each
axle from the outer wheel on one end of the axle to the outer wheel
on the opposite end of the same axle is 7' 0''. It is further noted
that the term "lightweight" as it relates to the transport vehicle
100 is intended to convey that the components are generally
designed to reduce the overall weight of the transport vehicle.
This objective is accomplished by (1) using less steel construction
material in the fabrication process by eliminating the box frame
structure used in the prior art, and (2) ensuring that most
structural components of the transport vehicle 100 are, in general,
fabricated from a lighter weight material than is typically used by
transport fabricators of the prior art.
[0062] In accordance with a preferred embodiment of the present
invention as illustrated in FIG. 1, the forward module 102 of the
dual lane, multi-axle transport vehicle 100 is pulled by a forward
prime mover 112 via a draw bar 114 (see FIG. 8). Likewise, the
rearward module 104 is pushed by a pair of rearward prime movers
116 by utilizing a pair of driver push rods 118 (see FIG. 35). The
forward module 102 is mounted on a plurality of axles 136 while the
rearward module 104 is also mounted on a plurality of axles 136. In
accordance with the preferred embodiment of the present invention,
the axles 136 are arranged or configured in sets of two as forward
dollies 120 and rearward dollies 122. That is, there are two axles
136 per forward dolly 120 and there are two axles 136 per rearward
dolly 122. In effect, in the preferred embodiment, each of the
forward dollies 120 is comprised of two axles 136 and each of the
rearward dollies 122 is comprised of two axles 136 as shown in FIG.
1. However, it should be understood that the present invention is
not intended to be limited to any particular axle configuration.
Each of the forward dollies 120 and the rearward dollies 122 enable
the movement of the forward module 102 and the rearward module 104,
respectively, as is clearly shown in FIG. 1.
[0063] The forward module 102 is mechanically connected to the
rearward module 104 to provide unitary construction to the high
speed, dual lane transport body 108. In the preferred embodiment,
the mechanical means for connecting the forward module 102 to the
rearward module 104 is a transport frame 124 (see FIG. 1) having a
pair of transport carrying beams 126 associated therewith (see
FIGS. 30, 31 and 32). The transport frame 124 comprised of the pair
of transport carrying beams 126 is employed to carry the payload
110 from a starting location to a destination, such as from one
work site to another. It is noted that the load carrying means 106
can include transport components other than the transport frame 124
utilized in the unitary constructed, dual lane transport body 108
of the present invention. For example, the load carrying means 106
could include a flat bed section (not shown) in combination with a
connection means such as a conventional gooseneck apparatus (not
shown) employed to carry the payload 110.
[0064] One of the novel features of the present invention is that
the forward module 102 and the rearward module 104 of the high
speed, dual lane transport body 108 shown in FIG. 1 each include a
single central spine. Consequently, the multi-axle transport
vehicle 100 includes a first single central spine 130 of the
forward module 102 and a second single central spine 132 of the
rearward module 104. Each of the first single central spine 130 and
the second single central spine 132 function as a backbone of the
respective module of the transport vehicle 100. Additionally, each
of the forward dollies 120 associated with the forward module 102
can be removably attached to the first single central spine 130 of
the forward module 102. Likewise, each of the rearward dollies 122
associated with the rearward module 104 can also be removably
attached to the second single central spine 132 of the rearward
module 104. In particular, the axles 136 of the forward dollies 120
and the axles 136 of the rearward dollies 122 can be removably
connected to the respective single central spines, specifically,
the first single central spine 130 of the forward module 102 and
the second single central spine 132 of the rearward module 104, by
a connector 134. This connector 134 facilitates ready disassembly
of the particular dolly from the respective single central spine as
shown in FIG. 36. The overall width of the multi-axle transport
vehicle 100 can be modified by using connectors 134 of varying
widths (see FIG. 37) to accommodate road conditions and/or
government regulations.
[0065] Furthermore, both the forward dollies 120 and the rearward
dollies 122 are each comprised of the plurality of axles 136 (see
FIGS. 2, 10 and 17) wherein the axle spacing between parallel axles
of the same dolly is at least six feet, and more particularly nine
feet to carry the maximum weight load on the highway surface
permitted by the state highway transportation regulatory agency. In
the State of California, the state highway transportation
regulatory agency is the California Department of Transportation or
"CalTrans". A hydraulic suspension system 138 is also employed for
dynamically stabilizing the transport vehicle 100 as shown in FIGS.
17-25. Additionally, an axle steering system 140 shown in FIGS. 2,
5 and 6 is included that comprises a plurality of axle steering
rods 142 for controlling the position of the axles 136 comprising
the forward dollies 120 and the rearward dollies 122 during
movement of the transport vehicle 100.
[0066] The multi-axle transport vehicle 100 further includes an
automatic power steering system 144 positioned within the forward
module 102 for steering the forward module 102 of the transport
vehicle 100 as shown in FIGS. 3, 4, and 9-11. In general, the
automatic power steering system 144 includes a variable length
strut 146 which cooperates with a power steering valve 148 that
functions as a hydraulic control unit. The length of the variable
length strut 146 changes as a function of the position of the draw
bar 114. This length variation is mechanically coupled to the power
steering valve 148 which, in turn, controls the hydraulics of the
automatic power steering system 144 and also the position of a pair
of front hydraulic cylinders 150 and a pair of rear hydraulic
cylinders 152 of the forward module 102. The front hydraulic
cylinders 150 control the position of a pair of forward V-shaped
steering rods 154 via a forward steering crank 156. The forward
V-shaped steering rods 154 function to control the position of the
front axles 157 (of the plurality of axles 136) of the forward
module 102. The rear hydraulic cylinders 152 control the position
of a pair of rearward V-shaped steering rods 158 via a rearward
steering crank 160. The rearward V-shaped steering rods 158
function to control the position of the rear axles 162 (of the
plurality of axles 136) of the forward module 102. It is noted that
the rear axles 162 of the forward module 102 are always opposed to
the position of the front axles 157 of the forward module 102
during a turning maneuver as shown in FIG. 5. The axle steering
rods 142 of the axle steering system 140 then cooperate with the
forward V-shaped steering rods 154 for controlling the position of
the remaining axles 136 of the forward module 102. The axles 136 of
the rearward module 104 are controlled in a similar manner by an
operator controlled steering wheel 164 located in a steering cab
166 as shown in FIG. 33. Mechanical steering of the transport
vehicle 100 continues to be permitted even in the event of failure
of the automatic power steering system 144 without placing
mechanical stress upon the power steering valve 148.
[0067] The hydraulic suspension system 138 of the multi-axle
transport vehicle 100 serves to dynamically stabilize the axles 136
of conventional wheel sets of the high speed, dual lane transport
body 108 and tends to resist axle yaw. The hydraulic suspension
system 138 for the multi-axle transport vehicle 100 is utilized to
move heavy loads and includes at least one fluid activated cylinder
and a first spaced apart arm 171 and a second spaced apart arm 172
for each wheel and axle set of both the forward dollies 120 and the
rearward dollies 122. In a preferred embodiment, there is a first
fluid activated cylinder 169 and a second fluid activated cylinder
170. The first fluid activated cylinder 169 and the second fluid
activated cylinder 170 are each spaced outboard of the first spaced
apart arm 171 and the second spaced apart arm 172, respectively, as
shown in FIG. 17. The hydraulic suspension system 138 thus enables
the transport vehicle 100 to be raised and lowered with respect to
the roadway. The suspension system 138 mechanically stabilizes the
axles 136 with respect to the transport vehicle 100 thereby
reducing axle yaw. Axle yaw is typically characterized by the
intermittent vibration of the respective wheel and axle sets of a
dolly typically caused by the deterioration of the road surface.
Consequently, reducing axle yaw tends to facilitate higher speeds
of the transport vehicle 100.
[0068] The structure 168 of the hydraulic suspension system 138 is
connected to the axle 136 of each wheel and axle set of each of the
forward dollies 120 and rearward dollies 122 by an axle linkage
member 174. The axle linkage member 174 is connected to the first
spaced apart arm 171 and the second spaced apart arm 172 at four
different pivotal or attachment locations. This four point
connection stabilizes the axle linkage member 174 and substantially
reduces any tendency of the axle 136 to yaw when exposed to road
induced forces. It is important to note that the suspension system
138 normally employs the first fluid activated cylinder 169 and the
second fluid activated cylinder 170 rather than the conventional
single fluid activated cylinder. This feature allows the use of
smaller diameter fluid activated cylinders 169, 170 for a given
pressure of the hydraulic suspension system 138. The first fluid
activated cylinder 169 and the second fluid activated cylinder 170
are respectively mounted outboard of the first spaced apart arm 171
and the second spaced apart arm 172 as shown in FIG. 17 for ease of
maintenance.
[0069] In accordance with an aspect of the invention, when the
transport vehicle 100 is traveling on a roadway 248, (1) the
connection of a first attachment station 176 to a third attachment
station 178, (2) the connection of a second attachment station 180
to a fourth attachment station 182, and (3) the connection of the
first fluid activated cylinder 169 and second fluid activated
cylinder 170 between the structure 168 of the suspension system 138
and the axle linkage member 174, combine to reduce yaw of the axle
136. The use of the first spaced apart arm 171 with the second
spaced apart arm 172 to form what is referred to as a "double knee"
construction in combination with the first fluid activated cylinder
169 and the second fluid activated cylinder 170 is required when
used with an axle 136 having a length of 7' 0'' in order to
maintain stability and minimize axle yaw.
[0070] An additional aspect of the dual lane, multi-axle transport
vehicle 100 of the present invention for moving ultra heavy loads
includes a self-steering caster suspension system 186 as shown in
FIGS. 1 and 27. The self-steering caster suspension system 186 is
utilized in conjunction with the hydraulic suspension system 138
when the payload 110 is extremely heavy. The self-steering caster
suspension system 186 also includes the first fluid activated
cylinder 169 and the second fluid activated cylinder 170, and the
first spaced apart arm 171 and the second spaced apart arm 172,
respectively, for each wheel and axle set of each forward dolly 120
and each rearward dolly 122 (as previously described for the
suspension system 138 and shown in FIGS. 17-25). The first fluid
activated cylinder 169 and second fluid activated cylinder 170, and
the first spaced apart arm 171 and second spaced apart arm 172 also
allow the transport vehicle 100 to be raised and lowered with
respect to the roadway. The caster suspension system 186 also
mechanically stabilizes the plurality of axles 136 with respect to
the transport vehicle 100 thereby reducing the axle yaw and
allowing for higher speeds of the transport vehicle 100. As the
transport vehicle 100 moves, the self-steering caster suspension
system 186 casters into alignment with the direction of travel of
the transport vehicle 100.
[0071] A more detailed description of the subsystems of the dual
lane, multi-axle transport vehicle 100 will now be presented making
specific reference to the accompanying drawing FIGS. 1-38.
[0072] The automatic power steering system 144 is employed to steer
the multi-axle transport vehicle 100 of the present invention and
particularly the forward module 102. The automatic power steering
system 144 of the transport vehicle 100 is shown in FIGS. 2-11 and
15. A top plan view of the forward module 102 (also known as the
front hauling carriage) is shown in FIG. 2 while FIG. 3 illustrates
one of the forward dollies 120a within the forward module 102. FIG.
3 is an enlarged view of area 3 of FIG. 2. Note that the forward
module 102 includes forward dollies 120a, 120b and 120c as shown in
FIGS. 2 and 5. The automatic power steering system 144 includes the
rotatable draw bar 114 which is connected to the forward prime
mover 112 such as a towing vehicle (shown best in FIG. 8) and the
forward dolly 120a shown in FIGS. 3, 9 and 10. Each of the forward
dollies 120 of the forward module 102 comprises a front axle 157 of
the plurality of axles 136 having a set of wheels 190 shown in
FIGS. 3 and 10. In the embodiment shown, there are both right and
left forward dollies 120 on opposite sides of the first single
central spine 130 located in the forward module 102. The pair of
forward hydraulic cylinders 150 of the forward module 102 shown in
FIGS. 3, 4, 10 and 11 are mechanically connected by the forward
steering crank 156 and the pair of forward V-shaped steering rods
154 to the forward dolly 120a. FIG. 4 is an enlarged view of area 4
of FIG. 3 showing the pair of front hydraulic cylinders 150,
forward steering crank 156, and the pair of forward V-shaped
steering rods 154. It is noted that the forward steering crank 156
pivots about a pivot point 151.
[0073] The pair of front hydraulic cylinders 150 include
corresponding piston rods 153 shown in FIG. 4 which are driven back
and forth by hydraulic pressure exerted upon a piston (not shown).
A pair of front limiting blocks 155 is provided with one front
limiting block 155 mounted upon each of the piston rods 153 as
shown in FIG. 11. The front limiting blocks 155 mounted on the
piston rods 153 in forward dolly 120a cooperate with the
corresponding front hydraulic cylinders 150 to limit the travel and
turning radius of each set of wheels 190 of the forward module 102
to approximately 33-degrees as shown in FIGS. 10-11. This design
serves to promote smooth turning of the forward module 102 as shown
in FIG. 5.
[0074] The pair of front hydraulic cylinders 150 are connected in a
push-pull relationship as shown in FIGS. 4 and 6. The variable
length strut 146 is connected between the draw bar 114 and the
forward dolly 120a of the forward module 102 as shown in FIGS. 3
and 6 but shown best in FIG. 10. In the embodiment shown in FIGS. 3
and 6, the variable length strut 146 is connected to the left
forward dolly 120a (left side of the first single central spine
130). However, it will be appreciated that the variable length
strut 146 could alternatively be connected to the right forward
dolly 120a (right side of the first single central spine 130). The
variable length strut 146 includes a first section 192 and a second
section 194 as shown in FIG. 7. The first section 192 and the
second section 194 of the variable length strut 146 are
longitudinally movable with respect to one another at a telescopic
joint 145. In a preferred embodiment of the invention, the first
section 192 and the second section 194 longitudinally move apart a
total distance of approximately 0.13'' as the variable length strut
146 contracts and expands at the telescopic joint 145.
[0075] The hydraulic power steering valve 148 shown in FIG. 3 but
shown best in FIGS. 7 and 9 is coupled along with the variable
length strut 146. Hydraulic steering valve 148 has a first end 196
and a second end 198 as is clearly shown in FIG. 7 and is of the
type available from Garrison Manufacturing of Santa Ana, Calif. The
first end 196 of the power steering valve 148 is connected to the
first section 192 of the variable length strut 146 while the second
end 198 of the power steering valve 148 is connected to the second
section 194 of the variable length strut 146. That is to say, the
power steering valve 148 is attached by parallel connection across
the telescopic joint 145 of the variable length strut 146. Because
of this connection, as section 192 and section 194 longitudinally
move with respect to one another, their relative position is
directly coupled to the power steering valve 148. As shown in FIG.
7, the power steering valve 148 is hydraulically connected by
hydraulic lines 200 to the pair of front hydraulic cylinders 150
and to a hydraulic pump (not shown) and a hydraulic fluid reservoir
(not shown). The hydraulic pump (not shown) and the hydraulic fluid
reservoir (not shown) are located in a forward equipment section
202 of the transport frame 124 as shown in FIGS. 12 and 13.
[0076] When the draw bar 114 is rotated such as when the forward
prime move 112 (towing vehicle) turns as is illustrated in FIGS. 5
and 6, the first section 192 and the second section 194 of the
variable length strut 146 longitudinally move with respect to one
another. The relative longitudinal motion of the first section 192
and the second section 194 causes the power steering valve 148 to
assume a hydraulic switching state. That switching state can be one
of (1) a left state which causes the front wheels 190 of the
forward dolly 120a to turn (move) in a left direction, (2) a right
state which causes the front wheels 190 of the forward dolly 120a
to turn in a right direction, or (3) a neutral state which causes
turning motion to cease but leaves the wheels 190 pointing in the
last ordered direction. The hydraulic switching state is
communicated to the pair of front hydraulic cylinders 150 which in
turn, via forward steering crank 156 and the pair of forward
V-shaped steering rods 154, cause the front axles 157 (of the
plurality of axles 136) and the set of wheels 190 comprising the
forward dollies 120 to turn in the left direction (as shown in
FIGS. 5 and 6), or alternately, in the right direction. When the
rotation of the draw bar 114 is stopped, the power steering valve
148 assumes the neutral hydraulic switching state wherein further
turning in the left direction or the right direction ceases. That
is, the front axle 157 (of the plurality of axles 136) and the set
of wheels 190 of the forward dollies 120 stop turning, that is,
stop rotationally moving. However, the front axles 157 and set of
wheels 190 remain in the turned configuration.
[0077] Referring to FIG. 1 and also to FIGS. 2 and 5, it is clearly
shown that there are three forward dollies 120a, 120b and 120c in
the forward module 102. The forward dollies 120b and 120c shown in
FIGS. 2 and 5 are each mechanically linked to the forward dolly
120a via the axle steering system 140. This mechanical linkage of
the axle steering system 140 is accomplished by a plurality of axle
steering rods 142 as is clearly shown in FIGS. 1, 2, 10, and 15.
The plurality of axles 136 are interconnected by the axle steering
rods 142. The axle steering rods 142 comprise a plurality of side
steering rods 142 positioned at or below the height of both the
first single central spine 130 of the forward module 102 and the
second single central spine 132 of the rearward module 104. This
design enables the top surface of the forward module 102 and the
rearward module 104 to carry a load separate from the load
supported by the carrying beams 126 of the transport frame 124 as
shown in FIGS. 10, 12, 13 and 14. The interconnected axle steering
system 140 is actuated by the draw bar 114, the variable length
strut 146, and the power steering valve 148. The hydraulic fluid is
directed to the pair of front hydraulic cylinders 150 where the
push-pull action of the front hydraulic cylinders 150 operates the
pair of forward V-shaped steering rods 154.
[0078] The forward V-shaped steering rods 154 function to control
the plurality of axle steering rods 142. The side axle steering
rods 142 serve to transmit the turning force from the pair of
forward V-shaped steering rods 154 to the forward dolly 120a. The
axle steering system 140 is a closed system in which all the side
steering rods 142 are tied together in a loop so that when the draw
bar 114 is operated, all components in the closed loop are
actuated. The variable length strut 146 is connected to the left
forward dolly 120a (left side of the first single central spine
130) atop the structure 168 adjacent to the forward V-shaped
steering rod 154 and the side axle steering rod 142 as shown in
FIG. 10. Consequently, the motion of the draw bar 114, variable
length strut 146 and the forward V-shaped steering rod 154 control
the motion of the side axle steering rod 142. The motion imparted
to the side axle steering rods 142 of the axle steering system 140
in the forward dolly 120a is then transmitted to the axle steering
rods 142 of the forward dollies 120b and 120c as shown in FIGS. 2
and 5. This transfer of motion is made possible by the connection
of the axle steering rods 142 of the forward dolly 120a to the axle
steering rods 142 of forward dollies 120b and 120c as is
illustrated, for example, in FIGS. 10, 12 and 14. It is noted that
the side axle steering rods 142 are present in the axle steering
system 140 but do not exist in the caster suspension system 186
described herein below in FIGS. 1 and 27.
[0079] Additionally, the forward dolly 120c of the forward module
102 shown in FIGS. 2 and 5 includes the pair of rear hydraulic
cylinders 152 as is clearly shown in FIG. 15. The pair of rear
hydraulic cylinders 152 are also arranged in a push-pull
relationship, and are mechanically connected to the forward dolly
120c of the forward module 102 via the rearward steering crank 160
and the pair of rearward V-shaped steering rods 158 as shown in
FIG. 15. The power steering valve 148 located in forward dolly 120a
is also hydraulically connected to the pair of rear hydraulic
cylinders 152 located in forward dolly 120c. A pair of rear
limiting blocks 159 is provided with one rear limiting block 159
mounted upon each of the piston rods 153 as shown in FIG. 15. The
rear limiting blocks 159 mounted on the piston rods 153 in forward
dolly 120c cooperate with the corresponding rear hydraulic
cylinders 152 to limit the travel and turning radius of each set of
wheels 190 of the forward module 102 to an appropriate angle to
promote smooth turning of the forward module 102 as shown in FIG.
5.
[0080] In particular, the variable length strut 146 and the power
steering valve 148 which are activated by the draw bar 114 control
both the pair of front hydraulic cylinders 150 and the pair of rear
hydraulic cylinders 152 of the forward module 102. Note, the pair
of rear hydraulic cylinders 152 always operate in a direction
opposite to the direction of the pair of front hydraulic cylinders
150 in the same module. The hydraulic system of the present
invention is a closed system wherein if the forward dolly 120a
moves in a left direction, then the forward dolly 120c moves in a
right direction. Consequently, when the pair of front hydraulic
cylinders 150 of the forward module 102 move in a first sequential
direction, the pair of rear hydraulic cylinders 152 of the forward
module 102 move in an opposite sequential direction. This action is
caused by the connections of the axle steering rods 142 positioned
along the sides of the plurality of forward dollies 120. According
to design, each of the axle steering rods 142 are connected
together in a loop as is shown in FIGS. 1-3. Consequently, each of
the axles 157 of the forward dolly 120a are connected in a loop to
the axles 162 of the rearward dolly 120c of the forward module 102.
The same design applies to the rearward module 104. Because all of
the axles in the forward module 102 are connected together with
steering rods 142, the transport vehicle 100 is (1) capable of
traveling up to high speeds of thirty-five miles per hour in a
loaded state (e.g., when carrying the payload 110), and at higher
speeds in an unloaded state (e.g., when not carrying a payload
110), and (2) the transport vehicle 100 can be moved in the reverse
direction for traveling backwards (which was not possible in prior
art transport trailers). The unitary construction of the dual lane
transport body 108 facilitates maneuvering the transport vehicle
100 in the reverse direction.
[0081] It is also noted that the pair of front hydraulic cylinders
150 and the pair of rear hydraulic cylinders 152 of the rearward
module 104 operate in the same manner as those of the forward
module 102. Instead of using a draw bar as in the forward module
102, the steering wheel 164 located in the steering cab 166 as
shown in FIG. 33 is utilized to control the set of wheels 190 and
axles 136 comprising the rearward dollies 122a, 122b, 122c of the
rear module 104 shown in FIG. 1. It is emphasized that the forward
module 102 and the rearward module 104 each include identical
automatic power steering systems 144 and identical axle steering
systems 140. Thus, the rearward module 104 includes the same
hardware as the forward module 102 including the pair of front
hydraulic cylinders 150, pair of forward V-shaped steering rods
154, pair of front limiting blocks 155, forward steering crank 156,
and the pair of rear hydraulic cylinders 152, pair of rearward
V-shaped steering rods 158, pair of rear limiting blocks 159, and
the rearward steering crank 160. These components are shown in
FIGS. 1, 10, and 11 for the plurality of forward dollies 120a,
120b, 120c and apply equally to the plurality of rearward dollies
122a, 122b, 122c as shown in FIG. 15. As with the forward module
102, the operation of the pair of front hydraulic cylinders 150 and
the pair of rear hydraulic cylinders 152 of the rearward module 104
operate in opposite directions. Thus, when the rearward dolly 122a
moves in a left direction, the rearward dolly 122c of the rearward
module 104 moves in a right direction. Consequently, when the pair
of front hydraulic cylinders 150 of the rearward module 104 move in
a first sequential direction, the pair of rear hydraulic cylinders
152 of rearward module 104 move in an opposite sequential
direction. This action is caused by the connections of the axle
steering rods 142 positioned along the sides of the plurality of
rearward dollies 122.
[0082] There is no draw bar associated with the rearward module 104
of the present invention. The rearward module 104 includes the rear
steering cab 166 which is employed to steer the rearward module 104
via the steering wheel 164. The steering wheel 164 is operator
controlled and shown in FIG. 33. The steering cab 166 is clearly
shown in FIGS. 33 and 34. Essentially, the rearward module 104 is
identical to the forward module 102 except for the fact that the
rearward module 104 does not include the draw bar 114. However, the
rearward module 104 could, if desired, be fitted with a draw bar.
The arrangement of the axle steering rods 142 is the same in the
rearward module 104 as in the forward module 102 for providing
all-axle steering to each set of wheels 190. Each of the axle
steering rods 142 of the axle steering system 140 are positioned
along the side of and at a height no greater than the height of the
first single central spine 130 of the forward module 102 and the
second single central spine 132 of the rearward module 104. This
arrangement of the axle steering rods 142 ensures that the top
surfaces of the first single central spine 130 and the second
single central spine 132 are available as a load carrying
surface.
[0083] The automatic power steering system 144 shown best in FIG.
10 requires several steps in the process of turning the multi-axle
transport vehicle 100. Referring to FIG. 1, the forward prime mover
112 makes a turn so that the draw bar 114 rotates. Rotation of the
draw bar 114 applies a force to the telescopic joint 145 of the
variable length strut 146 which experiences a telescopic movement
resulting in actuating the power steering valve 148. Thus, movement
of the draw bar 114 causes a shift in the position via expansion or
contraction of the variable length strut 146 at the telescopic
joint 145 and the power steering valve 148 that controls the supply
of hydraulic fluid to the pair of front hydraulic cylinders 150 and
the pair of rear hydraulic cylinders 152, respectively.
Consequently, the power steering valve 148 transmits a signal to
send pressurized hydraulic fluid to the front hydraulic cylinders
150 and the rear hydraulic cylinders 152. This results in the
automatic power steering system 144 directing hydraulic fluid to
the right side of the hydraulic system for a right turn of the draw
bar 114, or directing hydraulic fluid to the left side of the
hydraulic system for a left turn of the draw bar 114. This action
results because the position of the power steering valve 148
controls where the hydraulic fluid is directed to control the
steering of the transport vehicle 100.
[0084] Additionally, a diesel engine 204 located in the forward
equipment section 202 of the transport frame 124 shown in FIGS. 12,
13 and 28 provides a constant power source to the automatic power
steering system 144. Therefore, the pressurized hydraulic fluid
utilized in the automatic power steering system 144 is supplied by
a pump (not shown) energized by the diesel engine 204. The
pressurized hydraulic fluid applied to the front hydraulic
cylinders 150 and the rear hydraulic cylinders 152 apply a force to
and resulting movement of the respective pivot points 151. This
action results in movement of the pair of forward V-shaped steering
rods 154 and the pair of rearward V-shaped steering rods 158 as
shown in FIGS. 10 and 15. Thereafter, the mechanical steering rod
linkage, i.e., the axle steering rods 142 of the axle steering
system 140, operate to position each of the plurality of axles 136
and wheels 190 of the transport body 108 for a corresponding
rotation of the draw bar 114. In other words, the power steering
valve 148 which is manipulated by the movement of the draw bar 114
controls the direction of the pressurized hydraulic fluid to the
front hydraulic cylinders 150 and the rear hydraulic cylinders 152.
The front hydraulic cylinders 150 and the rear hydraulic cylinders
152 then operate to control the forward V-shaped steering rods 154
and the rearward V-shaped steering rods 158 and the corresponding
side steering rods 142. This action controls the direction in which
the transport vehicle 100 turns.
[0085] A top plan view of the multi-axle transport vehicle 100 is
shown in FIG. 5 illustrating a left hand turn. Through the action
of the draw bar 114, the variable length strut 146, power steering
valve 148, pair of front hydraulic cylinders 150, forward steering
crank 156, and the pair of forward V-shaped steering rods 154, the
forward axles 157 and the wheels 190 of the forward dolly 120a have
steered to the left. This steering motion has been coupled to the
forward axles 157 and wheels 190 of the forward dollies 120b and
120c via the axle steering rods 142 of the axle steering system
140. The pair of rear hydraulic cylinders 152 have similarly been
activated by the power steering valve 148 to assist in the turning
action. An enlarged view of area 6 of FIG. 5 showing the various
components of the forward dolly 120a in a turning configuration is
shown in FIG. 6.
[0086] The dual lane, multi-axle transport vehicle 100 of the
present invention shown in FIG. 1 is typically moved from one
location to another as a unitary constructed vehicle. The unitary
constructed vehicle is defined herein as the forward module 102,
load bearing means 106 and the rearward module 104 each being
connected together as a single unit. An example of the movement of
the transport vehicle 100 is the movement from the home base truck
yard to and from a customer's job site when the transport vehicle
100 is typically unloaded. Although the transport vehicle 100 can
be disassembled if desired, disassembly for relocation purposes is
seldom practiced. This is the case since many man hours are
required to disassemble the transport vehicle 100 and dispatch it
to another location via conventional trailer trucks where it is
reassembled. However, with the price of fuel ever increasing, the
disassembly feature is still a valuable alternative. Consequently,
the transport vehicle 100 is modular in nature. The high speed,
dual lane transport body 108 includes the forward module 102 and
the rearward module 104 as is clearly shown in FIG. 1. Both the
forward module 102 and the rearward module 104 include a central
spine construction. In particular, the forward module 102 includes
the first single central spine 130 and the rearward module 104
includes the second single central spine 132 as shown in FIG. 1.
Each of the first single central spine 130 and the second single
central spine 132 are the main structural members of the forward
module 102 and the rearward module 104, respectively, each being
comprised of light weight T-1 steel. Each of the first single
central spine 130 and the second single central spine 132 are also
useful in carrying a separate payload thereon. This feature is made
possible by ensuring that each of the plurality of axle steering
rods 142 are positioned at a height no greater than the height of
the first single central spine 130 or the second single central
spine 132.
[0087] The transport vehicle 100 includes the plurality of forward
dollies 120a, 120b, 120c and the plurality of rearward dollies
122a, 122b 122c, respectively. It is noted that the forward dollies
120a, 120b and 120c are each removably connected to the first
single central spine 130. Likewise, the rearward dollies 122a, 122b
and 122c are each removably connected to the second single central
spine 132. Because the individual components of the present
invention can be disconnected, the transport vehicle 100 can be
disassembled and moved from location to location using conventional
transportation means. This modularity feature also allows the width
of the transport vehicle 100 to be adjusted for operating
conditions using different widths of connectors 134 as described
herein. The different widths of connectors 134 are employed to
accommodate road conditions and/or government regulations.
[0088] An enlarged top plan view of the forward module 102 of the
transport vehicle 100 is shown in FIG. 2. The rearward module 104
is not shown in this view. The forward module 102 comprises dolly
pairs 120a, 120b and 120c as shown in FIG. 2. It is understood that
each of the dolly pairs 120a, 120b and 120c is actually comprised
of two dollies, one located on the right side and one located on
the left side of the first single central spine 130 looking forward
toward the forward prime mover 112. It is noted that each dolly
120a, 120b and 120c has two front axles 157 with four wheels 190
fitted on each front axle 157 as shown in FIGS. 2 and 3. An
elongated central member or axle beam 208 connects the two front
axles 157 together. The dollies 120a, 120b and 120c can be
removably connected to the first single central spine 130 by a
corresponding plurality of connectors 134 as is clearly shown in
FIGS. 5-6 but best shown in FIGS. 36-38. Three dolly pairs 120a,
120b and 120c (six actual dollies 120) and six connectors 134 are
shown in the embodiment of FIGS. 2 and 5. Each of the dolly pairs
120a, 120b and 120c can be removably connected to the first single
central spine 130 by a single connector 134.
[0089] An enlarged fragmented top plan view of the pair of forward
dollies 120c, the first single central spine 130, and the pair of
connectors 134 is shown in FIG. 36. An enlarged top plan view of
area 37 (shown in FIG. 36) is clearly shown in FIG. 37 and
illustrates the construction of a connector 134 utilized to connect
and disconnect, for example, the forward dolly 120c from the first
single central spine 130. Further, an enlarged side elevation view
of the connector 134 shown in FIG. 37 is clearly illustrated in
FIG. 38. It is noted that the connectors 134 can be utilized to
connect and disconnect both the forward dollies 120a, 120b, 120c
and the rearward dollies 122a, 122b, 122c from the first single
central spine 130 and the second single central spine 132,
respectively. There are six connectors 134 (also known as "dog
bones" because of their distinctive shape as shown in FIG. 38) per
forward module 102 and per rearward module 104. It can be seen in
FIG. 36 that the removal of any of the connectors 134 physically
disconnects the elongated central member or axle beam 208 from the
first single central spine 130 of the forward module 102 or, in the
alternative, from the second single central spine 132 of the
rearward module 104. This action enables the forward dollies 120
and the rearward dollies 122 to be hitched to or loaded onto a
conventional trailer (not shown) and transported over extended
distances, if desired.
[0090] Each connector 134 comprises a plurality of components which
are shown in FIGS. 36-38. The elongated central member or axle beam
208 has a vertical side 210 and a middle portion 212 (see FIG. 36).
The components of the connector 134 include a pair of first flanges
214 which are disposed on the vertical side 210 of, for example,
the forward dolly 120c at the middle portion 212 of the axle beam
208. The first single central spine 130 includes a vertical side
216 as shown in FIG. 37. A pair of second flanges 218 are disposed
on the vertical side 216 of the first single central spine 130. A
connecting member 220 connects the pair of first flanges 214 of the
forward dolly 120c to the pair of second flanges 218 of the first
single central spine 130 as shown in FIGS. 37 and 38. The
connection is effected by a plurality of pins 222. The connecting
members 220 each exhibit a width "w" represented by numeral 224
(see FIG. 37) which determines the overall width "W" represented by
numeral 226 of the forward module 120c as shown in FIG. 36.
Consequently, the connecting members 220 having a wider dimension
"w" represented by numeral 224 will result in a wider transverse
wheel base "W" represented by numeral 226. The width of the
multi-axle transport vehicle 100 typically falls within the range
of 18' 0''-to-20' 0'' depending upon the width "w" (represented by
the numeral 224) of the connecting members 220.
[0091] The weight load permitted to be carried by an "on road"
transport vehicle which is authorized to travel on highways and
over bridges of the state is regulated and is typically determined
by the number and spacing of the axles of the transport vehicle.
For example, in the State of California, the California Department
of Transportation (CalTrans) is charged with the responsibility of
regulating weight loads carried by transport vehicles over highways
and bridges. Each of the forward dollies 120a, 120b and 120c of the
forward module 102 and each of the rearward dollies 122a, 122b and
122c of the rearward module 104 is comprised of an elongated
central member or axle beam 208 and a pair of axles 136 as shown in
FIG. 36. The California Department of Transportation has
established a maximum weight load permitted under the law to be
carried by a transport vehicle and for safe bridge crossings when
the axle spacing is 9' 0'' and the length of each axle is 7'
0''.
[0092] In the dual lane, multi-axle transport vehicle 100 of the
present invention, the spacing of axles 136 of wheels sets 190 of
the hydraulic suspension system 138 and of wheel sets 190 of the
caster suspension system 186 (discussed herein below) is 9' 0''.
This means that the distance from the front axle 157 (see FIG. 3)
located at the center of the front wheel set 190 to the axle 157
(see FIG. 3) located at the center of the rear wheel set 190 of the
same forward dolly 120a in the forward module 102 (or, in the
alternative, the same rearward dolly 122a in the rearward module
104) is 9'0''. Consequently, the 9' 0'' axle separation is referred
to as being measured, for example, from the axle center (of the
axle 157 at the forward portion of the dolly 120a) to the axle
center (of the axle 157 at the rearward portion of the dolly 120a)
of the same wheel set 190 as shown in FIG. 3. This axle spacing
measurement is shown in FIG. 36 as the length L.sub.1 and
identified by the numeral 230. Furthermore, the length of each axle
162 (e.g., rear axle 162 in forward dolly 120c shown in FIG. 36)
from the outer wheel 190 on one end of the axle 162 to the outer
wheel 190 on the opposite end of the same axle 162 is 7' 0''. This
axle length measurement is also shown in FIG. 36 as the length
L.sub.2 and identified by the numeral 232. This arrangement of the
spacing between axles (axle spacing) within the same dolly and the
length of all axles (axle length) affords the maximum spread of all
wheel sets to transport the maximum weight permitted by state
regulatory agencies. It is further noted that utilizing rear axles
162 (as shown in FIG. 36) having a length of 7' 0'' and an axle
separation of 9' 0'' requires the use of the first spaced apart arm
171 and second spaced apart arm 172 ("double knee" construction) in
combination with the first fluid activated cylinder 169 and second
fluid activated cylinder 170 ("double piston" construction) to
maintain axle stability and reduce axle yaw caused by road induced
forces.
[0093] The hydraulic suspension system 138 of the multi-axle
transport vehicle 100 serves to dynamically stabilize the axles 136
of the high speed, dual lane transport body 108 and tends to resist
axle yaw. The hydraulic suspension system 138 for conventional
wheel sets 190 is disclosed as follows and is shown in FIG. 1 and
more particularly in FIGS. 17-25. Front, side and rear elevation
views, respectively, of the hydraulic suspension system 138 for the
multi-axle transport vehicle 100 in accordance with the present
invention are illustrated in FIGS. 17-19. The hydraulic suspension
system 138 includes the structure 168 which is pivotable about a
first nominally vertical axis 240 as shown in FIG. 17. The
structure 168 further includes the first attachment station 176
spaced apart from the second attachment station 180. In the
embodiment shown, the structure 168 of the suspension system 138
includes the first arm 171 and the second arm 172 having distal
ends upon which the first attachment station 176 and the second
attachment station 180 are respectively disposed. The axle 136 is
disposable along a second axis 242 which is perpendicular to first
vertical axis 240 as shown in FIGS. 17 and 18. Axle 136 is
nominally aligned with the second axis 242. However, axle 136 can
pivot or roll with respect to the second axis 242 as a function of
the road surface as is illustrated in FIGS. 20 and 21. The axle 136
includes the set of wheels 190 including tires disposed at its two
ends.
[0094] The axle linkage member 174 has the third attachment station
178 spaced apart from the fourth attachment station 182. The third
attachment station 178 of the axle linkage member 174 is pivotally
connected to the first attachment station 176 of the structure 168
of the hydraulic suspension system 138, and the fourth attachment
station 182 of axle linkage member 174 is pivotally connected to
the second attachment station 180 of the structure 168. The axle
linkage member 174 is pivotable about a third axis 244 which is
parallel to the second axis 242 as shown in FIGS. 17 and 18. The
axle 136 is pivotally connected to the axle linkage member 174 and
is pivotable about a fourth axis 246 shown in FIGS. 17 and 18. The
fourth axis 246 is perpendicular to the first vertical axis 240,
second axis 242, and third axis 244. Please refer also to FIGS. 20
and 21 to see the four axes 240, 242, 244, 246 in relation to the
pivotable rotation of the axle 136.
[0095] At least one fluid activated cylinder is pivotally connected
between the structure 168 of the hydraulic suspension system 138
and the axle linkage member 174. Preferably, two spaced apart fluid
activated cylinders including the first fluid activated cylinder
169 and the second fluid activated cylinder 170 are pivotally
connected between the structure 168 and the axle linkage member 174
as shown in FIGS. 17, and 19-21. The first fluid activated cylinder
169 and the second fluid activated cylinder 170 are disposed
outside of the first attachment station 176, second attachment
station 180, third attachment station 178, and fourth attachment
station 182 as is best shown in FIG. 17. As defined herein,
"outside" means that the first fluid activated cylinder 169 and the
second fluid activated cylinder 170 reside closer to the wheels 190
and associated tires than to the four attachment stations 176, 178,
180, and 182. Thus, the first fluid activated cylinder 169 and the
second fluid activated cylinder 170 are therefore spaced wider
apart than the two pairs of attachment stations 176, 178 and 180,
182.
[0096] A front elevation view of the hydraulic suspension system
138 where the axle 136 is rotated about the axis 246 in a clockwise
direction is shown in FIG. 20. Likewise, another front elevation
view of hydraulic suspension system 138 where the axle 136 is
rotated about the axis 246 in a counter-clockwise direction is
shown in FIG. 21. The positions of the hydraulic suspension system
138 shown in FIGS. 20 and 21, respectively, would occur when the
dual lane, multi-axle transport vehicle 100 is traveling upon an
inclined or crowned road surface. Further, side elevation views of
the hydraulic suspension system 138 are shown in FIGS. 22A, 22B,
and 22C in fully retracted, mid-stroke, and fully extended
positions, respectively. The first fluid activated cylinder 169 is
shown in a retracted position in FIG. 22A. This retracted position
causes the axle linkage member 174 to pivot toward the structure
168 thereby lowering the transport vehicle 100. The first fluid
activated cylinder 169 is shown in a mid-stroke position in FIG.
22B such as would be useful in traveling down the roadway 248 in
the transport vehicle 100 under normal operating conditions.
Finally, the first fluid activated cylinder 169 is shown in an
extended position in FIG. 22C which causes the axle linkage member
174 to pivot away from the structure 168 of the hydraulic
suspension system 138 thereby raising the transport vehicle 100. In
each of the FIGS. 22A, 22B and 22C, the position of the second
fluid activated cylinder 170 is congruent with the position of the
first fluid activated cylinder 169 but hidden from view. It is
noted that the full stroke of each of the first fluid activated
cylinder 169 and the second fluid activated cylinder 170 is
approximately 11''.
[0097] In view of FIGS. 22A-22C, it is clear that the stroke of the
axle linkage member 174, first spaced apart arm 171 and second
spaced apart arm 172 of the hydraulic suspension system 138 results
in greater vertical travel of the first fluid activated cylinder
169 and the second fluid activated cylinder 170. Consequently, the
height to which the entire transport body 108 and transport vehicle
100 can be raised is greater than with the vertical hydraulic
piston travel of the suspension systems of the prior art. Thus, an
advantage of the present invention is that the hydraulic suspension
system 138 enables the overall transport vehicle 100 of the present
invention to achieve the height necessary to avoid ground obstacles
while exhibiting a lower profile to avoid overhead utility lines,
and a lower center of gravity to improve stability of the plurality
of axles 136 for the payload 110 carried. In prior art transport
vehicle suspension systems, the axle linkage member 174 of the
present invention did not exist. As a result, the vertical height
to which the transport vehicle of the prior art can achieve is
limited to the vertical stroke of the hydraulic pistons which is
less than the vertical height achievable with the axle linkage
member 174 the present invention. Consequently, the prior art
transport vehicles must sit higher resulting in interference with
overhead utility lines and a higher center of gravity resulting in
a higher profile vehicle exhibiting less stability.
[0098] A side elevation view of the hydraulic suspension system 138
of the dual lane, multi-axle transport vehicle 100 where the
suspension system 138 is shown traveling along the roadway 248 is
illustrated in FIG. 23. When the wheels 190 encounter a pothole 250
formed in the roadway 248, the hydraulic suspension system 138
automatically extends from a mid-stroke position shown in the left
side view to an extended position shown in the middle view of FIG.
23. After passing over the pothole 248, the hydraulic suspension
system 138 returns to the mid-stroke position shown on the right
side view of FIG. 23, thereby cushioning the ride of the transport
vehicle 100 to which the suspension system 138 is attached. Another
side elevation view of the hydraulic suspension system 138 of the
transport vehicle 100 where the suspension system 138 is shown
traveling along the roadway 248 is illustrated in FIG. 24. When the
wheels 190 encounter a bump 252 in the roadway 248, the suspension
system 138 again automatically cushions the ride of the transport
vehicle 100. In this situation, the suspension system 138 of the
transport vehicle 100 retracts from a mid-stroke position shown in
the left view to a retracted position shown in the middle view of
FIG. 24. After passing over the crest of the bump 252, the
hydraulic suspension system 138 then returns to the mid-stroke
position shown in the right view of FIG. 24.
[0099] A simplified bottom plan view of axle linkage member 174 of
the present invention is shown in FIG. 25. In the hydraulic
suspension system 138, the axle linkage member 174 is not just
connected to the structure 168 at one point as in the prior art.
Please see Applicant's FIGS. 17-19. Rather, the axle linkage member
174 includes the four attachment points to structure 168 including
(1) the first fluid activated cylinder 169, (2) attachment stations
176 and 178, (3) attachment stations 180 and 182, and (4) the
second fluid activated cylinder 170. As a result of the four
attachment stations or points, the axle linkage member 174 is
rigidly locked in place with respect to the structure 168 and will
therefore resist the tendency to yaw. Axle 136 is therefore always
substantially perpendicular to the direction of travel. In other
words, when the transport vehicle 100 is traveling on the roadway
248, the connection of the first attachment station 176 to the
third attachment station 178, the connection of the second
attachment station 180 to the fourth attachment station 182, and
the connection of the two fluid activated cylinders (including the
first fluid activated cylinder 169 and the second fluid activated
cylinder 170) between the structure 168 and the axle linkage member
174 combine to reduce the yaw of axle 136 as shown in FIG. 25.
[0100] The hydraulic suspension system 138 for the transport
vehicle 100 according to the preferred embodiment includes the
structure 168 which is pivotable about the first vertical axis 240,
the structure 168 having the first attachment station 176 separate
and spaced apart from the second attachment station 180. The axle
136 is disposable along the second axis 242 which is perpendicular
to the first vertical axis 240. The axle linkage member 174 has the
third attachment station 178 which is spaced apart from the fourth
attachment station 182. The third attachment station 178 of the
axle linkage member 174 is pivotally connected to the first
attachment station 176 of the structure 168, and the fourth
attachment station 182 of the axle linkage member 174 is pivotally
connected to the second attachment station 180 of the structure
168. The axle linkage member 174 is pivotable about the third axis
244 which is parallel to the second axis 242. The axle 136 is
pivotally connected to the axle linkage member 174 and the axle 136
is pivotable about the fourth axis 246 which is perpendicular to
the first vertical axis 240, second axis 242 and third axis 244.
The two separate and spaced apart fluid activated cylinders 169,
170 are pivotally connected between the structure 168 and the axle
linkage member 174, wherein the two fluid activated cylinders 169,
170 are disposed outside of the first attachment station 176,
second attachment station 180, third attachment station 178, and
fourth attachment station 182. When the two fluid activated
cylinders 169, 170 are extended, the axle linkage member 174 pivots
away from the structure 168. When the two fluid activated cylinders
169, 170 are retracted, the axle linkage member 174 pivots towards
the structure 168.
[0101] An additional aspect of the hydraulic suspension system 138
of the present invention is shown in FIG. 26 which exhibits a
modification not previously disclosed. The hydraulic suspension
system 138 shown in FIG. 26 includes the structural combination
previously disclosed in FIGS. 17-25 and described in the
immediately preceding paragraph. In particular, the pair of spaced
apart arms (or "knees") including the first spaced apart arm 171
and the second spaced apart arm 172 each extend from the structure
168 of the suspension system 138. The third attachment station 178
of the axle linkage member 174 is pivotally connected to the first
attachment station 176 located on the first spaced apart arm 171
extending from the structure 168. Likewise, the fourth attachment
station 182 of the axle linkage member 174 is pivotally connected
to the second attachment station 180 located on the second spaced
apart arm 172 extending from the structure 168 as shown in FIG. 26.
In addition to this combination, a structural cross-bar 300 is
physically affixed across the pair of spaced apart arms so that the
first spaced apart arm 171 is mechanically secured to the second
spaced arm 172 as illustrated in FIG. 26. The securing means can be
by any suitable method but preferably by welding the lightweight T1
steel of which the pair of spaced apart arms 171 and 172 is
comprised to the cross-bar 300 fashioned from the same or
compatible metal. The function of the cross-bar 300 is to provide
added structural security to the hydraulic suspension system 138
for supporting the forward dollies 120 and rearward dollies 122
which carry heavy payloads 110. The addition of the cross-bar 300
helps ensure the structural integrity of the high speed, dual lane
transport body 108.
[0102] A further feature of the present invention includes a manual
steering and elevation station 302 also known as a hydraulic
control station positioned at a suitable location on the transport
body 108 such as, for example, the forward module 120. The manual
steering and elevation station 302 is illustrated in FIG. 16 of
Applicant's drawings and is utilized for raising and lowering the
suspension system 138 of the transport vehicle 100 to avoid
obstacles encountered on the roadway 248. Additionally, the manual
steering and elevation station 302 is also an operator station from
which the hydraulic system 138 of the transport vehicle 100 can be
controlled. As illustrated in FIG. 16, the elevation station 302
includes a tank 304 containing hydraulic fluid, suitable hydraulic
fluid lines 306, suitable mechanical gauges 308 for measuring
hydraulic parameters, and control handles 310 to be manipulated by
a trained operator (not shown). Typically, the transport vehicle
100 is steered from both the forward module 102 and the rearward
module 104. Steering of the forward module 102 is typically
controlled by the driver of the forward prime mover 112 in
combination with the draw bar 114 and the automatic power steering
system 144. Steering of the rearward module 104 is typically
manually controlled by the operator controlled steering wheel 164
located in the steering cab 166 shown in FIG. 33.
[0103] Manual steering of the forward module 102 can be achieved
from the manual steering and elevation station 302 shown in FIG.
16. In order to take control of the steering of the forward module
102 from the manual steering and elevation station 302, the
variable length strut 146 (shown best in FIG. 10) must be
disconnected. This action, in effect, takes the control of the
steering of the forward module 102 away from the driver of the
forward prime mover 112. Thereafter, auxiliary steering control of
the forward module 102 can be assumed by the operator of the manual
steering and elevation station 302. This action is useful when it
is necessary or desirable to steer the transport vehicle 100
through a narrow space. It should be noted that the transfer of
steering control of the forward module 102 to the manual steering
and elevation station 302 is a feature in addition to the feature
of raising and lowering of the suspension system 138 by the manual
steering and elevation station 302 to avoid obstacles encountered
on the roadway 248.
[0104] Now referring to the self-steering caster suspension system
186, it is specifically utilized for moving ultra heavy payloads
110 carried by the load bearing means 106 as shown in FIGS. 1 and
27. The payload 110 can be in excess of five-hundred thousand
pounds and is shown in phantom in FIG. 1. Because of the enormous
weight of the payload 110, the self-steering caster suspension
system 186 has been designed to assist in carrying the payload 110
so that additional axles 136 do not need to be added to the forward
module 102 or the rearward module 104. It is a design objective to
enable the multi-axle transport vehicle 100 to transport the
maximum payload 110 permitted by law. When the desired payload 110
exceeds the maximum permitted by law, wheel sets 190 designed to
caster are inserted underneath the load bearing means 106 to
increase the load carrying capacity. Because the added wheel sets
190 are designed to caster, axle steering rods 142 are not required
because the caster wheel sets 190 move in the direction of the
brute force generated by the movement of the transport vehicle
100.
[0105] The self-steering caster suspension system 186 is shown in
FIG. 27 and is specifically designed to be utilized with the load
bearing means 106 and the transport frame 124 shown in Applicant's
FIGS. 28-34. It is very important to note that the self-steering
caster suspension system 186 is utilized in conjunction with the
hydraulic suspension system 138 as is clearly shown in FIG. 1 for
moving ultra-heavy payloads 110. The common goal of employing both
the hydraulic suspension system 138 and the caster suspension
system 186 is to legally carry the additional weight associated
with the ultra-heavy load. To be more precise, the hydraulic
suspension system 138 is utilized with the forward module 102 and
the rearward module 104 while the self-steering caster suspension
system 186 is utilized with the load bearing means 106. Further
note that the hydraulic suspension system 138 employs the axle
steering rods 142 for steering the axles 136 which are arranged or
configured in sets of two as the forward dollies 120 and the
rearward dollies 122. In distinction, the caster suspension system
186 as shown in FIGS. 1 and 27 is self-steering and does not
utilize any type of axle steering rod device. The brute force
generated by the movement of the transport vehicle 100 shown in
FIG. 1 pulls the wheel sets 190 of the caster suspension system 186
positioned underneath the load bearing means 106 into the direction
of travel of the transport vehicle 100. This caster feature will be
discussed further herein below. It is further noted that when the
payload 110 is not ultra-heavy, the self-steering caster suspension
system 186 might not be employed, that is, it's use is
optional.
[0106] The structure of the self-steering caster suspension system
186 is disclosed in Applicant's FIG. 27 and FIG. 27 will be
compared here to Applicant's FIGS. 17-18 that are directed to the
hydraulic suspension system 138. This comparison will enable the
reader to identify the common features of and the distinguishing
features between Applicant's caster suspension system 186 and
Applicant's hydraulic suspension system 138. Those features common
to both the caster suspension system 186 and the hydraulic
suspension system 138 will be identified first. It is noted that
the front elevation views of the hydraulic suspension system 138
shown, for example, in FIG. 17 and the caster suspension system 186
shown in FIG. 27 are similar. That is to say, the front elevation
view of the caster suspension system 186 is very similar to the
front elevation view of the hydraulic suspension system 138 shown
in FIG. 17. This is the reason why a comparison between FIG. 17 and
FIG. 27 is useful in pointing out the common features between the
two suspension systems. However, the distinguishing features
between the caster suspension system 186 and the hydraulic
suspension system 138 are visible in the side elevation views of
FIG. 18 and FIG. 27, respectively.
[0107] The caster suspension system 186 shown in FIG. 27 and the
hydraulic suspension system 138 shown in FIG. 17 both include the
structure 168, the first fluid activated cylinder 169 and the
second fluid activated cylinder 170, the first spaced apart arm 171
and the second spaced apart arm 172, respectively, for each wheel
and axle set. Furthermore, the caster suspension system 186 and the
hydraulic suspension system 138 both include the plurality of axles
136, set of wheels 190, and axle linkage member 174. Additionally,
the following four perpendicular axes exist in both the caster
suspension system 186 and the hydraulic suspension system 138.
Those axes include (1) the first axis 240 vertically passing
through the center of the structure 168, (2) the second axis 242
parallel to the axle 136 and perpendicular to the first vertical
axis 240, (3) the third axis 244 passing through the connection of
the first spaced apart arm 171 and the second spaced apart arm 172
extending from the structure 168 with the axle linkage member 174
where the third axis 244 is parallel to the second axis 242, and
finally (4) the fourth axis 246 about which the axle 136 is
pivotable about, where the fourth axis 246 is perpendicular to the
first vertical axis 240, second axis 242 and third axis 244.
[0108] There are also four attachment points between the structure
168 and the axle linkage member 174 that are common to both the
caster suspension system 186 shown in FIG. 27 and the hydraulic
suspension system 138 shown in FIGS. 17 and 18. Those four
attachment points include (1) the first fluid activated cylinder
169, (2) the first attachment station 176 of the structure 168 and
the third attachment station 178 of the axle linkage member 174,
(3) the second attachment station 180 of the structure 168 and the
fourth attachment station 182 of the axle linkage member 174, and
(4) the second fluid activated cylinder 170. As a result of the
four attachment points, the axle linkage member 174 is rigidly
locked in place with respect to the structure 168 and will
therefore resist the tendency to yaw. As with the hydraulic
suspension system 138, the first fluid activated cylinder 169 and
second fluid activated cylinder 170, and the first spaced apart arm
171 and second spaced apart arm 172 of the caster suspension system
186, also allow the transport vehicle 100 to be raised and lowered
with respect to the roadway 248. The caster suspension system 186
also mechanically stabilizes the plurality of axles 136 with
respect to the transport vehicle 100 thereby reducing the axle yaw
and allowing for higher speeds of the transport vehicle 100. As the
transport vehicle 100 moves, the caster suspension system 186
casters into alignment with the direction of travel of the
transport vehicle 100.
[0109] A comparison will now be made between FIG. 27 of the caster
suspension system 186 and FIG. 18 of the hydraulic suspension
system 138 to identify the distinguishing features between the two
suspension systems. In FIG. 18 of the hydraulic suspension system
138, the first vertical axis 240 is shown essentially passing
through the center of the axle 136. In practice, there is typically
some minor displacement or offset of a distance of less than an
inch between the first vertical axis 240 and the second axis 242
which is parallel to the axle 136. The reasons for this are the
following. In the hydraulic suspension system 138 as shown in FIG.
18, the absence of any slight spacing or offset between the axle
136 and the vertical axis 240 would typically result in the
wobbling of the suspension system 138. This wobbling of the
suspension system 138 results in instability so that when the
transport vehicle 100 is moved, axle yaw and vibration can occur.
It is noted that the absence of any "offset" spacing between the
axle 136 and the first vertical axis 240 typically results in more
wear on the suspension hardware caused by friction generated during
the turning of the transport vehicle 100.
[0110] Consequently, the hydraulic suspension system 138 shown in
FIG. 18 requires a modicum of offset spacing or "slight spacing" to
avoid the wobbling effect that can result in axle yaw. It is noted
that the "slight spacing" need only be a fraction of an inch to
avoid the wobbling effect on the hydraulic suspension system 138. A
further reason for the "slight spacing" or "offset" between the
axle 136 and the first vertical axis 240 is the following. As the
hydraulic suspension system 138 operates as shown in FIGS. 22A, 22B
and 22C, the first fluid activated cylinder 169 and second fluid
activated cylinder 170, the first spaced apart arm 171 and second
spaced apart arm 172, and the axle linkage member 174 constantly
change position. This dynamic movement between the extended and
retracted positions of the axle linkage member 174 also contributes
to the "slight spacing" between the axle 136 and the first vertical
axis 240. However, this "slight spacing" is not adequate to cause
the caster effect provided by the self-steering caster suspension
system 186 of the present invention.
[0111] Now comparing the caster suspension system 186 shown as a
side elevation view in Applicant's FIG. 27 with the hydraulic
suspension system 138 shown in FIG. 18, it is noted that the
horizontal portion of the axle linkage member 174 has been
lengthened. The purpose of lengthening the horizontal portion of
the axle linkage member 174 is to space the second axis 242 and
corresponding parallel axle 136 further away from the first
vertical axis 240. By spacing the second axis 242 (and parallel
axle 136) further away from the first vertical axis 240, it has
been determined by experimentation that the caster suspension
system 186 will automatically pivot or caster around the first
vertical axis 240 when the transport vehicle 100 is moved.
[0112] Applicant has determined by experimentation that a
separation or an offset distance of from four inches-to-eighteen
inches between the second axis 242 (and parallel axle 136) and the
first vertical axis 240 is necessary to achieve the caster effect.
Further, it has been determined that the optimal caster effect is
achieved when the second axis 242 is spaced or offset from the
first vertical axis 240 within the range of eight inches-to-nine
inches. However, it is emphasized that the second axis 242 (and
parallel axle 136) must be spaced or "offset" at least four inches
from the first vertical axis 240 in order to achieve the caster
effect. The spacing or offset is achieved by lengthening the
horizontal portion of the axle linkage member 174. As a result, as
the caster suspension system 186 is moved as part of the transport
vehicle 100, the caster suspension system 186 will automatically
pivot around the first vertical axis 240 until the second axis 242
and the axle 136 are aligned with the direction of travel. In other
words, the second axis 242 is spaced from the first vertical axis
240 by an amount sufficient to cause the second axis 242 and the
axle 136 of the caster suspension system 186 to caster or pivot
about or around the first vertical axis 240 and move into alignment
with the direction of travel of the transport vehicle 100 when the
transport vehicle 100 is moved. This inventive feature is the
direct result of the lengthening of the horizontal portion of axle
linkage member 174 to position the second axis 242 further away
from the first vertical axis 240. Under these conditions, the axle
136 will always be substantially perpendicular to the direction of
travel which reduces the yaw of axle 136.
[0113] It was previously noted that the hydraulic suspension system
138 as shown in FIG. 18 typically exhibits some "slight spacing" of
less than an inch between the axle 136 and the first vertical axis
240. It was explained that the absence of any spacing or offset
typically results in the wobbling of the hydraulic suspension
system 138 so that when the transport vehicle 100 is moved, axle
yaw and vibration can occur. The "slight spacing" that typically
exists between the axle 136 and the first vertical axis 240 is
adequate to suppress the wobbling in the wheel sets 190 of the
hydraulic suspension system 138 as long as the axle steering rods
142 remain connected in a closed loop. It is emphasized that the
wheel sets 190 of the caster suspension system 186 do not utilize
interconnected axle steering rods 142 controlled by a hydraulic
system.
[0114] However, if (1) the side axle steering rods 142 were removed
from the hydraulic suspension system 138, and (2) the wheel set 190
of the hydraulic suspension system 138 was used as a caster wheel
set with the "slight spacing" of less than an inch, and (3) a turn
of the transport vehicle 100 was initiated with the wheel set 190,
the hydraulic suspension system 138 would not caster and would not
follow the direction of travel of the transport vehicle 100. If
this action was attempted, it would likely result in physical
damage to the hydraulic suspension system 138 because the second
axis 242 is not sufficiently offset a minimum of four inches from
the first vertical axis 240 to cause the axle 136 and second axis
242 to caster around the first vertical axis 240. It is further
noted that the loop connected, axle steering rods 142 utilized with
the wheel sets 190 of the hydraulic suspension system 138 are
totally inconsistent with the wheel sets 190 utilized with the
caster suspension system 186 of the present invention. This is the
case since the wheel sets 190 of the caster suspension system 186
are self-steering and controlled by the force generated by the
movement of the transport vehicle 100 shown in FIG. 1. Furthermore,
if an attempt was made to utilize the hydraulic suspension system
138 as a caster suspension system without disconnecting the axle
steering rods 142, the axle steering rods 142 would resist the
caster effect during a turning maneuver and result in damage to or
breakage of the axle steering rods 142.
[0115] In distinction, the brute force generated by the movement of
the transport vehicle 100 pulls the wheel sets 190 of the caster
suspension system 186 positioned underneath the load bearing means
106 into the direction of travel. The caster suspension system 186
does not utilize loop connected, axle steering rods 142. It is the
"offset" spacing of a sufficient amount between the second axis 242
(and parallel axle 136) and the first vertical axis 240 that
enables the wheel sets 190 to caster. If the force generated by the
movement of the transport vehicle 100 is directed in a leftward
direction, the caster suspension system 186 moves in a leftward
direction. Likewise, if the force generated by the movement of the
transport vehicle 100 is directed in a rightward direction, the
caster suspension system 186 moves in a rightward direction. It is
noted that the forces applied to the forward module 102, rearward
module 104 and the load bearing means 106 are both a function of
time {f(t)} and a function of the road conditions. Consequently, an
advantage of the present invention is that the caster wheel sets
190 are very versatile and can be utilized as needed at any desired
location underneath the transport vehicle 100.
[0116] It has been emphasized that the purpose of lengthening the
horizontal portion of the axle linkage member 174 is to space the
second axis 242 (and parallel axle 136) by a sufficient amount
further away from the first vertical axis 240. The lengthened space
between the second axis 242 and the first vertical axis 240 is the
required "offset" spacing within the range of 4''-to-18'' that
enables the caster suspension system 186 to automatically pivot or
caster (that is, self-steer) around the first vertical axis 240
when the transport vehicle 100 is moved. When this "offset" spacing
exists, the first vertical axis 240 does not pass through the
center of axle 136 but is "offset" by a sufficient amount, e.g., by
at least 4'' from the second axis 242 (which is parallel to the
axle 136) as shown in FIG. 27. This minimum 4'' offset exists
regardless of the position of the first fluid activated cylinder
169 and second fluid activated cylinder 170, first spaced apart arm
171 and second spaced apart arm 172, and the axle linkage member
174 (i.e., whether the caster suspension system 186 is vertically
extended or contracted). Consequently, the structure 168 (and the
associated mechanical bearing, not shown) of the forward dollies
120a, 120b, 120c and rearward dollies 122a, 122b, 122c of the
caster suspension system 186, through which the first vertical axis
240 passes, is also "offset" from the second axis 242. These
conditions are illustrated in Applicant's pending FIG. 27.
[0117] This situation is compared to the hydraulic suspension
system 138 illustrated in FIG. 17 in which the structure 168 (and
associated mechanical bearing) is essentially positioned directly
over the second axis 242 (and parallel axle 136). Notwithstanding
the "offset" spacing exhibited by the caster suspension system 186,
the axle spacing measured from the axle center of the front axle
157 at the forward portion of, for example, dolly 120a (best shown
in FIG. 3) to the axle center of the front axle 157 at the rearward
portion of dolly 120a of the same wheel set 190 continues to be 9'
0'' (see length L.sub.1 in FIG. 36). Likewise, the length dimension
of each axle 157 measured between the outer wheels 190 is 7' 0''
(see length L.sub.2 in FIG. 36). By maintaining these axle
dimensions, the transport vehicle 100 will meet the jurisdictional
regulation to carry the maximum "on-road" weight load permitted by
law and also to satisfy the regulations directed to safe bridge
crossings.
[0118] In summary, the essence of the self-steering, caster
suspension system 186 is as follows. The structure 168 of the
caster suspension system 186 is pivotable about the first vertical
axis 240 where the structure 168 includes a first attachment
station 176 spaced apart from the second attachment station 180.
The axle 136 is disposable along the second axis 242 which is
perpendicular to the first vertical axis 240. Further, the second
axis 242 is spaced from the first vertical axis 240 by an amount
sufficient to cause the axle 136 and the second axis 242 to caster
about the first vertical axis 240 and to move into alignment with
the direction of travel of the transport vehicle 100 when the
transport vehicle 100 is moved. The axle linkage member 174
includes the third attachment station 178 spaced apart from the
fourth attachment station 182. The third attachment station 178 of
the axle linkage member 174 is pivotally connected to the first
attachment station 176 of the structure 168 while the fourth
attachment station 182 of the axle linkage member 174 is pivotally
connected to the second attachment station 180 of the structure
168. Additionally, the axle linkage member 174 is pivotable about
the third axis 244 which is parallel to the second axis 242.
Finally, the axle 136 is pivotally connected to the axle linkage
member 174 and the axle 136 is pivotable about the fourth axis 246
where the fourth axis 246 is perpendicular to the first vertical
axis 240, second axis 242 and the third axis 244.
[0119] We now turn our attention to the load bearing means 106
clearly shown in FIG. 1. The load bearing means 106 is integrated
between the forward module 102 and the rearward module 104 in a
unitary constructed manner and is comprised of the transport frame
124 which includes the pair of transport carrying beams 126 and 128
shown in FIGS. 30 and 31. Although the first single central spine
130 of the forward module 102 and the second single central spine
132 of the rearward module 104 are also utilized for carrying a
physical load, the transport frame 124 is utilized to carry high
profile payloads 110. An example of a high profile payload 110 is a
large electrical transformer weighing in excess of five-hundred
thousand pounds and used in a switching substation of an electrical
utility company. Although the following description is directed to
the load bearing means 106 that employs the transport frame 124, it
should be understood that other means for carrying the payload 110
can be utilized such as, for example, a flatbed trailer (not
shown).
[0120] Referring to FIGS. 1, 30, 31 and 32, the structure of the
load bearing means 106 will now be described. In the embodiment
presented, the transport frame 124 serves to capture and carry the
payload 110. This aspect is accomplished by utilizing the pair of
transport carrying beams including the forward carrying beam 126
and the rearward carrying beam 128. The forward carry beam 126 and
the rearward carrying beam 128 are, in general, two separate
components but are essentially mirror images of one another. Both
include a reinforcing cross arm, that is, the forward carrying beam
126 includes a reinforcing cross arm 316 while the rearward
carrying beam 128 includes a reinforcing cross arm 318 as shown in
FIGS. 30 and 31. As can be seen from FIG. 1, the forward carrying
beam 126 and the rearward carrying beam 128 are combined to form
the transport frame 124. Consequently, the forward carrying beam
126 and rearward carrying beam 128 separate at an interface 320
shown in FIGS. 1 and 32 to facilitate their separation and
combination. In order to secure these two components to the
interface 320, each includes a pair of connection brackets. The
forward carrying beam 126 includes a pair of male connection
brackets 322 and the rearward carrying beam 128 includes a
corresponding pair of female connection brackets 324. Each of the
male connection brackets 322 and female connection brackets 324
include corresponding apertures 326 for receipt of suitable
removable locking hardware such as, for example, steel pins or
pinch bolts (not shown).
[0121] Reference is now made to the top plan view of the load
bearing means 106 shown in FIG. 32. The load bearing means 106
includes the transport frame 124 comprised of the forward carrying
beam 126 with the associated reinforcing cross arm 316 and the
rearward carrying beam 128 with the associated reinforcing cross
arm 318. The point of intersection, that is the interface 320,
between the forward carrying beam 126 and the rearward carrying
beam 128 is clearly shown. Positioned underneath the payload 110
(shown in phantom) is a pair of lower support beams 328 and 330
which function as a carrying platform onto which the payload 110 is
placed, typically with the assistance of a crane. In the plan view
of FIG. 32, the lower support beam 328 is in-board of the cross arm
316 of the forward carrying beam 126. Likewise, the lower support
beam 330 is in-board of the cross arm 318 of the rearward carrying
beam 128. Finally, positioned between the lower support beams 328
and 330 and the forward carrying beam 126 and the rearward carrying
beam 128 is a plurality of four cylindrical support stanchions 332.
One of the support stanchions 332 positioned between the lower
support beam 328 and the forward carrying beam 126 is more clearly
shown in FIG. 29. The function of the support stanchions 332 is to
act as spacers between the lower support beams 328 and 330 and the
forward carrying beam 126 and the rearward carrying beam 128.
[0122] Connected between each of the lower support beams 328 and
330 and the forward carrying beam 126 and the rearward carrying
beam 128 is a plurality of sixteen vertical support rods 334 shown
best in FIGS. 1 and 29. Thus, between the lower support beam 328
and the forward carrying beam 126, there are four vertical support
rods 334 surrounding each of the two support stanchions 332, i.e.,
a total of eight vertical support rods 334. Likewise, between the
lower support beam 330 and the rearward carrying beam 128, there
are four vertical support rods 334 surrounding each of the two
support stanchions 332, i.e., another total of eight vertical
support rods 334. Each of the vertical support rods 334 is threaded
and serves to connect the lower support beam 328 to the forward
carrying beam 126, and also to connect the lower support beam 330
to the rearward carrying beam 128. The length of the sixteen
vertical support rods 334 and the height of the support stanchions
332 are a function of the height of the payload 110. By employing
the threaded vertical support rods 334 between the lower support
beams 328 and 330, and the forward carrying beam 126 and the
rearward carrying beam 128, the weight of the transported payload
110 can be transferred from the lower support beams 328 and 330 to
the forward carrying beam 126 and the rearward carrying beam 128 of
the transport frame 124. Thus, the payload 110 is suspended onto
the sixteen vertical support rods 334 to transfer the weight from
the lower support beams 328 and 330 to the forward carrying beam
126 and rearward carrying beam 128, respectively. This is the
method utilized in the disclosed embodiment by which the weight of
the transported payload 110 is transferred to the transport frame
124.
[0123] The load bearing means 106 is integrated between the forward
module 102 and the rearward module 104 of the multi-axle transport
vehicle 100 in a unitary constructed manner. This integration is
such that each of the forward module 102, rearward module 104 and
the load bearing means 106 is designed to form a single trailer
unit. Typically, the transport frame 124 of the present invention
is suspended between the forward module 102 and the rearward module
104 and supported by a pair of turn tables including a forward turn
table 336 shown in FIGS. 1, 12 and 13 and a rearward turn table 338
shown in FIGS. 1 and 33. The forward turn table 336 is removably
mounted on the first single central spine 130 of the forward module
102 while the rearward turn table 338 is removably mounted on the
second single central spine 132 of the rearward module 104. Each of
the forward turn table 336 and rearward turn table 338 include a
bearing for point loading and steering control of the payload 110
mounted on the first single central spine 130 and second single
central spine 132, respectively.
[0124] The bearing associated with the forward turn table 336
provides a three-way pivot 340 as shown in FIGS. 12 and 13 for
facilitating the turning and twisting associated with a turning
maneuver. During such a maneuver, the load bearing means 106 must
turn and follow the forward module 102 when the forward prime mover
112 initiates a turn as show in FIG. 5. Likewise, the control
bearing of the rearward turn table 338 is positioned on the
rearward module 104 and is connected to the rearward carrying beam
128 at two connection points 342 as shown in FIG. 33. This dual
connection ensures that the rearward carrying beam 128 of the
transport frame 124 is securely connected to the second single
central spine 132 via the rearward turn table 338. The control
bearings of the forward turn table 336 and the rearward turn table
338 are employed for point loading of the transport body 108. That
is, the massive weight of the payload 110 is distributed across the
first single central spine 130 of the forward module 102 via the
forward turn table 336 and across the second single central spine
132 of the rearward module 104 via the rearward turn table 338,
respectively. Consequently, the rearward module 104 can be steered
by the steering wheel 164 located within the steering cab 166 shown
in FIGS. 1 and 33 during turning maneuvers. It is emphasized that
the payload 110 is typically suspended between the forward turn
table 336 and the rearward turn table 338 and that there typically
are no dollies located underneath the load bearing means 106.
However, when the payload 110 is excessively heavy, the separate
and independent caster suspension system 186 previously disclosed
herein in FIG. 27 is employed in addition to the hydraulic
suspension system 138 as shown in FIG. 1.
[0125] The rear steering cab 166 is shown in FIGS. 1, 33 and 34 and
is employed to enable a rear driver (not shown) to steer the
rearward module 104. In the forward module 102, movement of the
draw bar 114 in combination with the variable length strut 146 and
the power steering valve 148 automatically controls which of the
pairs of hydraulic cylinders 150 receives the hydraulic fluid. In
the rearward module 104, the automatic steering feature is replaced
with a driver (not shown) who occupies the rear steering cab 166 to
control and steer the rearward module 104. Instead of using a draw
bar as in the forward module 102, the steering wheel 164 located in
the rear steering cab 166 positioned on the back end of the
rearward module 104 as shown in FIG. 33 is utilized to control the
set of wheels 190 and axles 136 comprising the rearward dollies
122a, 122b, 122c shown in FIG. 1. The driver manually operates the
steering wheel 164 utilized to control the hydraulic fluid directed
to the front hydraulic cylinders 150 of the plurality of rearward
dollies 122a, 122b, 122c. Manual operation of the steering wheel
164 in the rear steering cab 166 controls the direction of the
wheel sets 190 of the rearward dollies 122 in the rearward module
104. Thus, the rear steering cab 166 is employed to control and
steer the rearward module 104. It is noted that the steering
control of the rearward module 104 is independent of the steering
control of the forward module 102. A rear view of the rear steering
cab 166 is shown in FIG. 34 and includes dual compartments
connected by a walkway 344 bounded by a handrail 346.
[0126] Now referring again to FIG. 32, the procedure for removing
the payload 110 from the load bearing means 106 of the transport
vehicle 100 will be described. The payload 110 (shown in phantom)
is supported on the lower support beams 328 and 330. In the
preferred embodiment disclosed, the payload 110 is ultra heavy and
thus self-steering wheels sets 190 of the caster suspension system
186 are positioned underneath the lower support beams 328 and 330
as shown in FIG. 1. In distinction, FIG. 29 shows the payload 110
seated on the lower support beam 328 but wheels sets 190 of the
caster suspension system 186 are not shown. In either situation,
the procedure is similar in that the wheels sets 190 of the caster
suspension system 186 may remain in place or, in the alternative,
are removed. If the caster wheel sets 190 are removed, the payload
110 continues to be supported by the forward carrying beam 126 and
the rearward carrying beam 128. Further, if the caster wheel sets
190 are removed, the two lower support beams 328 and 330 are then
positioned onto support blocks (not shown). Thereafter, the sixteen
threaded vertical support rods 334 are removed so that the weight
of the payload 110 is resting on the lower support beams 328 and
330. The existing cylindrical support stanchions 332 remain in
position between (1) the lower support beam 328 and the forward
carrying beam 126, and (2) the lower support beam 330 and the
rearward carrying beam 128 as shown in FIG. 32. Thereafter, the
pinch bolts (not shown) that hold the forward carrying beam 126 to
the rearward carrying beam 128 are removed.
[0127] Next, the control handles 310 of the hydraulic control
station 302 shown in FIG. 16 are operated so that both the forward
module 102 and the rearward module 104 are raised an equivalent
amount. This causes the entire transport frame 124 to be raised.
Next, a set of connection pins (not shown) located at the bottom of
the forward carrying beam 126 and the rearward carrying beam 128
are removed with a sledge hammer. The elevated forward carrying
beam 126 and rearward carrying beam 128 are now disconnected and
can be separated. Separation occurs by pulling the forward carrying
beam 126 with the forward prime mover 112 away from the rearward
carrying beam 128 which can be pulled in the opposite direction
with the rearward prime movers 116. After, the forward carrying
beam 126 is separated from the rearward carrying beam 128, the
payload 110 remains positioned on the lower support beams 328 and
330. Next, separate bearing rollers (not shown) are positioned
underneath the payload 110 by preferably hydraulically jacking-up
the payload 110 (as known in the art) so that the payload 110 can
be rolled away to a predetermined destination.
[0128] Once the payload 110 has been removed, the forward carrying
beam 126 and the rearward carrying beam 128 are driven back
together and reunited by reinstalling the connection pins.
Thereafter, the hydraulic control station 302 is operated so that
the forward module 102 and the rearward module 104 are lowered to
their original positions. The pinch bolts (not shown) which hold
the forward carrying beam 126 and the rearward carrying beam 128
together are reinstalled. The sixteen vertical support rods 334 are
reinstalled so that the weight of the lower support beams 328 and
330 is transferred to the forward carrying beam 126 and the
rearward carrying beam 128. By utilizing the threads formed on the
sixteen vertical support rods 334 or by hydraulically raising the
forward module 102 and the rearward module 104, the blocks
originally positioned underneath the lower support beams 328 and
330 can be removed. The wheel sets 190 of the caster suspension
system 186 can then be reinstalled, if desired. The transport
vehicle 100 is now in condition to be driven back to the truck yard
and parked until utilized again. It is emphasized that the
transport vehicle 100 need not be disassembled during the excursion
between a work site and the truck yard or between a first work site
and a second work site. Not disassembling the transport vehicle 100
on return trips from work sites is more time efficient and cost
efficient.
[0129] Finally, the rearward prime movers 116 are typically
comprised of a pair of trucks or tractors which are utilized to
urge the transport vehicle 100 forward as is clearly shown in FIGS.
1 and 35. This is accomplished by utilizing a pair of driver push
rods 118 that extend from the front of the rearward prime movers
116 to the back side of the rearward module 104. Force applied by
the rearward prime movers 116 to the back side of the rearward
module 104 via the driver push rods 118 facilitates forward
movement of the transport vehicle 100. The pushing force associated
with the driver push rods 118 in combination with the pulling force
of the draw bar 114 serve to initiate forward movement of the
multi-axle transport vehicle 100. Likewise, the rearward prime
movers 116 acting in concert with the forward prime mover 112 as
shown in FIG. 1 can serve to initiate movement of the transport
vehicle 100 in the reverse direction.
[0130] The present invention is generally directed to a dual lane,
multi-axle transport vehicle 100 for use in moving heavy loads
including a forward module 102 mounted on a plurality of axles 136
and a rearward module 104 also mounted on a plurality of axles 136.
The axles 136 are arranged or configured in sets of two as forward
dollies 120 and rearward dollies 122. The forward module 102 is
mechanically connected to the rearward module 104 for providing a
high speed, dual lane transport body 108. The forward module 102
and the rearward module 104 of the transport body 108 each have a
single central spine 130 and 132, respectively, wherein each of the
forward dollies 120 and rearward dollies 122 are respectively
attached to the corresponding single central spine 130, 132. The
forward dollies 120 and the rearward dollies 122 which are
comprised of the axles 136 in sets of two have an axle spacing of
at least six feet. A hydraulic suspension 138 is provided for
dynamically stabilizing the axles 136 for reducing axle yaw. An
axle steering system 140 having a plurality of axle steering rods
142 controls the position of the axles 136 comprising the forward
dollies 120 and rearward dollies 122.
[0131] The present invention provides novel advantages and
structural features over other multi-axle vehicles designed to
transport heavy loads. Initially, (1) the present invention is a
dual lane multi-axle transport vehicle 100 that includes parallel
sets of axles 136 per dolly, (2) is capable of traveling at 35
miles per hour "on-road" over public roadways while carrying a full
payload 110, (3) comprises "dual lane" construction which occupies
two adjacent roadway lanes and exhibits a width dimension of
preferably 18'-to-20', (4) designed to incorporate unitary
construction between the forward module 102, rearward module 104
and the load bearing means 106 as a single trailer unit, (5) is
capable of moving in both forward and reverse directions, and (6)
is typically fabricated from lightweight steel. Further, the
transport vehicle 100 of the present invention preferably
incorporates (7) a single central spine construction having a first
single central spine 130 in the forward module 102 and a second
single central spine 132 in the rearward module 104, (8) an axle
separation of 9'0'' and an axle length of 7'0'' for legally
carrying maximum on-road weight limits, (9) an automatic power
steering system 144 for quickly controlling the direction of the
axles 136 of the front wheel sets 190 forming the forward dollies
120 and rearward dollies 122, (10) an all-axle steering system 140
including side steering rods 142 for controlling the position of
the axles 136, (11) a hydraulic suspension system 138 having dual
arms 171, 172 in combination with dual fluid activated cylinders
169, 170 for dynamically stabilizing the axles 136 and resisting
axle yaw, (12) front and rear turn tables 336, 338 mounted on the
forward module 102 and rearward module 104, respectively, to
provide point loading and steering control, and (13) a rear
steering cab 166 for controlling and steering the rear axles 162 of
the rearward module 104. Finally, the transport vehicle 100 can
include (14) detachable connectors 134 for disassembling each of
the forward dollies 120 and rearward dollies 122 from the
corresponding single central spine 130, 132, respectively, while
(15) disassembly of the dollies 120, 122 from the single central
spines 130, 132 is not required for moving the transport vehicle
100 to another location, and (16) a self-steering caster suspension
system for providing additional suspension support for ultra-heavy
payloads 110.
[0132] While the present invention is described herein with
reference to illustrative embodiments for particular applications,
it should be understood that the invention is not limited thereto.
Those having ordinary skill in the art and access to the teachings
provided herein will recognize additional modifications,
applications and embodiments within the scope thereof and
additional fields in which the present invention would be of
significant utility.
[0133] It is therefore intended by the appended claims to cover any
and all such modifications, applications and embodiments within the
scope of the present invention.
Accordingly,
* * * * *