U.S. patent application number 16/390769 was filed with the patent office on 2019-10-24 for refuse body adapter.
This patent application is currently assigned to Oshkosh Corporation. The applicant listed for this patent is Oshkosh Corporation. Invention is credited to Emily Davis, Matthew Deinema, John Kellander, Rob Messina, Robert Ryan, Leslie Schwartz.
Application Number | 20190322321 16/390769 |
Document ID | / |
Family ID | 68236241 |
Filed Date | 2019-10-24 |
United States Patent
Application |
20190322321 |
Kind Code |
A1 |
Schwartz; Leslie ; et
al. |
October 24, 2019 |
REFUSE BODY ADAPTER
Abstract
A refuse body adapter includes a sub-frame assembly, a sub-frame
adapter, and a spacer. The sub-frame assembly is configured to be
coupled to a cargo body. The sub-frame adapter is configured to be
coupled to a chassis of a vehicle. The spacer is coupled to both
the sub-frame assembly and the sub-frame adapter. The spacer is
disposed in a gap formed between the sub-frame assembly and the
sub-frame adapter. A thickness of the spacer may be adjusted to
accommodate different gap sizes between the sub-frame assembly and
the sub-frame adapter.
Inventors: |
Schwartz; Leslie; (Owatonna,
MN) ; Ryan; Robert; (Oshkosh, WI) ; Deinema;
Matthew; (Oshkosh, WI) ; Kellander; John;
(Oshkosh, WI) ; Davis; Emily; (Rochester, MN)
; Messina; Rob; (Oshkosh, WI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Oshkosh Corporation |
Oshkosh |
WI |
US |
|
|
Assignee: |
Oshkosh Corporation
Oshkosh
WI
|
Family ID: |
68236241 |
Appl. No.: |
16/390769 |
Filed: |
April 22, 2019 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
62661482 |
Apr 23, 2018 |
|
|
|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B62D 24/00 20130101;
B62D 27/06 20130101; B65F 2003/008 20130101; B65F 3/00 20130101;
B62D 21/18 20130101 |
International
Class: |
B62D 27/06 20060101
B62D027/06; B62D 21/18 20060101 B62D021/18 |
Claims
1. A refuse body adapter, comprising: a sub-frame assembly
configured to be coupled to a cargo body; a sub-frame adapter
configured to be coupled to a chassis of a vehicle; and a spacer
coupled to both the sub-frame assembly and the sub-frame adapter,
wherein the spacer is disposed in a gap formed between the
sub-frame assembly and the sub-frame adapter, wherein a thickness
of the spacer may be adjusted to accommodate different gap sizes
between the sub-frame assembly and the sub-frame adapter.
2. The refuse body adapter of claim 1, wherein the vehicle is a
refuse vehicle, and wherein the refuse body adapter is configured
to couple a refuse body to the chassis.
3. The refuse body adapter of claim 1, wherein the chassis
comprises a first frame rail and a second frame rail spaced a
distance from the first frame rail, and wherein the thickness of
the spacer may be adjusted to accommodate different values of the
distance between the first frame rail and the second frame
rail.
4. The refuse body adapter of claim 1, wherein the sub-frame
adapter comprises a first connecting region and a second connecting
region, wherein the first connecting region is configured to be
coupled to the chassis, and wherein the second connecting region is
coupled to the spacer.
5. The refuse body adapter of claim 4, wherein a cross-sectional
shape of the spacer is approximately the same as a cross-sectional
shape of the second connecting region.
6. The refuse body adapter of claim 5, wherein the cross-sectional
shape of the second connecting region is rectangular with rounded
ends that are disposed on opposing ends of the second connecting
region.
7. The refuse body adapter of claim 4, wherein the second
connecting region is welded to the spacer along a perimeter of the
second connecting region, and wherein the spacer is welded to the
sub-frame assembly along a perimeter of the spacer.
8. The refuse body adapter of claim 4, wherein a length of the
second connecting region in a longitudinal direction is greater
than a length of the first connecting region in a longitudinal
direction.
9. A refuse body adapter, comprising: a sub-frame assembly, the
sub-frame assembly comprising: a first frame member; a second frame
member substantially parallel to the first frame member and spaced
a first distance apart from the first frame member; and a stringer
having a first end and a second end, wherein the first end is
coupled to the first frame member and the second end is coupled to
the second frame member; a spacer coupled to the first frame
member; and a sub-frame adapter having a first connecting region
and a second connecting region, wherein the first connecting region
is configured to be coupled to one of a plurality of frame rails of
a chassis of a vehicle, wherein the second connecting region is
coupled to the spacer, and wherein a thickness of the spacer may be
adjusted to accommodate a gap formed between the first frame member
and one of the plurality of frame rails.
10. The refuse body adapter of claim 9, wherein the thickness of
the spacer is adjusted to accommodate approximately half of a
difference between the first distance and a second distance between
the plurality of frame rails.
11. The refuse body adapter of claim 9, wherein the vehicle is a
refuse vehicle, and wherein the refuse body adapter is configured
to couple a refuse body to the chassis.
12. The refuse body adapter of claim 9, wherein a cross-sectional
shape of the spacer is approximately the same as a cross-sectional
shape of the second connecting region.
13. The refuse body adapter of claim 9, wherein the second
connecting region is welded to the spacer along a perimeter of the
second connecting region, and wherein the spacer is welded to one
of the first frame member and the second frame member along a
perimeter of the spacer.
14. The refuse body adapter of claim 9, wherein a length of the
second connecting region in a longitudinal direction is greater
than a length of the first connecting region in a longitudinal
direction.
15. A vehicle comprising: a chassis having a first frame rail and a
second frame rail, wherein the first frame rail is substantially
parallel to the second frame rail and spaced apart from the first
frame rail; a sub-frame assembly, the sub-frame assembly
comprising: a first frame member; a second frame member
substantially parallel to the first frame member and spaced apart
from the first frame member; and a stringer having a first end and
a second end, wherein the first end is coupled to the first frame
member and the second end is coupled to the second frame member; a
spacer coupled to the first frame member; and a sub-frame adapter
having a first connecting region and a second connecting region,
wherein the first connecting region is coupled to the first frame
rail, wherein the second connecting region is coupled to the
spacer, and wherein a thickness of the spacer may be adjusted to
accommodate a gap formed between the first frame member and the
first frame rail.
16. The vehicle of claim 15, wherein the second frame member is
spaced a first distance apart from the first frame member, wherein
the second frame rail is spaced a second distance apart from the
first frame rail, and wherein the thickness of the spacer is
adjusted to accommodate approximately half of a difference between
the first distance and the second distance.
17. The vehicle of claim 15, wherein the vehicle is a refuse
vehicle, and wherein together the sub-frame assembly, the spacer,
and the sub-frame adapter are configured to couple a refuse body to
the chassis.
18. The vehicle of claim 15, wherein a cross-sectional shape of the
spacer is approximately the same as a cross-sectional shape of the
second connecting region.
19. The vehicle of claim 15, wherein the second connecting region
is welded to the spacer along a perimeter of the second connecting
region, and wherein the spacer is welded to one of the first frame
member and the second frame member along a perimeter of the
spacer.
20. The vehicle of claim 15, wherein a length of the second
connecting region in a longitudinal direction is greater than a
length of the first connecting region in a longitudinal direction.
Description
CROSS-REFERENCE TO RELATED PATENT APPLICATIONS
[0001] The present application claims the benefit of U.S.
Provisional Patent Application No. 62/661,482, filed Apr. 23, 2018,
which is incorporated herein by reference in its entirety.
BACKGROUND
[0002] Cargo bodies may be manufactured separately from the vehicle
chassis and are configured to pair with and mount to a single
chassis design. These cargo bodies are not easily adapted for use
with third-party chassis designs, which may not provide adequate
support for the cargo body and may result in an incorrect
positioning of the cargo body with respect to other vehicle
components (e.g., a front cabin of the vehicle), or inadequate
ground clearance.
SUMMARY
[0003] One embodiment relates to a refuse body adapter. The refuse
body adapter includes a sub-frame assembly, a sub-frame adapter,
and a spacer. The sub-frame assembly is configured to be coupled to
a cargo body. The sub-frame adapter is configured to be coupled to
a chassis of a vehicle. The spacer is coupled to both the sub-frame
assembly and the sub-frame adapter. The spacer is disposed in a gap
formed between the sub-frame assembly and the sub-frame adapter. A
thickness of the spacer may be adjusted to accommodate different
gap sizes between the sub-frame assembly and the sub-frame
adapter.
[0004] Another embodiment relates to a refuse body adapter. The
refuse body adapter includes a sub-frame assembly, a spacer, and a
sub-frame adapter. The sub-frame assembly includes a first frame
member and a second frame member oriented substantially parallel to
the first frame member. The second frame member is spaced a first
distance apart from the first frame member. The sub-frame assembly
additionally includes a stringer having a first end that is coupled
to the first frame member and a second end that is coupled to the
second frame member. The spacer is coupled to the first frame
member. The sub-frame adapter includes a first connecting region
and a second connecting region. The first connecting region is
configured to be coupled to one of the plurality of frame rails of
a chassis of a vehicle. The second connecting region is coupled to
the spacer. A thickness of the spacer may be adjusted to
accommodate a gap formed between the first frame member and one of
the plurality of frame rails.
[0005] Another embodiment relates to a vehicle. The vehicle
includes a chassis, a sub-frame assembly, a spacer, and a sub-frame
adapter. The sub-frame assembly includes a first frame member and a
second frame member oriented substantially parallel to the first
frame member. The second frame member is spaced apart from the
first frame member. The sub-frame assembly additionally includes a
stringer having a first end that is coupled to the first frame
member and a second end that is coupled to the second frame member.
The spacer is coupled to the first frame member. The sub-frame
adapter includes a first connecting region and a second connecting
region. The first connecting region is coupled to the first frame
rail. The second connecting region is coupled to the spacer. A
thickness of the spacer may be adjusted to accommodate a gap formed
between the first frame member and the first frame rail.
[0006] This summary is illustrative only and is not intended to be
in any way limiting. Other aspects, inventive features, and
advantages of the devices and/or processes described herein, as
defined solely by the claims, will become apparent in the detailed
description set forth herein, taken in conjunction with the
accompanying figures, wherein like reference numerals refer to like
elements.
BRIEF DESCRIPTION OF THE DRAWINGS
[0007] The disclosure will become more fully understood from the
following detailed description, taken in conjunction with the
accompanying figures, wherein like reference numerals refer to like
elements, in which:
[0008] FIG. 1 is a side view of a vehicle, according to an
illustrative embodiment.
[0009] FIG. 2 is a perspective view of the vehicle of FIG. 1, shown
with a cargo body and a sub-frame assembly separated from the
vehicle.
[0010] FIG. 3 is a perspective view of a sub-frame assembly,
according to an illustrative embodiment.
[0011] FIG. 4 is an exploded view of FIG. 3.
[0012] FIG. 5 is a side view of the sub-frame assembly of FIG.
3.
[0013] FIG. 6 is a perspective view of a vehicle chassis, according
to an illustrative embodiment.
[0014] FIG. 7A is an enlarged side view of the vehicle chassis of
FIG. 6, in a region between a forward sub-frame adapter and a rear
sub-frame adapter.
[0015] FIG. 7B is a detailed view of a sub-frame adapter from the
vehicle chassis of FIG. 6 located toward a front end of the
vehicle.
[0016] FIG. 7C is a detailed view of a sub-frame adapter from the
vehicle chassis of FIG. 6 located toward a rear end of the
vehicle.
[0017] FIG. 7D is a side view of the sub-frame adapter of FIG. 7C,
showing the location of a weld joint.
DETAILED DESCRIPTION
[0018] Before turning to the figures, which illustrate the
exemplary embodiments in detail, it should be understood that the
present disclosure is not limited to the details or methodology set
forth in the description or illustrated in the figures. It should
also be understood that the terminology used herein is for the
purpose of description only and should not be regarded as
limiting.
[0019] According to an exemplary embodiment, an adapter facilitates
mounting of a cargo body to a third-party designed chassis (e.g., a
chassis not specifically designed to accommodate the cargo body).
In particular, the adapter facilitates providing adequate
structural support to the cargo body, while also facilitating the
alignment of the cargo body with other vehicle components.
[0020] According to the exemplary embodiment shown in FIGS. 1 and
2, a vehicle, shown as the vehicle 100, is a refuse vehicle that is
traditionally used to transport material from various waste
receptacles within a municipality to a storage or processing
facility (e.g., a landfill, an incineration facility, a recycling
facility, etc.). The refuse vehicle includes a refuse body (e.g.,
cargo body 200) that is used to collect material from multiple
waste receptacles, reducing the number of trips required between
the municipality and the storage or processing facility. In the
embodiment of FIGS. 1 and 2, the refuse vehicle further includes a
chassis 300, a sub-frame assembly 400, and a plurality of sub-frame
adapters, shown as universal mounting brackets 500.
[0021] FIG. 2 shows the refuse body (e.g., cargo body 200) and the
sub-frame assembly 400 separated from the remainder of the refuse
vehicle 100. As shown in FIG. 2, the sub-frame assembly 400 is
formed from a series of cross-bar elements that frame out a region
of space in-between the refuse body and a structural frame 302 of
the chassis 300. In the embodiment of FIGS. 1 and 2, the refuse
body is configured to mount directly to the sub-frame assembly 400,
which is further adapted to mount to a third party vehicle chassis,
such as the chassis 300 shown in FIGS. 1 and 2. The sub-frame
assembly 400 serves at least two important functions: 1) to
stabilize the refuse body structurally with respect to the chassis
300, and 2) to space the refuse body from the chassis 300 by an
amount that provides adequate ground clearance for the refuse body
and also provides clearance between the refuse body and rear wheels
(e.g. wheel and tire assemblies 314).
[0022] As shown in FIG. 1, the sub-frame assembly 400 is coupled to
the chassis 300 by a series of universal mounting brackets 500,
which are disposed along each side of the vehicle 100. In the
embodiment of FIG. 1, an upper end (e.g., second connecting region
508) of each universal mounting bracket 500 is coupled to an
outside edge of the sub-frame assembly 400 while at the same time a
lower end (e.g., first connecting region 506) of each universal
mounting bracket 500 is coupled to an outside edge of the chassis
300. In the embodiment of FIG. 1, the upper end of each universal
mounting bracket 500 is permanently affixed (e.g., welded) to the
sub-frame assembly 400, while the lower end of each universal
mounting bracket 500 is removably fastened to the chassis 300, for
example by using a series of bolts or rivets that extend through
holes in the universal mounting bracket 500 and corresponding holes
in the chassis 300. The details of the general depictions provided
in FIGS. 1 and 2 will be more fully explained by reference to FIGS.
3-7D.
[0023] FIGS. 1 and 2 show an illustrative embodiment of a vehicle,
shown as vehicle 100. The vehicle 100 includes a chassis, shown as
chassis 300, that supports a first body portion, shown as front
cabin 600, and a second body portion, shown as cargo body 200. As
shown in FIGS. 1 and 2, the front cabin 600 is disposed on a front
end 102 of the vehicle 100. The cargo body 200 is disposed behind
the front cabin 600 toward a rear end 104 of the vehicle 100. The
chassis 300 engages a plurality of tractive assemblies, shown as
rear tractive assemblies 304 and front tractive assemblies 306.
According to the illustrative embodiment of FIGS. 1 and 2, the
vehicle 100 is a refuse vehicle that is traditionally used to
transport material from various waste receptacles within a
municipality to a storage or processing facility (e.g., a landfill,
an incineration facility, a recycling facility, etc.). However, the
systems and methods of this disclosure are not limited to a single
vehicle type. In an alternative embodiment, the vehicle 100 is
another type of on-road truck such as a commercial truck with cargo
carrier or a concrete mixer. Alternatively, the vehicle 100 is an
off-road vehicle that includes a cargo body, such as vehicles used
to transport fill and rocks for mining or construction.
[0024] According to the illustrative embodiment shown in FIG. 2,
the chassis 300 may be of any third-party design (e.g., a chassis
300 not designed specifically to accommodate the cargo body 200
shown in FIG. 2). The chassis 300 includes frame rails, shown as a
first frame rail 308 and a second frame rail 310. The frame rails
308 and 310 extend from the front end 102 of the vehicle 100 to the
rear end 104 of the vehicle 100 (e.g., front-to-back). In the
embodiment shown in FIG. 2, the first frame rail 308 is
substantially parallel to the second frame rail 310 and is
separated a distance apart from the first frame rail 308. The frame
rails 308 and 310 define a longitudinal axis 312, which extends
centrally between the frame rails 308 and 310. As shown in FIG. 2,
the chassis 300 engages rear tractive assemblies 304 and front
tractive assemblies 306. In the embodiment of FIG. 2, the chassis
300 engages a single front tractive assembly 306 and a pair of rear
tractive assemblies 304. In other embodiments there may be more or
fewer of either the front tractive assemblies 306 or the rear
tractive assemblies 304. The front tractive assemblies 306 and the
rear tractive assemblies 304 may include brakes (e.g., disc brakes,
drum brakes, air brakes, etc.), gear reductions, steering
components, wheel hubs, wheels, tires, and other features. As shown
in FIGS. 1 and 2, each of the front tractive assemblies 306 and the
rear tractive assemblies 304 include tractive elements, shown as
wheel and tire assemblies 314. In other embodiments, at least one
of the front tractive assemblies 306 and the rear tractive
assemblies 304 include a different type of tractive element (e.g.,
a track, etc.).
[0025] According to the illustrative embodiment shown in FIGS. 1
and 2, the front cabin 600 includes one or more doors, shown as
doors 602 that facilitate entering and exiting an interior of the
front cabin 600. The interior of the front cabin 600 may include a
plurality of seats (e.g., two, three, four, five, etc.), vehicle
controls, driving components (e.g., steering wheel, accelerator
pedal, brake pedal, etc.), etc. In the embodiment shown in FIG. 2,
the cargo body 200 includes a refuse body and a compaction
mechanism that is used to maximize the amount of refuse that can be
transported in the refuse body. The refuse body includes a large
chamber within which material from multiple residential or
commercial waste receptacles is stored. In other embodiments, the
cargo body 200 includes a truck bed or a flat bed. In yet other
embodiments, the cargo body 200 additionally or alternatively
includes a boom lift.
[0026] According to an illustrative embodiment, the vehicle 100
includes a powertrain system. The powertrain system may include a
primary driver (e.g., an engine, a motor, etc.), an energy
generation device (e.g., a generator, etc.), and/or an energy
storage device (e.g., a battery, capacitors, ultra-capacitors,
etc.) electrically coupled to the energy generation device. The
primary driver may receive fuel (e.g., gasoline, diesel, etc.) from
a fuel tank and combust the fuel to generate mechanical energy. A
transmission may receive the mechanical energy and provide an
output to the generator. The generator may be configured to convert
mechanical energy into electrical energy that may be stored by the
energy storage device. The energy storage device may provide
electrical energy to a motive driver to drive at least one of the
front tractive assemblies 306 and the rear tractive assemblies 304.
In some embodiments, each of the front tractive assemblies 306
and/or the rear tractive assemblies 304 include an individual
motive driver (e.g., a motor that is electrically coupled to the
energy storage device, etc.) configured to facilitate independently
driving each of the wheel and tire assemblies 314. In some
embodiments, a transmission of the vehicle 100 is rotationally
coupled to the primary driver, a transfer case assembly, and one or
more drive shafts. The one or more drive shafts may be received by
one or more differentials configured to convey the rotational
energy of the drive shaft to a final drive (e.g., half-shafts
coupled to the wheel and tire assemblies 314, etc.). The final
drive may then propel or moves the vehicle 100. In such
embodiments, the vehicle 100 may not include the generator and/or
the energy storage device. The powertrain of the vehicle 100 may
thereby be a hybrid powertrain or a non-hybrid powertrain.
According to an illustrative embodiment, the primary driver is a
compression-ignition internal combustion engine that utilizes
diesel fuel. In other embodiments, the primary driver is another
type of device (e.g., spark-ignition engine, fuel cell, electric
motor, etc.) that is otherwise powered (e.g., with gasoline,
compressed natural gas, hydrogen, electricity, etc.).
[0027] FIG. 2 shows an illustrative embodiment of a sub-frame
assembly 400 that is configured to facilitate mounting of the cargo
body 200 to the chassis 300. As shown in FIG. 2, the sub-frame
assembly 400 is configured to be disposed on the chassis 300 and
extends between the front cabin 600 and a rear end 104 of the
vehicle 100. Specifically, the sub-frame assembly 400 is configured
to be disposed on an upper surface 316 of the frame rails 308 and
310. As shown in FIG. 2, the cargo body 200 is configured to be at
least partially disposed atop the sub-frame assembly 400, such that
the sub-frame assembly 400 is sandwiched between the cargo body 200
and the chassis 300.
[0028] FIG. 3 shows the embodiment of the sub-frame assembly 400
from FIG. 2 isolated from the vehicle 100. As shown in FIG. 3, the
sub-frame assembly 400 includes a pair of frame members, shown as a
first frame member 402 and a second frame member 404. The first
frame member 402 is oriented in a direction that is substantially
parallel to the second frame member 404 and is spaced a distance
apart from the second frame member 404. In the embodiment shown in
FIG. 3, the distance between the first frame member 402 and the
second frame member 404 is approximately the same as the distance
between the first frame rail 308 and the second frame rail 310 (see
also FIG. 2) such that the first frame member 402 is approximately
centered atop the first frame rail 308 and the second frame member
404 is approximately centered atop the second frame rail 310.
Alternatively, the spacing may be different. The sub-frame assembly
400 also includes a plurality of support elements, shown as
stringers 406 that couple the first frame member 402 to the second
frame member 404.
[0029] FIG. 4 shows the sub-frame assembly 400 of FIG. 3 in an
exploded view. According to an illustrative embodiment, each of the
first frame member 402 and the second frame member 404 is formed
from a single piece of material. Alternatively, the frame members
402 and 404 may be formed from multiple pieces of material that are
welded or fastened together. As shown in FIG. 4, each of the first
frame member 402 and the second frame member 404 is formed as a
C-shaped element having two horizontal legs 408 and a vertical leg
410. The horizontal legs 408 are oriented in a direction that is
substantially perpendicular to the vertical leg 410. The horizontal
legs 408 extend from the vertical leg 410 toward the longitudinal
axis 312 and define a channel within which each of the stringers
406 are received.
[0030] A side view of the embodiment of the sub-frame assembly 400
of FIG. 3 is shown in FIG. 5. As shown in FIG. 5, each of the first
frame member 402 and the second frame member 404 (shown in FIG. 4)
includes a forward edge 409 and a rear edge 411 opposite the
forward edge 409. In the embodiment shown in FIG. 5, each of the
forward edge 409 and the rear edge 411 are chamfered (e.g. by
cutting the frame members 402 and 404 during the manufacturing
process) such that they form an angle 412 with respect to the
longitudinal axis 312. Among other benefits, the angle 412
accommodates the shape of the cargo body 200 (e.g., the section of
the cargo body 200 that extends below the chassis 300 on the rear
end 104 of the vehicle 100 as shown in FIG. 1). Using angled or
chamfered edges also eliminates sharp points on the vehicle 100
that would otherwise be prone to cutting or snagging. In the
embodiment shown in FIG. 5, the angle 412 formed between the
forward edge 409 and the longitudinal axis 312 is the same as the
angle formed between the rear edge 411 and the longitudinal axis
312, and is equal to approximately 45.degree. . In other
embodiments, any other suitable angle may be utilized.
[0031] Returning to FIG. 4, a plurality of stringers 406 are shown
between the first frame member 402 and the second frame member 404.
Five stringers 406 are shown in FIG. 4, although the required
number of stringers 406 may be different in other embodiments
depending on structural requirements in different applications and
vehicle types. As shown in FIG. 4, each stringer 406 is oriented in
a direction that is substantially perpendicular to the longitudinal
axis 312. In other embodiments, the stringers may be angled with
respect to the longitudinal axis 312 (e.g., the cross bracing for
the sub-frame assembly 400 may be formed using two diagonal
stringers in an X-shaped manner, or any other suitably strong
arrangement of stringers 406). The stringers 406 are spaced along
the length of the frame members 402 and 404 and couple the frame
members 402 and 404 together. In the embodiment of FIG. 4, three
stringers 406 are spaced approximately an equal distance from one
another starting proximate to the rear edge 411 of the frame
members 402 and 404. A final stringer 406 is located proximate the
forward edge 409 of the frame members 402 and 404. In an
alternative embodiment, all of the stringers 406 may be spaced at
regular intervals (e.g., with similar spacing between adjacent
stringers 406) along the length of the frame members 402 and 404 or
at any other location that provides adequate structural support for
the cargo body 200 (shown in FIGS. 1 and 2).
[0032] Other structural members and elements may also be included
between the frame members 402 and 404. For example, in the
embodiment shown in FIG. 4 (e.g., a refuse truck application), a
support structure 414 is provided in between two stringers 406
towards the forward edge 409 of each of the frame members 402 and
404. The support structure 414 is disposed proximate to a contact
point between the cargo body 200 and the sub-frame assembly 400 and
provides additional structural support to the sub-frame assembly
400 during unload events of the refuse truck as will be further
described.
[0033] As shown in FIG. 4, each stringer 406 is formed as a single
piece of material (e.g., manufactured using a sheet metal stamping
and forming process with welded corners). Alternatively, each
stringer 406 may be formed from separate pieces of material that
are welded or otherwise fastened together. Each stringer 406
includes an upper wall 416, a lower wall 418, a first end, shown as
first end wall 420, and a second end, shown as second end wall 421.
Together, the upper wall 416, lower wall 418, first end wall 420
and second end wall 421 form a recessed area 422. As shown in FIG.
4, each of the first end wall 420 and the second end wall 421 of
each stringer 406 includes a plurality of stringer holes, shown as
holes 424 that are alignable with (e.g., such that they share a
common axis with) mating holes in one of the first frame member 402
and the second frame member 404, shown as holes 426.
[0034] In the embodiment of FIG. 4, the first end wall 420 and the
second end wall 421 are received within the C-shaped channel of
either the first frame member 402 or the second frame member 404.
As shown in FIG. 4, a plurality of fasteners are received within
the holes 424 and 426 to couple each stringer 406 to both the first
frame member 402 and the second frame member 404. In the embodiment
of FIG. 4, the fasteners take the form of a bolt 428 that is
inserted from an outer face 430 of each frame member 402 and 404.
Each of the bolts 428 passes through the frame members 402 and 404
and one of the first end wall 420 and the second end wall 421
toward the longitudinal axis 312. A nut 432 is inserted into the
recessed area 422 of each stringer 406 to secure each bolt 428 in
place and prevent movement of the stringers 406 with respect to the
first and second frame members 402 and 404.
[0035] FIG. 6 shows an illustrative embodiment of the chassis 300
coupled to the sub-frame assembly 400. As shown in FIG. 6, each of
the first frame rail 308 and the second frame rail 310 are formed
in a C-shape defined by a vertical portion 318, an upper leg 320,
and a lower leg 322. The upper leg 320 and lower leg 322 are
substantially parallel to one another and substantially
perpendicular to the vertical portion 318. The sub-frame assembly
400 is configured to be disposed on the chassis 300; for example,
such that one of the horizontal legs 408 of the first frame member
402 contacts the upper leg 320 of the first frame rail 308, while
at the same time one of the horizontal legs 408 of the second frame
member 404 contacts the upper leg 320 of the second frame rail
310.
[0036] As shown in FIG. 6, the sub-frame assembly 400 is coupled
(e.g., mounted) to the chassis 300 using a plurality of sub-frame
adapters, shown as universal mounting brackets 500. In the
embodiment of FIG. 6, the universal mounting brackets 500 are
positioned along the length of the chassis 300. The four universal
mounting brackets 500 toward the rear end 104 of the vehicle 100
are spaced approximately an equal distance from one another, while
in comparison, the two universal mounting brackets 500 nearest the
front end 102 of the vehicle 100 are spaced much more closely to
one another. Alternatively, the spacing between each of the
universal mounting brackets 500 may be different. In the embodiment
shown in FIG. 6, the arrangement of universal mounting brackets 500
that couple the second frame member 404 to the second frame rail
310 is identical to the arrangement of universal mounting brackets
500 that couple the first frame member 402 to the first frame rail
308.
[0037] As shown in FIG. 6, in an illustrative embodiment the
vehicle 100 (e.g., a refuse truck) includes a cargo body contact
point, shown as contact pads 434 and a pivot connector, shown as
flanges 436, both of which are disposed on the sub-frame assembly
400. Returning to FIG. 1, the flanges 436 are coupled to the
sub-frame assembly 400 toward the rear end 104 of the vehicle 100
(e.g., using bolts, screws, or any other suitable fastener),
whereas the contact pads 434 are coupled to the sub-frame assembly
400 toward the forward edge 409 of the sub-frame assembly 400
(e.g., using screws, bolts, or any other suitable fastener). The
cargo body 200 is pivotably mounted to the flanges 436, allowing
the cargo body 200 to tilt with respect to the chassis 300 between
a loading position, where the cargo body 200 is proximate to the
contact pads 434, and an unloading position, where the cargo body
200 is spaced a distance away from the contact pads 434. To unload
waste material from the cargo body 200, the cargo body 200 pivots
away from the contact pads 434, emptying its contents from the rear
end 104 of the vehicle 100. Once the contents of the cargo body 200
are unloaded, the cargo body 200 returns toward the contact pads
434 and in certain scenarios may forcibly engage with the contact
pads 434. Accordingly, a support structure 414 is coupled to the
sub-frame assembly 400 proximate to the contact pads 434 to protect
the structure against damage caused by repeated engagement of the
contact pads 434 with the cargo body 200.
[0038] FIG. 7A shows an enlarged side view of the chassis 300 of
FIG. 6 in the region of the contact pads 434. As shown in FIG. 7A,
the first frame rail 308 includes a plurality of mounting holes,
shown as holes 324 that pass through the vertical portion 318 of
the first frame rail 308. The holes 324 are arranged in a
rectangular pattern such that adjacent holes are aligned in both a
horizontal direction and a vertical direction. In other
embodiments, the alignment or spacing of holes 324 may be
different. The arrangement of holes 324 in the first frame rail 308
is identical to the arrangement of holes in the second frame rail
310 (e.g. the arrangement of features described on the side of the
vehicle 100 shown in FIGS. 7A-7D apply equally to arrangement and
design of features on the opposite side of the vehicle 100). As
shown in the embodiment of FIG. 7A, the sub-frame assembly 400 is
coupled to the chassis 300 using a plurality of universal mounting
brackets 500. As shown in FIG. 7A, the universal mounting brackets
500 toward the front end 102 of the vehicle 100 (also see FIG. 6)
are the same as the universal mounting brackets 500 used toward the
rear end 104 of the vehicle 100 (see also FIG. 6). Alternatively,
the design of the universal mounting brackets 500 may be
different.
[0039] In the embodiment of FIG. 7A, each of the universal mounting
brackets 500 is made from a single piece of material (e.g., a piece
of sheet metal formed by a metal cutting or stamping process, or
any other suitably strong material). Alternatively, the universal
mounting brackets may be formed from multiple pieces of material
welded or otherwise fastened together. Each universal mounting
bracket 500 includes a first connecting region 506 and a second
connecting region 508 opposite the first connecting region 506. In
the embodiment shown in FIG. 7A, the first connecting region 506 is
rectangular in shape with curved corners. The first connecting
region 506 includes a plurality of through-holes, shown as holes
510. Each one of the plurality of holes 510 is alignable with a
corresponding one of the plurality of mounting holes 324 in the
first frame rail 308. In other words, the pattern of holes 510 in
the first connecting region 506 is arranged to match with a pattern
of mounting holes 324 in the first frame rail 308. In the
embodiment shown in FIG. 7A, the holes 510 disposed in the first
connecting region 506 are arranged to align with a set of
horizontally aligned mounting holes 324 from the pattern of
mounting holes 324 in the first frame rail 308. In alternative
embodiments, the number or arrangement of holes in the first
connecting region 506 may be different. For example, the first
connecting region 506 may be resized to include any number of holes
510 (e.g., in any desired pattern), each hole 510 aligning with a
different (e.g., a corresponding one) mounting hole 324 in the
first frame rail 308.
[0040] In the illustrative embodiment of FIG. 7A, the second
connecting region 508 is shaped as a rectangle with two rounded
ends disposed on opposite ends of the second connecting region
(e.g., a racetrack or lozenge shape). This particular shape
provides greater coverage of the first frame member 402 in a
longitudinal direction, parallel to the longitudinal axis 312. In
other words, a length of the second connecting region 508 in a
longitudinal direction is greater than a length of the first
connecting region 506 in a longitudinal direction. Various
alternative shapes are contemplated; for example, the second
connecting region 508 may be elliptical or rectangular with rounded
corners or any other suitable shape. In the embodiment shown in
FIG. 7A, the first connecting region 506 transitions to the second
connecting region 508 along edges 512 having a constant radius of
curvature, an arrangement that reduces stress on the universal
mounting brackets 500 during normal vehicle operations. Again,
various alternatives are contemplated, although generally the edges
512 will be shaped to reduce stress on the universal mounting
bracket 500 in the region in between the first connecting region
506 and the second connecting region 508, while minimizing the mass
of the universal mounting bracket 500.
[0041] A detailed view of the universal mounting bracket 500
located rearward (closer to the rear end 104 of the vehicle 100) of
the contact pad 434 from FIGS. 6 and 7A is shown in FIG. 7B, while
a detailed view of the universal mounting bracket 500 located
forward (closer to the front end 102 of the vehicle 100) of the
contact pad 434 from FIGS. 6 and 7A is shown in FIG. 7C. As shown
in the embodiments of FIGS. 7A and 7B, the first connecting region
506 is removably coupled to the first frame rail 308 using a
plurality of bolts 522. In alternative embodiments, the first
connecting region 506 may be fastened to the first frame rail 308
using rivets or any other suitable fastener. As shown in FIG. 7C,
each of the bolts 522 is inserted through one of the mounting holes
324 and through a corresponding one of the holes 510 in the first
connecting region 506.
[0042] In the embodiment shown in FIG. 7B, the second connecting
region 508 for each of the universal mounting brackets 500 is
configured to be permanently coupled to the sub-frame assembly 400.
The second connecting region may be secured to the first frame
member 402 using a welding process; for example, by welding along a
joint 514 formed between the second connecting region 508 and the
vertical leg 410 of the first frame member 402 (the joint 514 that
follows along the perimeter of the second connecting region 508 as
shown in FIG. 7A). In particular, this approach may be used in
embodiments where the outer face 430 of the vertical leg 410 of the
first frame member 402 is approximately flush with the outermost
face of the vertical portion 318 of the first frame rail 308 (e.g.,
such that the outer face 430 of the vertical leg 410 of the first
frame member 402 lies along a plane passing through the outermost
face of the vertical portion 318 of the first frame rail 308).
[0043] In other embodiments or different longitudinal positions
along the chassis 300, the vertical leg 410 of the first frame
member 402 may be spaced a distance away from the vertical portion
318 of the first frame rail 308, which may occur, for example, when
the spacing between the first frame rail 308 and the second frame
rail 310 (see FIG. 6) is greater than the spacing between the first
frame member 402 and the second frame member 404. As shown in FIG.
7C, a spacer, shown as standoff 516 may be included between the
second connecting region 508 and the vertical leg 410 of the first
frame member 402 to accommodate this gap. The thickness of the
standoff 516 (e.g., in a direction extending outward from the outer
face 430 of the vertical leg 410 of the first frame member 402) may
be modified as needed to suit a wide range of different third-party
vehicle chassis designs. For example, in the embodiment of FIG. 7C,
a first distance between an outer lateral surface of the first
frame rail 308 and the second frame rail 310 may be greater than a
second distance between an outer lateral surface of the first frame
member 402 and the second frame member 404. A thickness 524 of the
standoff 516 may be sized to occupy a gap formed between the frame
rails 308, 310 and the frame members 404. For example, the
thickness 524 may be approximately equal to half of a difference
between the first distance and the second distance. A second
standoff, of approximately equal thickness to the first standoff
may be provided on a second one of the frame members 404 in order
to center the sub-frame assembly 400 with respect to the vehicle
100 (e.g., frame rails 308, 310). According to an exemplary
embodiment, the standoff 516 has approximately the same shape as at
least a portion of the second connecting region 508 of the
universal mounting bracket 500.
[0044] As shown in FIG. 7D, the second connecting region 508 of the
universal mounting bracket 500 may by welded to the standoff 516
along a first perimeter joint 518 formed between the second
connecting region 508 and the standoff 516 (e.g., an outer
perimeter 517 of the second connecting region), while the standoff
516 may be welded to the vertical leg 410 of the first frame member
402 along a second perimeter joint 520 formed between the standoff
516 and the vertical leg 410 of the first frame member 402 (e.g.,
an outer perimeter 519 of the standoff 516).
[0045] The components of the vehicle 100 (see FIG. 1) in the
foregoing description may be assembled in any order or concurrently
in a vehicle manufacturing process. For example, according to the
illustrative embodiment shown in FIG. 1, a method of manufacture
includes the steps of aligning one of the through-holes, shown as
holes 510 with one of the mounting holes 324 on one of the first
frame rail 308 and second frame rail 310 (see also FIG. 2),
inserting a fastener through the aligned holes 510 and mounting
holes 324, placing the sub-frame assembly 400 on an upper surface
316 (shown in FIG. 2) of the first frame rail 308 and the second
frame rail 310, and welding the second connecting region 508 to one
of the first frame member 402 and the second frame member 404
(shown in FIG. 2).
[0046] As utilized herein, the terms "approximately," "about,"
"substantially", and similar terms are intended to have a broad
meaning in harmony with the common and accepted usage by those of
ordinary skill in the art to which the subject matter of this
disclosure pertains. It should be understood by those of skill in
the art who review this disclosure that these terms are intended to
allow a description of certain features described and claimed
without restricting the scope of these features to the precise
numerical ranges provided. Accordingly, these terms should be
interpreted as indicating that insubstantial or inconsequential
modifications or alterations of the subject matter described and
claimed are considered to be within the scope of the disclosure as
recited in the appended claims.
[0047] It should be noted that the terms "exemplary" and "example"
as used herein to describe various embodiments is intended to
indicate that such embodiments are possible examples,
representations, and/or illustrations of possible embodiments (and
such term is not intended to connote that such embodiments are
necessarily extraordinary or superlative examples).
[0048] The terms "coupled," "connected," and the like, as used
herein, mean the joining of two members directly or indirectly to
one another. Such joining may be stationary (e.g., permanent, etc.)
or moveable (e.g., removable, releasable, etc.). Such joining may
be achieved with the two members or the two members and any
additional intermediate members being integrally formed as a single
unitary body with one another or with the two members or the two
members and any additional intermediate members being attached to
one another.
[0049] The term "or," as used herein, is used in its inclusive
sense (and not in its exclusive sense) so that when used to connect
a list of elements, the term "or" means one, some, or all of the
elements in the list. Conjunctive language such as the phrase "at
least one of X, Y, and Z," unless specifically stated otherwise, is
understood to convey that an element may be either X, Y, Z; X and
Y; X and Z; Y and Z; or X, Y, and Z (i.e., any combination of X, Y,
and Z). Thus, such conjunctive language is not generally intended
to imply that certain embodiments require at least one of X, at
least one of Y, and at least one of Z to each be present, unless
otherwise indicated.
[0050] References herein to the positions of elements (e.g., "top,"
"bottom," "above," "below," etc.) are merely used to describe the
orientation of various elements in the FIGURES. It should be noted
that the orientation of various elements may differ according to
other exemplary embodiments, and that such variations are intended
to be encompassed by the present disclosure.
[0051] It is important to note that the construction and
arrangement of the systems as shown in the exemplary embodiments is
illustrative only. Although only a few embodiments of the present
disclosure have been described in detail, those skilled in the art
who review this disclosure will readily appreciate that many
modifications are possible (e.g., variations in sizes, dimensions,
structures, shapes and proportions of the various elements, values
of parameters, mounting arrangements, use of materials, colors,
orientations, etc.) without materially departing from the novel
teachings and advantages of the subject matter recited. For
example, elements shown as integrally formed may be constructed of
multiple parts or elements. It should be noted that the elements
and/or assemblies of the components described herein may be
constructed from any of a wide variety of materials that provide
sufficient strength or durability, in any of a wide variety of
colors, textures, and combinations. Accordingly, all such
modifications are intended to be included within the scope of the
present inventions. Other substitutions, modifications, changes,
and omissions may be made in the design, operating conditions, and
arrangement of the preferred and other exemplary embodiments
without departing from scope of the present disclosure or from the
spirit of the appended claims.
* * * * *