Note: Descriptions are shown in the official language in which they were submitted.
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...
FRONT TOW EXTENDED SADDLE
RELATED APPLICATIONS
This is a continuation-in-part of U.S. Patent Application No. 14/148,896 filed
on January 7, 2014, which is a continuation of U.S. Patent Application No.
13/548,508
filed July 13, 2012, now U.S. Patent No. 8,622,413, which is a continuation-in-
part of
U.S. Patent Application No. 13/171,665 filed on June 29, 2011, now U.S. Patent
No.
8,220,819, which is a continuation of U.S. Patent Application No. 11/463,390
filed on
August 9, 2006, now U.S. Patent No. 7,980,582.
FIELD OF THE INVENTION
A front tow extended saddle for towing motor vehicles, in particular a front
tow
extended saddle for towing a truck behind another truck
BACKGROUND OF THE INVENTION
The economy of the United States, if not of the world, depends to a great
extent on
fleets of large trucks for the distribution of goods, such as foods, consumer
products, durable
goods, and even industrial equipment There are many manufacturers of such
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trucks, which concern primarily, but are not limited to, class 7 or class 8
over-the-road
trucks. Once these trucks are manufactured, they require shipment or
transportation
either to the carrier or other company for whom the truck was made, or to a
dealer who
sells or leases these trucks. The most obvious method to transport these
trucks is by
driving them directly to their destination. This method has disadvantages, at
least
because each truck requires a driver, who must be paid for his or her services
and for
whom return transportation must be arranged.
In order to overcome the necessity of a driver for delivering each truck, a
variety of
techniques have been devised to use a first truck that will carry or tow one
or more
additional trucks to the desired destination. One example is shown in U.S.
Pat. No.
4,555,214. This patent discloses a tow bar that attaches to the fifth wheel of
both the
towing vehicle and the towed vehicle. The towed vehicle is towed in a rear-
ward fashion
behind the front vehicle. Using this technique, the towed vehicle is exposed
to the full force
of the air that is encountered during the tow. Any aerodynamic surfaces of the
towed
vehicle will be subjected to reverse stresses, i.e., the wind will impose
loads on the truck at
180* from the direction expected during the design of the truck. Thus, the
roof cap, side
fairings, and any additional fairings, such as side and chassis fairings,
should be braced or
buttressed for the trip. This adds additional cost to the delivery of the
truck. In addition, it is
not clear that, even using both fifth wheels, the towed truck will have
sufficient freedom of
movement to be able to rotate slightly during turns.
Another technique is disclosed in U.S. Pat No. 4,867,468. This patent
discloses a
decking bar that mounts to the truck chassis in front of and above the front
axle of the
towed vehicle. The decking bar has a relatively uniform cross section with
differently-
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shaped end portions and is also relatively short. Using this technique, the
towed truck is
lifted vertically and is not drawn close in a horizontal direction. In order
to minimize the
vertical lift, the decking bar is mounted above the front axle of the towed
truck, which is then
suspended by mounting the decking bar to the chassis of the towed truck.
Another technique is disclosed in U.S. Pat. No. 5,873,593. This patent
discloses
a piggyback truck transport system. Using this system, a first towing truck
mounts a
second towed truck on its rear portion. The towed truck is lifted a
substantial distance in
a vertical direction, putting a stress on the truck and also putting the
combination load at
risk for violating a vertical height limit. The towed truck is lifted a
substantial distance
because its front wheels rest on the rear of the towing truck, thus elevating
the towed
truck a considerable distance. This height may limit the route which is taken
in
delivering the trucks. The height may be lessened by removing the front tires
of the
towed vehicles, which also adds to the delivery expense.
Trucks may also be transported with equipment and a method disclosed in U.S.
Pat. No. 6,120,051. This patent discloses a method in which a first truck tows
a second,
rear-facing truck, using a special beam assembly. In this method, a boom
saddle is used
in conjunction with the fifth wheel of the towing truck and the fifth wheel or
a support mount
of the towed vehicle. The special provisions of the boom saddle allow for
lateral and
vertical movement of the beam assembly. While this method works well, it
continues to
have the disadvantage of towing a vehicle that faces rear-ward. Thus, the
structure of the
towed vehicle must be braced or buttressed during towing, adding to the cost
of the tow. In
addition, the extra wind resistance of the open rear portion of the truck
detracts
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significantly from fuel economy during a long tow, such as from a manufacturer
to a
customer or dealer.
The invention provides better equipment and a better method for towing trucks.
These and other advantages of the invention, as well as additional inventive
features,
will be apparent from the description of the invention provided herein.
SUMMARY
An improved front tow extended saddle for towing a vehicle with another
vehicle.
An improved front tow extended saddle for towing a vehicle behind another
vehicle.
A front tow extended saddle for connecting one vehicle to another vehicle.
A front two extended saddle for releasable connecting one vehicle to another
vehicle.
A front tow extended saddle for towing a truck tractor with another truck
tractor.
A front tow extended saddle comprising or consisting of a front portion
configured to
connect to a towing vehicle, and a rear portion configured to connect to a
towed vehicle.
A front tow extended saddle comprising or consisting of a front portion
configured to
releasably connect to a towing vehicle, and a rear portion configured to
releasably connect
to a towed vehicle.
A front tow extended saddle comprising or consisting of a front portion
configured to
connect to a towing vehicle, a center portion, and a rear portion configured
to connect to a
towed vehicle.
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A front tow extended saddle comprising or consisting of a front portion
configured to
releasably connect to a towing vehicle, a center portion, and a rear portion
configured to
connect to a towed vehicle.
A front tow extended saddle comprising or consisting of a front portion
configured to
connect to a towing vehicle, a vertical portion, and a rear portion configured
to connected to
a towed vehicle.
A front tow extended saddle comprising or consisting of one or more portions,
and
one or more tie-down assemblies.
A front tow extended saddle comprising or consisting of one or more portions,
and
one or more tie-down assemblies each configured to connect with a spring of a
towed
vehicle.
A front tow extended saddle comprising or consisting of one or more portions,
and
one or more tie-down assemblies each configured to releasably connect with a
spring of a
towed vehicle.
A front tow extended saddle comprising or consisting of one or more portions,
and
one or more tie-down assemblies each configured to connect with a spring and
spring
shackle of a towed vehicle.
A front tow extended saddle comprising or consisting of one or more portions,
and
one or more tie-down assemblies each configured to releasably connect with a
spring and
spring shackle of a towed vehicle.
A front tow extended saddle comprising or consisting of one or more portions,
and
one or more tie-down assemblies each comprising or consisting of a spring
wedge
assembly.
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A front tow extended saddle comprising or consisting of one or more portions,
and
one or more tie-down assemblies each comprising a spring wedge assembly and a
connecting fork.
A front tow extended saddle comprising or consisting of one or more portions,
and
one or more tie-down assemblies each comprising a spring wedge assembly, a
connecting
fork, and a flexible tie loop.
The front tow extended saddle can comprise a front portion for interfacing
with a
saddle mount or fifth wheel, the front portion having two first rails spaced
apart an outer first
distance between the two first rails. The front tow extended saddle also
includes a middle
portion (e.g. vertical portion) for adapting an elevation of a towed truck,
the middle portion
having two second rails spaced apart an inner second distance and an outer
third distance
between the two second rails, and a rear portion for adjustably mounting to an
axle, spring,
spring shackle, and/or a frame of the towed truck, the rear portion having two
third rails
spaced apart a fourth inner distance between the two third rails, wherein the
front portion is
joined at a first angle to the middle portion and the middle portion is joined
to the rear
portion at a second angle, the front portion is configured for mounting to a
towing truck and
the rear portion is configured for horizontally adjustable, rigid mounting to
the towed truck,
the front portion mounting configuration allowing for rotation of the front
tow extended
saddle with respect to the towing truck.
The front tow extended saddle can comprise a front portion for interfacing
with a
saddle mount or fifth wheel, the front portion including a first set of two
joined rails
spaced apart an outer first distance, a middle portion for adapting an
elevation of a towed
truck, the middle portion having a second set of two joined rails spaced apart
an inner
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second distance and an outer third distance. The front tow extended saddle
also includes
a rear portion having a third set of two joined rails spaced apart an inner
fourth distance
for adjustably mounting to an axle and a frame of the towed truck, wherein the
front
portion is rotatably joined at a first angle to the middle portion and the
middle portion is
rotatably joined to the rear portion at a second angle, wherein the front
portion is
configured for mounting to a towing truck and the rear portion is configured
for adjustable,
rigid mounting to the towed truck, the front portion mounting allowing for
rotation of the
front tow extended saddle with respect to the towing truck, and wherein the
first angle and
the second angle may be the same or may be different.
The front tow extended saddle can comprise a front portion having a first set
of two
spaced apart bars on a first plane for interfacing with a saddle mount or
fifth wheel of a
towing vehicle, and a rear portion having at least a second set of two spaced
apart bars not
on the first plane for adjustably mounting to an axle and a frame of a vehicle
to be towed,
wherein the front portion is joined at an angle to the rear portion, and
wherein the front
portion is configured for mounting to the towing vehicle and the rear portion
is configured for
horizontally-adjustable, rigid mounting to the vehicle to be towed, and
wherein the front
portion is configured to allow rotation of the front tow extended saddle with
respect to the
towing vehicle.
Another aspect is a method of preparing to tow a forward-facing towed truck
with a
towing truck. The method comprises a step of furnishing a front tow extended
saddle, the
front tow extended saddle including a front portion of a first set of spaced
apart rails for
interfacing with a saddle mount or fifth wheel on the towing truck, a middle
portion of a
second set of spaced apart rails for adapting an elevation of the forward-
facing towed truck,
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and a rear portion of a third set of spaced apart rails for adjustably
mounting to an axle and
a frame of the towed truck, wherein the front portion is joined at a first
angle to the middle
portion and the middle portion is joined to the rear portion at a second
angle, and wherein
the front portion is configured to allow rotation of the front tow extended
saddle with respect
to the towing truck and wherein the rear portion is configured for adjustable,
rigid mounting
to the forward-facing towed truck. The method also includes mounting the front
portion to
the towing truck, adjusting a horizontal position of at least two axle
security assemblies,
fixedly mounting the rear portion to an axle of the towed truck using the at
least two axle
security assemblies, adjusting a horizontal position of at least two lower
security
assemblies, and fixedly mounting the rear portion to a body of the towed truck
using the at
least two lower security assemblies, wherein front wheels of the towed truck
are optionally
raised from a ground surface.
Another aspect is a spacer block assembly. The spacer block assembly includes
an elongated spacer block having inner and outer surfaces, a threaded fastener
for
positioning within the block, at least one spacer pad on at least one end of
the spacer
block or the fastener, and a nut to lock the fastener in position.
An improved front tow saddle can comprise a forward portion having two forward
rails spaced apart from each other a predetermined distance and joined by a
plurality of
cross-members; a vertical portion comprising a plurality of structural plate
members, the
vertical portion being semi-detachably fixed at its upper end to the rear end
of the forward
portion through a plurality of bolts; and a rear portion having a plurality of
rear
rails spaced apart from each other a predetermined distance and joined by a
plurality of
cross-members, the rear portion being semi-detachably fixed at its forward end
to the
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lower end of the vertical portion through a plurality of bolts. The forward
portion is
attached to a towing truck (or a first towed truck) via a fifth wheel pin
mounted on a
bottom plate situated toward the front end of the forward portion. The rear
portion is
attached to a first or second towed truck through a novel tow pin assembly
disclosed
herein. Alternatively, or additionally, the rear portion may be attached to
the first or
second towed truck through an improved axle plate assembly and/or an improved
rear
tie-down assembly, the details of which are disclosed herein.
In another aspect, the front portion further comprises a security compartment
mounted between or above the two front rails and between and/or surrounding
one or
more front cross members and including a locking bracket.
In another aspect, a front bracket is mounted to the front of the forward
portion
and includes an aperture through which may pass air supply and power lines. An
aperture is also provided toward the front of the left forward rail so that
the air and
power lines may pass along the inside of the left forward rail toward the rear
portion. A
series of small rings or clamps is provided along the left forward rail and
the left inner
rear rail to guide the air and power lines to the rear of the saddle where
they can be
connected to the appropriate lines on the towed vehicle.
In another aspect, the rails of the front and vertical portions of the saddle
are
provided with holes to accommodate a series of tubes that project outward from
the
rails. The tubes can comprise either single tubes passing through holes in the
rails or
multiple tube segments bolted to the outer sides of the rails. These tubes are
used to
drape cloth material along the sides of the saddle to protect the towed
vehicle from road
debris and to help maintain the cleanliness of the towed vehicle.
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In another aspect, a pair of jack legs is provided at the forward end of the
rear
portion and bolted to the vertical portion. The jack legs are used in loading
or unloading
the towed vehicle so that the weight of the towed vehicle is taken off the
towing vehicle
and the saddle can be safely removed from the towing vehicle or attached to
the towing
vehicle.
In another aspect, a tow pin assembly is provided for attaching the rear
portion of
the saddle to a towed vehicle. The tow pin assembly comprises a tow pin
mounted in a
pin block and situated in a channeled rail with multiple vertical adjustment
positions. The
channeled rail is mounted on a pivot pin. A fork is also mounted to the
channeled rail
and is attached to an adjustable threaded rod. Through the adjustment of the
tow pin,
the fork and the threaded rod, the tow pin can be adjusted vertically and
longitudinally
(i.e. forward and backward) to provide the best and most secure fit possible
for
mounting to the frame of the towed vehicle.
In still another aspect, an improved axle plate assembly is provided for
securing
the saddle to an axle of the towed vehicle. The improved axle plate assembly
comprises
an l-shaped axle plate mounted to the inner rear rails of the saddle. A v-
notched spacer
and an optional axle shim are mounted above the axle plate to receive the axle
of the
towed vehicle. The spacer and shim are secured to the axle plate through
straight bolts,
U-bolts or other known methods. Additional mounting points are provided on the
axle
plate so that the spacer and shim can be mounted in different positions to
accommodate different axle lengths. In still another aspect, an improved rear
tie-down
assembly is provided for affixing the rear of the saddle to a frame of the
towed vehicle.
The tie-down assembly comprises a fork mounted vertically on a pivot pin with
an
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,
adjustable threaded rod at its base (top). A paddle is provided at the top of
the rod and
a block with a pin is provided on each side of the paddle. Strap material is
secured
around one pin and then goes over the frame of the vehicle and is secured
around the
second pin. The rear pivot pin allows for adjustment of the strap to provide
the most
secure fit.
In yet another aspect, an improved front tow saddle is provided comprising a
forward portion having two forward rails spaced apart a narrow distance within
a frame
of a towing vehicle and joined by a plurality of cross members; a vertical
portion
comprising two irregularly sized side plates affixed between the forward
rails; and a rear
portion comprising a left rear inner and outer rail and a right rear inner and
outer rail, the
left and right inner and outer rails bolted to each other, and the left and
rights pairs of
rails spaced apart a narrow distance within a frame of a towed vehicle and
joined by a
plurality of cross members.
In another aspect, a jack assembly may be provided between the side plates of
the
vertical portion. The side plates may also include a plurality of slots to
accommodate
varying heights of tow pin assembly for adjusting a height of the towed
vehicle.
The front tow saddle can comprise various connectors or connections for
connecting
with the towed truck, for example, releasable type connectors or connections
to allow the
front tow saddle to be installed or uninstalled to the towed truck.
The connectors or connections can be connected to one or more parts or
components at one or more locations. For example, the connectors can be
connected to
the frame, front axle, wheel assembly, spring assembly, spring, spring shackle
or other
suitable part(s) or component(s).
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For example, the connector is a tie-down assembly. For example, the tie-down
assembly can comprise a spring wedge assembly that can connect to a spring
(e.g. front
spring) and/or spring shackle of a vehicle, in particular a truck. The spring
wedge assembly
can be connected to the front tow saddle a connecting fork of the front tow
saddle, for
example, using a flexible tie loop. For example, one or more removable pins
can removably
secure the flexible tie loop to the spring wedge assembly and the connecting
fork of the
front tow saddle to couple the towed truck to the front tow saddle.
Other aspects and advantages will become more apparent from the following
detailed description when taken in conjunction with the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
The accompanying drawings incorporated in and forming a part of the
specification illustrate several aspects, and taken together with the
description, serve to
explain the principles involved. In the drawings:
FIG. 1 is a top view of a front tow extended saddle;
FIG. 2 is a side view of the front tow extended saddle shown in FIG. 1;
FIG. 3 is a top view of a front tow extended saddle;
FIG. 4 is a side view of the front tow extended saddle shown in FIG. 3;
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FIG. 5 is an exploded view of a lower security assembly;
FIG. 6 is a front view of a security assembly including a top frame clamp and
a lower
frame clamp;
FIG. 7a is front view of the top frame clamp shown in FIG. 6;
FIGS. 7b is a top view of the top frame clamp shown in FIG. 6;
FIG. 7c is a frame spacer useful with the front tow extended saddle;
FIG. 8a is a front view of the lower frame clamp shown in FIG. 6;
FIG. 8b is a top view of the lower frame clamp shown in FIG. 6;
FIG. 9 is a front tow extended saddle with an offset axle security clamp;
FIG. 10 is a front view of the offset axle security clamp shown in FIG. 9;
FIG. 11 is a side view of a method of using the embodiment shown in FIG. 1;
and
FIG. 12 is a perspective view of a self-lubricated king pin and saddle
assembly useful
for mounting the front tow extended saddle
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FIG. 13 is a perspective view of a front tow extended saddle.
FIG. 14 is an exploded view of the forward portion of the front tow extended
saddle
shown in FIG. 13.
FIG. 15 is a perspective view of the vertical portion of the front tow
extended saddle
shown in FIG. 13.
FIG. 16 is an exploded view of the jack assembly of the front tow extended
saddle
shown in FIG. 13.
FIG. 17 is an exploded view of the tow pin, axle plate and tie-down assemblies
of the
front tow extended saddle shown in FIG. 13.
FIG. 18 is a perspective view of the fender tarp assembly of the front tow
extended
saddle shown in FIG. 13.
FIG. 19 is a perspective view of a saddle.
FIG. 20 is an exploded view of the saddle shown in FIG. 19.
FIG. 21 is a side view of one of the side plates of the saddle shown in FIG.
19.
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FIG. 22 is a perspective view of a front tow extended saddle.
FIG. 23 is a perspective view of the front tow extended saddle shown in FIG.
22, with
the front portion disassembled from the middle portion connected to the rear
portion.
FIG. 24 is a perspective view of the rear portion of the front tow extended
saddle shown
in FIGS. 22 and 23.
FIG. 25 is a perspective view of the middle portion and rear portion of the
front tow
extended saddle shown in FIGS. 22 and 23 disassembled.
FIG. 26 is a perspective view of a spring wedge assembly of the front tow
extended
saddle shown in FIGS. 22 thru 25.
FIG. 27 is a side elevational view of the spring wedge assembly shown in FIG.
26.
FIG. 28 is a top planar view of the spring wedge assembly shown in FIGS. 26
and 27.
FIG. 29 is a perspective view of a connecting fork of the front tow extended
saddle
shown in FIGS. 22 thru 25.
FIG. 30 is a side elevational view of the connecting fork shown in FIG. 29.
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FIG. 31 is an end elevational view of the connecting fork shown in FIGS. 29
thru 30.
FIG. 32 is a top elevational view of the connecting fork shown in FIGS. 29
thru 31.
FIG. 33 is a longitudinal cross-sectional view of a pin for use with spring
wedge
assembly shown in FIGS. 26 thru 28.
FIG. 34 is a perspective view of a spacer for use with the spring wedge
assembly
shown in FIGS. 26 thru 28.
FIG. 35 is an end elevational view shown in FIG. 34.
FIG. 36 is a perspective view of an alternative spacer for use with the spring
wedge
assembly shown in FIGS. 26 thru 28.
FIG. 37 is an end elevational view shown in FIG. 34.
FIG. 38 is a partial broken-away side elevational view showing the spring
wedge
assembly shown in FIGS. 26 thru 28 of the front tow extended saddle shown in
FIGS.
22 thru 25 being install on a rear portion of the left-side front truck axle
spring/shackle
assembly.
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FIG. 39 is a partial broken-away side perspective view showing the spring
wedge
assembly shown in FIGS. 26 thru 28 of the front tow extended saddle shown in
FIGS.
22 thru 25 being installed on the rear portion of left-side front truck axle
spring/shackle
assembly.
FIG. 40 is a partial broken-away side perspective view showing the spring
wedge
assembly shown in FIGS. 26 thru 28 of the front tow extended saddle shown in
FIGS.
22 thru 25 installed on the rear portion of the left-side front truck axle
spring/shackle
assembly.
FIG. 41 is a partial broken-away side perspective view showing the spring
wedge
assembly shown in FIGS. 26 thru 28 of the front tow extended saddle shown in
FIGS.
22 thru 25 installed on the rear portion of the left-side front truck axle
spring/shackle
assembly.
FIG. 42 is a partial broken-away rear end perspective view showing the spring
wedge
assembly shown in FIGS. 26 thru 28 of the front tow extended saddle shown in
FIGS.
22 thru 25 installed on a rear portion of the left-side front truck axle
spring/shackle
assembly.
FIG. 43 is a partial broken-away side perspective view showing a flexible tie
loop of the
spring wedge assembly shown in FIGS. 26 thru 28 of the front tow extended
saddle
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=
shown in FIGS. 22 thru 25 being installed on a rear portion of the left-side
front truck
axle spring/shackle assembly.
FIG. 44 is a partial broken-away side perspective view showing the spring
wedge
assembly shown in FIGS. 26 thru 28 of the front tow extended saddle shown in
FIGS.
22 thru 25 being installed on a rear portion of the left-side front truck axle
spring/shackle
assembly.
FIG. 45 is a partial broken-away side perspective view showing the spring
wedge
assembly shown in FIGS. 26 thru 28 of the front tow extended saddle shown in
FIGS.
22 thru 25 being installed on a rear portion of the left-side front truck axle
spring/shackle
assembly.
While the invention will be described in connection with certain preferred
embodiments, there is no intent to limit it to those embodiments. On the
contrary, the
intent is to cover all alternatives, modifications and equivalents as included
within the
spirit and scope of the invention as defined by the appended claims.
DETAILED DESCRIPTION
The front tow extended saddle is highly useful in transporting trucks and
other
vehicles, including new trucks, from one location to another. While aspects
are most
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useful for this application, they may also be used to transport other
vehicles, such as
cars or trucks, from one location to another.
The front tow extended saddle is aimed at safe and economical delivery of
vehicles. Accordingly, vehicles towed with the front tow extended saddle face
forward, in
their normal direction of travel. In this way, there are no additional side
loads or wind
loads placed on the vehicles. For instance, many highway class 7 and class 8
vehicle
have very large aerodynamic cab features, e.g., large fairings designed to
deflect the
winds encountered in high speed driving. When a truck with these large surface
features
is towed while facing rear-ward, the beneficial effect of these features is
lost. Instead, the
aerodynamic features may almost be said to act as a thrust-reverser, since the
wind is
caught in the rear of the cab. These features and fairings may not be designed
for these
reversed loads. Thus, in many cases, cabs must be reinforced and buttressed to
prevent
damage from rear-facing tows at high speed.
In addition, the front tow extended saddle is intended to be as low-profile as
possible, in the sense of minimizing the height of the towed vehicle.
Minimizing the height
assures the safest travel over highways that cross bridges, ramps, and other
overpasses.
In addition, minimizing the height also minimizes the stress to which the
vehicle or truck is
subjected when it is hoisted or lifted into position for the tow. Finally, the
front tow
extended saddle is intended to function in as economical a manner as possible.
The
saddle is designed with minimal vertical rise and maximum support of the towed
load. One
embodiment is preferably configured so that it may be folded into itself for
easiest transport
when it is not being used. This embodiment is preferably equipped with pivots
(sleeves)
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and locking pins to secure the saddle in place. Other embodiments may be
bolted, welded
or otherwise configured in a permanent configuration that is not able to be
folded into itself.
FIGS. 1 and 2 depict a front tow extended saddle with a bent configuration
that is
permanent. Front tow extended saddle 10 includes a rear portion 11, a middle
portion 12,
and a front or forward portion 13. Rear portion 11 is mounted at a first angle
A to middle
portion 12, which is mounted at a second angle B to front portion 13. The left
and right
sides, rails, of each portion are preferably made from hollow rectangular
tubing, such as 2
3/4" x 6" hollow structural sections (HSS), made from 1/4" plate. Other sizes
and
thicknesses may be used. In this embodiment, rear portion 11 is necessarily
wider than
the other portions so that rear portion 11 may support the frame rails of the
towed truck.
The sides of rear portion 11 may be secured with cross members 18 as shown.
The cross members 18 preferably do not interfere with clearances for mounting
rear
portion 11 to the towed vehicle. The cross members may be secured to the left
and right
sides by welding or other structural assembly method. In one embodiment, the
rails of
rear portion 11 are about 48 to 56 inches long and are spaced apart about 30-
32 inches
(inner distance). As may also be seen in FIG. 2, rear and front portions 11,
13 are parallel
to each other, while each of rear, middle, and front portions 11, 12, 13 is on
a different
plane.
The middle portion 12 is also preferably made from left and right sides of
hollow
rectangular tubing, secured to each other by a cross member 12a, preferably by
welding.
Middle portion 12 may be narrower than rear portion 11, and may be wider than
front
portion 13. In one aspect, the rails of middle portion 12 are about 36-40
inches long and
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are spaced apart to that their outer width (distance on the outer sides of the
rails) is slightly
less than the inner distance between the rails of the rear portion.
The front portion 13 is narrower yet than middle section 12, and front portion
13
includes left and right sides made from hollow structural sections as
described above. The
sides are secured to each other by cross members 19. In one embodiment, the
rails of
front portion 13 are about 34 to 38 inches long and are separated such that
the outer
distance between the rails is just less than the inner distance of the rails
of middle portion
12. The hollow tubing used for the rails in some embodiments is about 6 inches
high and
about 2 3/4 inches wide. In these embodiments, each successive pair of rails
is about 5
1/2 inches, or a little more clearance for easier handling, narrower or wider
than the next
pair. The front portion also includes a mount 14 for securing to the towing
vehicle. In this
embodiment, the rear, middle, and front portions are preferably rigidly
assembled to each
other by welding. Other methods, such as fasteners, may also be used. Mount 14
includes
a king pin for directly mounting to a fifth wheel of the towing vehicle, also
allowing for
rotation of the extended saddle with respect to the towing vehicle. A small
amount of
rotation is desirable in order to allow the towed vehicle to more easily
accomplish turns
=
during the towing procedure.
The rear portion 11 of front tow extended saddle 10 mounts the towed truck
using
security assemblies that attach to the towed truck frame and axle security
assemblies that
attach to the front axle(s) of the towed truck. Accordingly, the left and
right side rails of
rear portion 11 include a plurality of mounting holes 17. The placement of the
holes allows
the user to select the most appropriate pattern for mounting to a particular
vehicle. It is
understood that the aspects described herein are applicable to class 7 and 8
over-the-
21
= CA 02889383 2015-04-24
road trucks, although other vehicles may also be towed using these
embodiments. These
trucks may vary in their configurations, i.e., a standard front axle, placed
about 40" from
the front of the truck, or a set-back axle, 43" to 46" from the front. The
axle itself may be a
standard axle, with an I-beam cross section, or may be a Henderickson axle,
with a cross
section shaped more like a square. The positions of the lower security
assemblies,
attaching to the frame, and the axle security assemblies, attaching to the
axle, should be
horizontally adjustable with respect to rear portion 11 to accommodate these
differences.
Another front tow extended saddle is depicted in FIGS. 3 and 4. In this
embodiment,
economy of operation is emphasized, because the front tow extended saddle 30
is
made foldable or collapsible by incorporating pivots between the three
portions, rear
portion 31, middle portion 32, and front portion 33. Rear portion 31 is
preferably made
from hollow structural sections, such as hollow square tubing, the left and
right sides
preferably secured with at least one cross member 43, the cross member placed
so that
it does not interfere with placement of the lower security assemblies 36 or
axle security
assemblies 35, which may be similar to those described above. Rear portion 31
mounts
the axle security assemblies and lower security assemblies using a plurality
of mounting
apertures 37. The security assemblies are preferably mounted to rear portion
31 using
the apertures and bolts (not shown). There are also apertures for insertion of
locking
pins 40.
The middle portion 32 is pivotally secured to rear portion 31 by a pivoting
sleeve
38 and is collapsibly secured by locking pins 40. Middle portion 32 is
pivotally secured to
front portion 33 by a pivoting sleeve 39 and is collapsibly secured by locking
pins 41. In
addition to the pivoting sleeve, each pivot may also include a solid pivot pin
within the
22
CA 02889383 2015-04-24
sleeve to insure the strength of the pivot during towing operations. The front
tow
extended saddle is secured by locking pins 40, 41 when the saddle is intended
for
towing a truck. In the extended position, front and rear portions 33, 31 are
preferably
parallel, i.e., parallel to each other.
After the tow is complete, saddle 30 may be collapsed or folded by removing
the
locking pins and using the pivoting sleeves to fold the saddle into a much
smaller space
for a return trip. For instance, if two trucks are being delivered, one towing
and one
towed, the front tow extended saddle may be returned in a pick-up truck or
much
smaller vehicle, rather than waiting for a return trip by a large truck.
Because of the
much smaller volume of the folded saddle, it is possible to return several of
the folded
saddles in a single return trip, by either a large truck or a smaller truck
capable of
handling the load.
For this reason, the outer width of the middle portion is less than an inner
width
of the rear portion, and the outer width of the front portion is less than an
inner width of
the middle portion. In other arrangements, there may be only a single
collapsible or
pivoting joint, e.g., there may be an arrangement in which an inner width of
the middle
portion is less than an outer width of the front portion, and there is only a
forward
pivoting junction between the middle and front portions. There may also be
another
arrangement in which an outer width of the middle portion is less than an
inner width of
the rear portion and there is only a single pivoting point, a rear pivoting
junction between
the rear and middle portions.
In the front tow extended saddle, the left and right rails of middle portion
32 can be
joined by cross member 46, and the left and right rails include a plurality of
apertures for
23
= CA 02889383 2015-04-24
insertion of locking pins 41. Front portion 33 includes left and right rails
or sides that are
secured to each other with cross members 44. Front portion 33 also includes
mount 34 for
mounting to the towing vehicle. Mount 44 in this embodiment is an I-beam
configuration for
mounting via J-claws into a saddle mount, such as shown in FIG. 12, and
disclosed in U.S.
Pat. No. 6,109,642, which is hereby incorporated by reference in its entirety,
as though
each page and figure of the '642 patent were set forth in full in this patent
The saddle
mount is preferably secured to the towing truck and the front tow extended
saddle is then
secured to the saddle mount. The extended front tow saddle mount may have a
fifth wheel
pin or a king pin for direct insertion into a fifth wheel, and also allowing
for rotation. A small
amount of rotation is desirable in order to allow the towed vehicle to more
easily accomplish
turns and maneuvering during the towing procedure.
The front tow extended saddle is secured to the frame of the truck with
preferably at
least four lower security assemblies. As is well known, truck frames include
large, long C-
shaped steel members, known generally as channels. The towed truck is mounted
to the
saddle by two lower security assemblies mounted to a channel on the left side
of the truck
and two lower security assemblies mounted to a channel on the right side of
the truck. A
lower security assembly 16 is depicted in FIGS. 5a and 5b. The assembly
includes a
central structural portion 51, preferably a main hollow structural section 51
and a
peripheral flange 52. Flange 52 may be mounted to main section 51 by welding
and by
webs 54. Webs 54 are preferably sufficiently wide to reinforce the joint and
sufficiently
narrow so as not to interfere when a user tightens the nuts around the
threaded portions of
two U-bolts 50. Flange 52 includes apertures 53. U-bolts 50 are mounted around
the truck
channel and are extended through apertures 53, and are then tightened with the
nuts,
24
CA 02889383 2015-04-24
vertically securing assembly 16 to the rear portion of the front tow extended
saddle.
Assembly 16 is locked into place horizontally to the rear portion by pins
inserted through
apertures 57 in the security assembly and apertures 17, 37, in the front tow
extended
saddles 10, 30, 90. Axle security assemblies 15 are similar in structure to
the lower
security assemblies.
In some instances, it is difficult to place a U-bolt around a channel or frame
of the
vehicle to be towed. This may occur because of lack of clearance or merely
awkward
placement of engine components 55 in the engine compartment. In these
instances, it
may be convenient to use additional clamps and straight bolts, in place of the
normal,
straight-forward U-bolts, in addition to a lower security assembly. One such
situation is
depicted in FIG. 6. Security assembly 60 includes a lower frame clamp 61, an
optional top
frame clamp 62, lower security assembly 16, first and second bolts 67, 68, and
securing
nuts 69. In use, the user places lower frame clamp 61 around truck frame
channel 56. As
may be seen more clearly in FIGS. 8a and 8b, assembly 60 will preferably
include two top
frame clamps, a single lower frame clamp 61, two first and second bolts 67,
68, with their
nuts, and a single lower security assembly 15.
In this arrangement, viewed from the front of the towed vehicle (not shown),
lower
frame clamp 61 is mounted on the left side of the towed vehicle and the frame
clamp is
open on the left side, allowing the lower flange of channel 56 to enter clamp
61. Mounted
on the same open, left side is top frame clamp 62, which is mounted to a
convenient
structural hard point, such as a top frame rail flange. Top frame clamp 62 is
then secured
to lower frame clamp 61 and lower security assembly 15 by longer bolt 67 and
nut 69.
On the other side, lower frame clamp 61 is secured to lower security assembly
15 by
= CA 02889383 2015-04-24
shorter bolt 68 and nut 69. The assemblies are preferably mounted so that
frame 56
cannot escape lower frame clamp 61 during the normal stresses and loads
encountered
during a relatively high-speed tow over a long distance.
The top frame clamp 62 and lower frame clamp 61 are shown in greater detail in
FIGS. 7a and 7b and FIGS. 8a and 8b, and are further explained herein. Top
clamp 62,
shown in FIGS. 7a and 7b, is intended to mount to a structural point and help
secure the
towed vehicle. Clamp 62 is a single structural piece that includes a top
portion 63, a
lower bolt-mounting portion 64, and reinforcing webs 66. There is also an
aperture 65
for a bolt to pass through. Top portion 63 is rounded to form about a 180*
curve
preferably having a 1 1/2 inch diameter. Lower frame clamp 61, FIGS. 8a-8b, is
also a
single structural piece that is preferably, but not necessarily made from
several
components. Mounting plate 81 is made from a rectangular piece of steel,
shorter in the
direction of truck travel, as shown, and includes apertures 82 for bolts.
Clamp lower jaw
83 is preferably integral with or welded or otherwise secured to mounting
plate 81.
Lower jaw 83 is also preferably integral with jaw web 84 and upper jaw 85,
leaving area
86 open for engaging a frame member of a truck.
One method of using the front tow extended saddle includes a way to preserve
the
dimensional integrity of the truck frame elements, typically made with a C-
channel cross-
section as shown in FIG. 6. The method uses an inner frame spacer block
assembly 70,
as depicted in FIG. 7c, to reinforce the truck frame elements. A spacer block
71 is
preferably about 8 to 10 inches in height, depending on the distance between
the inner
flange surfaces of the channel, and may be about 2 inches square to 4 inches
square, or
may alternately have a rectangular cross section. Other heights and cross
sections may
26
= CA 02889383 2015-04-24
be used. The spacer block is preferably threaded on its inner surface to
accommodate
an expansion bolt 75 for adjusting an overall height of the assembly. Bolt 75
preferably
has an expansion pad 73 on its upper surface to spread the load that is
imposed when
the spacer block assembly is inserted between flanges and tightened.
Optionally, there may also be an expansion pad 72 on the opposite side of
spacer block 71. The spacer block assembly is placed between the flanges and
the
height adjusted by threading bolt 75 further into or out of block 71. When the
height
adjustment is correct, expansion adjustment nut 74 is tightened. One or more
inner
frame spacer block assemblies may be used to preserve the dimensional
integrity of the
truck frame components, such as channels. The inner frame spacer block
assembly
may also be used with structural members having cross section of different
shapes,
such as l-beams.
It is understood that the front tow extended saddle described herein may have
many embodiments and may be used in many ways. Another embodiment of a front
tow
extended saddle is depicted in FIGS. 9 and 10. In this embodiment, front tow
extended
saddle 90 is equipped with two offset axle security assemblies 97. This
embodiment is
used for applications in which symmetrical axle security members 15, described
above,
will not fit the truck for which a front tow is desired. Extended saddle 90
includes rear
portion 91, middle portion 92, and front portion 93. Middle portion 92 is
preferably pivotally
mounted to rear portion 91 and front portion 93 by pivot pins 94, 95, as
described above.
Lower security assemblies 96 are used to secure rear portion 91 to the truck
frame, each
using two inverted U-bolts and nuts, as are offset axle security assemblies
97.
27
= CA 02889383 2015-04-24
,
Each offset axle security member 97 includes a mounting portion 97a, flange
98,
apertures 99, and a reinforcing web 97c. Inner portion 97b of flange 98
includes apertures
97d for the mounting U-bolts. Mounting portion 97a is preferably made from
hollow
square or rectangular tubing and, similar to the other security assemblies,
has inner
dimensions that allow security member 97 to slide along the rails of rear
portion 91.
Flange 98 is preferably welded or otherwise rigidly secured to mounting
portion 97a, as is
reinforcing web 97c. Web 97c is preferably 1/4" steel plate and is wide enough
to act as
an excellent reinforcing member, and narrow enough so as not to interfere with
tightening
the nuts on the U-bolts. It is understood that the lower security members and
the axle
security members may take on a number of forms in the embodiments of the front
tow
extended saddle, not all of which are depicted herein simply because of their
multiplicity.
FIGS. 11 and 12 depict a use for the front tow extended saddle 10. A first
truck T1,
a towing truck, is preferably equipped with a fifth wheel 101 or a saddle
mount 110 as
described above. If the towing truck has a fifth wheel, a fifth wheel pin 105
on the front tow
extended saddle is mounted to the fifth wheel 101, allowing for rotation
during transport. If
the towing truck does not have a fifth wheel, saddle mount 110 may be mounted
on the
towing truck to connect the front tow extended saddle. Saddle mount 110
includes a
saddle body 112, a saddle head surface plate 114, a saddle head 116, kingpin
118, and J-
claws 120 for grasping the mounting portion 14 of front tow extended saddle
10. The rear
portion of front tow extended saddle 10 is then attached to towed truck T2.
The front tow extended saddle is not limited to a single towed truck, since
more
than one truck may be towed, so long as the total length limitation for a
combination of
towing and towed vehicles, currently 97 feet, is not exceeded. As depicted in
FIG. 11,
28
= CA 02889383 2015-04-24
the front tow extended saddle 10 allows for adjusting the distance between the
towed
vehicle and the towing vehicle, allowing a somewhat greater distance between
the
vehicles than the prior art. In either embodiment, with a fifth wheel or a
saddle mount,
the front axle of the truck being towed, and thus the front wheels, are lifted
off the
ground only about 8 to 12 inches, thus minimizing any height increase of the
vehicle
being towed.
In reference to FIGS. 13 and 14, another front tow saddle 200 of the present
invention comprises a forward portion 210, vertical portion 300, and rear
portion 500. The
forward portion 210 comprises left and right rails 212 and 214, respectively,
and one or
more horizontal cross members 216 which are preferably fashioned from
rectangular
cross-section tubing. The cross members are preferably bolted to the left and
right rails.
At the front end of forward assembly 210 is a front plate bracket 218 bolted
to the left and
right rails. Front plate bracket 218 includes an aperture 220 for connecting
the saddle to a
towing vehicle via a king pin as is known in the art. Front plate bracket 218
may also
optionally include a bracket panel 222 which can house a GPS tracking device
or similar
useful articles.
The powertrain bracket 224 is connected to the left rail 212 through the front
plate bracket 218. The powertrain bracket 224 includes an aperture 226 through
which
pass the
electrical wiring and air brake tubing for providing electrical power and
braking capacity to
the towed vehicle(s). These connections pass through a similar aperture 228
toward the
front of forward left rail 212 so that the connections may run back along the
inside of left
rail 212, down the vertical portion 300 and back along the rear portion 500.
29
= CA 02889383 2015-04-24
Another feature of the improved saddle, incorporated, for example, into the
forward portion, is a security chamber 230. Security chamber 230 comprises a
chamber
bracket 232, and a lid 234 connected to bracket 232 along forward edges 236,
238,
respectively. The bracket is designed so that it can be bolted to the inside
of left and
right rails 212, 214. Depending on the size desired for the security chamber,
it can be
sized so that it surrounds one or more of the cross members 216. Lid 234 and
bracket
232 also preferably comprise locking tabs 240 and 242, respectively, so that a
lock can
be provided to secure lid 234 and bracket 232 together.
Yet another feature of the front tow extended saddle is a fender tarp to
protect
the towed vehicle from dirt or damage from road debris, insects and the like
that are
kicked up by the wheels of the towing vehicle. Toward the forward end of front
assembly
210, hollow tube 250 passes through holes 252, 254 in the left and right
rails,
respectively, and extends several feet horizontally beyond each rail. A
corresponding
tube 260 passes and extends through holes 262 and 264 toward the rear of
forward
portion 210. And a third tube 270 passes and extends through holes 272 and 274
toward the lower area of vertical portion 300. Alternatively, each of tubes
250, 260 and
270 can comprise multiple tube segments which are bolted to the outer sides of
the rails
through means known in the art.
With respect to FIG. 18, left and right fender tarps 280 and 290 are disposed
on
the left and right sides, respectively, of saddle 200. Tarps 280 and 290 each
are provided
with an eyehole formation so as to be anchored on tube 250. The tarps then
pass over
tube 260 and extend downward where they are anchored on tube 270. One or both
of the
anchor ends of tarps 280 and 290 are preferably provided with adjustment means
known
= CA 02889383 2015-04-24
,
in the art, such as a sewn bungee cord, so that the tarps can be adjusted,
loosened or
tightened as necessary to accommodate differences in the towing or towed
vehicle, or the
length of the saddle.
As shown in FIG. 15, vertical portion 300 comprises left and right side panels
310
and 320, rear panel 330 and front panel 340. The side panels 310 and 320 are
affixed to
left and right front rails 212, 214, respectively, by a plurality of huck
bolts 350. Huck bolts
are known in the art as a type of bolt that uses special equipment (not shown)
to both
insert and remove the bolt, in the removal process shearing off and destroying
the bolt.
The use of huck bolts provides a more secure attachment of the vertical
assembly to the
front member than standard bolts, yet allows for the two assemblies to be
detached
reasonably quickly if necessary, unlike welding. Thus, the vertical portion is
semi-
detachably fixed to the forward portion.
Rear panel 330 is also attached to side panels 310 and 320 through huck bolts,
as is front panel 340. Front panel 340 has a lower height than the other
panels of
vertical assembly 300 in order to allow clearance for forward portion 210.
Two jack assemblies 360 and 362, known in the art, are attached to side panels
310 and 320, respectively, through front panel 340 via jack brackets 370 and
372,
respectively, using a combination of huck and/or Grade A bolts. Jack brackets
370 and
372 preferably may include apertured areas 374 to save on material costs. A
jack shaft
380 extends across vertical portion 300 to jack crank 382 via pin 384 so that
jack legs
390 and 392 can be raised or lowered in concert.
As shown in FIG. 17, left and right tow pin assemblies 400 and 410,
respectively,
are also attached preferably to the vertical portion 300. Each tow pin
assembly
31
= CA 02889383 2015-04-24
comprises a bracket 412 bolted to One or more of the left or right panel 310,
320 and the
rear panel 330. Bracket 412 can also be configured to be bolted to left or
right outer rail
510, 520. The bracket 412 includes an aperture 414 and sleeve 416 through
which
passes the fork 418. The fork 418 includes a threaded portion and adjustment
nut 420
so that the longitudinal position of fork 418 can be adjusted.
Tow pin stands 430 are mounted between left and right inner and outer rails
just
behind brackets 412. Each stand comprises a vertical bracket 432 which
includes a
series of opposite spaced apertures 434. Pin 436 is used to connect fork 418
to stand
430 through one set of apertures, and another pin 438 is used to connect stand
430 to
tow pin unit 440. Tow pin unit 440 is then inserted into the towing holes of
the towed
vehicle. Through the vertical adjustment capabilities of tow pin unit 440 and
fork 418 in
tow pin stand 430, and the longitudinal adjustment capability of fork 418, the
tow pins
can be adjusted to account for great variation in the location of the tow pin
holes of the
towed vehicle, relative to the saddle.
The rear assembly 500 comprises left outer rail 510 and left inner rail 512,
and
right outer rail 520 and right inner rail 522. A series of latitudinally
oriented brackets 530,
each having an aperture 532 to save material cost, may preferably be mounted
between
the left and right pairs of rails to strengthen their support.
Disposed preferably toward the middle rear of rear portion 500 is axle support
assembly 550. Axle support assembly 550 comprises l-plate 560 which is sized
to be
situated across inner rails 512 and 522. Optional axle shims 562 and v-notched
spacers
564 are situated above l-plate 660 for receiving a forward axle of a towed
vehicle. After
32
= CA 02889383 2015-04-24
the axle is situated, the spacer and shim are secured to the plate through U-
bolts 566 or
other suitable methods.
In addition, improved rear tie-down assemblies 600 are is provided for
affixing
the rear of the saddle to a frame of the towed vehicle. Each tie-down assembly
600
comprises a fork 610 mounted vertically on a pivot pin 620 with an adjustable
threaded
rod 630 at its base (top). A paddle 640 is provided at the top of the rod and
a block 650
with a pin 620 is provided on each side of the paddle 640. Strap material is
secured
around one pin and then goes over the frame of the vehicle and is secured
around the
second pin. The rear pivot pin 620 allows for adjustment of the strap to
provide the most
secure fit.
With reference to FIGS. 19 to 21, a further front tow saddle is disclosed. As
shown in
FIG. 19, a saddle 700 comprises forward portion 710, vertical portion 800 and
rear portion
900. The forward portion comprises left and right forward rails 712 and 714,
respectively,
which are joined by a plurality of cross members 716. A front bracket 718 is
secured to the
forward end of forward portion 710 and includes means for attaching tO king
pin or fifth
wheel as is known in the art. A security compartment 720 may optionally be
mounted on
rails 712 and 714. Although not shown in this figure, apertures in rails 712
and 714 may be
provided to accommodate tubes on which to dispose a fender tarp assembly
similar to that
disclosed with respect to the fourth embodiment disclosed above.
With further attention to FIGS. 20 and 21, the vertical portion comprises side
plates 810 and 820. These are irregularly shaped so as to include an upper
region 812,
a middle region 814, and a lower region 816, wherein the upper region includes
an area
forward of the middle region, and the lower region includes an area to the
rear of the
33
= CA 02889383 2015-04-24
middle region. Middle region 816 also includes a plurality of slots 818 for
mounting a
bracket 830 used to accommodate a rod 840. A plurality of tow pins 850,
similar to
those disclosed with respect to the fourth embodiment, are disposed on the rod
840 for
adapting a height of the towed vehicle.
A jack assembly 860 known in the art is disposed between the two side plates
of
the vertical portion. The jack assembly is used to lower or raise the towed
vehicle for
loading or unloading.
The rear portion 900 comprises pairs of left and right rails. As best seen in
FIG. 20,
left rear inner rail 910 and left rear outer rail 912 are bolted together,
sandwiching the
lower region of left side plate 810. Similarly, right rear inner rail 920 and
right rear outer
rail 922 are bolted together, sandwiching the lower region of right side plate
820.
Preferably, inner rear rails 910 and 920 extend further rearward than outer
rear rails 912
and 922. The left and right rear rails are spaced apart a narrow distance and
fit within the
frame of the towed vehicle and are joined by plurality of cross members 930.
The V-notched blocks 950 may be mounted onto the left and right rear outer
rails
912 and 922 to receive a front axle of the towed vehicle. The axle can be
secured in the
blocks through U-bolts 960 or other suitable methods known in the art.
SPRING WEDGE TIE-DOWN ASSEMBLY
In reference to FIGS. 22 to 35, a further front tow saddle 1010 comprises a
front
portion 1020, middle portion 1030 (e.g. vertical portion), and rear portion
1040.
34
, CA 02889383 2015-04-24
The front portion 1010 comprises left rail 1112 and right rail 1114,
respectively,
and one or more cross members 1116, which are preferably fashioned from
rectangular
cross-section tubing. The cross members 1116 are preferably bolted to the left
and right
rails 1112, 1114. At the front end of front portion 1010 is a front plate
bracket 1118
bolted to the left and right rails 1112, 1114. The front plate bracket 1118
includes an
aperture 1119 for connecting the front tow saddle 1010 to a towing vehicle via
a king
pin, as is known in the art. Another feature of the front tow saddle 1010,
incorporated,
for example, into the front portion 1020 is a security chamber 1130.
As shown in FIGS. 23 to 25, the middle portion 1030 comprises left side panel
1210, right side panel 1220, rear panel 1230, and front panel 1240. The side
panels
1210, 1220 are affixed to left rail 1112 and right front rail 1114,
respectively, of the front
portion 1020 by a plurality of huck bolts 1250. The huck bolts 1250 are known
in the art
as a type of bolt that uses special equipment (not shown) to both insert and
remove the
bolt, and in the removal process shearing off and destroying the bolts 1250.
The use of
huck bolts 1250 provides a more secure attachment of the middle portion 1030
to the
front portion 1020 than standard bolts, yet allows for the two assemblies to
be detached
reasonably quickly, if necessary, unlike welding. Thus, the middle portion
1030 is semi-
detachably fixed to the forward portion 1020.
The rear panel 1230 is also attached to side panels 1210, 1220 through using
huck bolts 1250, as is front panel 1240. The front panel 1240 has a lower
height than
the other panels of the vertical assembly 1230 in order to allow clearance for
the front
portion 1020.
= CA 02889383 2015-04-24
The two (2) jack assemblies 1260 (left-side shown and right-side not shown)
are
attached to the side panels 1210, 1220, respectively, through front panel 1240
via jack
brackets 1270, 1272, respectively, using a combination of huck bolts 1250
and/or Grade
A bolts. A jack shaft 1280 (FIG. 24) extends transversely across the vertical
portion
1030 to jack crank 1282 via pin 1284 so that jack legs 1284 can be raised or
lowered in
concert.
As shown in FIGS. 23 and 25, left tow pin assembly 1300 and right tow pin
assembly 1302, respectively, are also attached preferably to the vertical
portion 1030.
Each tow pin assembly 1300, 1302 comprises a bracket 1312 bolted to the left
panel
1210 and right panel 1220, respectively, and the rear portion 1230. For
example, the
brackets 1312 can also be configured to be bolted to left outer rail 1410 and
right outer
rail 1420, respectively, of the rear portion 1230. The brackets 1312 include a
sleeve
1316 through which passes a fork 1318. The fork 1318 includes a threaded
portion and
adjustment nut so that the forward/rearward position of fork 1228 can be
adjusted.
The tow pin stands 1330 are mounted between left outer rail 1410 and left
inner
rail 1412, and right outer rail 1420 and right inner rail 1422, respectively,
just behind
brackets 1312. Each tow pin stand 1330 comprises a vertical bracket 1332,
which
includes a series of opposite spaced apertures (shown).
The pin 1336 is used to connect fork 1318 to the tow pin stand 1330 through
one
set of apertures (shown), and pin 1238 is used to connect tow pin stand 1330
to tow pin
unit 1340. The tow pin unit 1340 is then inserted into the towing holes of the
towed
vehicle. Through the vertical adjustment capabilities of tow pin unit 1340 and
fork 1318
in tow pin stand 1330, and the longitudinal adjustment capability of the fork
1318, the
36
. CA 02889383 2015-04-24
pins 1336, 1338 can be adjusted to account for great variation in the location
of the tow
pin holes of the towed vehicle, relative to the front tow saddle 1010.
The rear portion 1040 comprises left outer rail 1410 and left inner rail 1412,
right
outer rail 1420 and right inner rail 1422. A series of traverse brackets 1424
(e.g. box
beams) can be mounted between the left and right pairs of rails to strengthen
their
support, and a corresponding series of transverse brackets 1426 can be aligned
with
the transverse brackets 124 and located between the left outer rail 1410 and
left inner
rail 1412, right outer rail 1420 and right inner rail 1422, respectively.
Disposed preferably toward the middle rear of rear portion 1040 is axle
support
assembly 1450. The axle support assembly 1450 comprises V-notched spacers 1464
and U-bolts 1466, or other suitable mechanical connector.
The front tow extended saddle 1010 comprises a pair of rear tie-down
assemblies 1500 for affixing the rear of the front tow extended saddle 1010 to
the towed
vehicle. The rear tie-down assembles 1500 are configured to releasably connect
to the
truck springs TS and spring shackles SS of the truck being towed, as shown in
FIGS. 22
thru 25.
The tie-down assemblies 1500 each comprise a spring wedge assembly 1600
and a connecting fork 1510. A detailed view of one spring wedge assembly 1600
is
shown in FIGS. 26 thru 28, and a detailed view of the connecting fork 1510 is
shown in
FIGS. 29 thru 32.
The spring wedge assemblies 1600 each comprise a spring wedge body portion
1602 with a spring wedge arm portion 1604 extending from one end thereof, as
shown
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= CA 02889383 2015-04-24
in FIG. 27. The spring wedge assembly 1600 comprises a pair of spaced apart
spring
wedge plates 1606 connected together (e.g. welded) by a transverse plate 1608.
The spring wedge plates 1606 are provided with a pair of through holes 1610
for
accommodating removable pins 1612, for example, as shown in FIG. 33. The pin
1612
includes an enlarge head 1614 and a through hole 1616. The pin 1612 is secured
using
a locking clip 1617.
A detailed view of the connecting forks 1510 is shown in FIGS. 29 thru 32.
The connecting forks 1510 each comprise a pair of side plates 1512 connected
together (e.g. welded) by a tubing connector 1514, which includes a through
hole 1516
for accommodating a pivoting pin 1520, as shown in FIGS. 22 thru 25, and FIG.
40. The
side plates 1512 include a pattern of through holes 1528 for accommodating a
securing
pin 1526 (FIG. 39) similar to the connecting pin 1612, as shown in FIG. 33,
but smaller.
The pivoting pin 1520 is secured using a locking clip 1527.
The spring wedge assemblies 1600 are each used in conjunction with a spacer
(e.g. spacer 1622 shown in FIG. 46) to be further explained in detail below.
For
example, a rectangular-shaped spacer 1618 having a through hole 1620 is shown
in
FIGS. 34 and 35. A modified rectangular-shaped (e.g. two square sides and two
round
sides) spacer 1622 having a through hole 1624 is shown in FIGS. 36 and 37. The
spacer 1622 comprises a pair of flat sides 1622a and 1622b, which are set at
an angle
A relative to each other (FIG. 37). The angle A of the spacer 1622 facilitates
the spacer
1622 being wedged up against the rear spring eye RSE to provide a tight fit
arrangement when the spring wedge assemblies are assembled onto the respective
38
= CA 02889383 2015-04-24
truck springs IS. Also, the spacer 1622 is positioned between the spring
bracket 1640
and the rear truck spring eye TSE (FIG. 46) to provide a secure integrated
assembly.
The spring wedge assemblies 1600 releasably connected to respective
connecting forks 1510 using respective flexible tie loops 1630, as shown in
FIGS. 38,
39, and 46, to connect the spring wedge assemblies to the rear portion 1040 of
the front
tow saddle 1010.
.
The connecting forks 1510 are each connected to the rear ends of the left
outer
rail 1410 and left inner rails 1412, and right outer rail 1420 and right inner
rail 1422 by
pivoting pins 1520, as shown in FIGS. 22 thru 25.
The spring wedge assembly 1600 assembled onto a truck spring TS is shown in
detail in FIG. 46.
A spacer 1622 can be used with each spring wedge assembly 1600 when
assembling or disassembling the spring wedge assemblies 1600 on the respective
truck
springs TS of the truck to be towed. A pad 1638 (e.g. made of resilient
reinforced
rubber) is positioned between the top surface of the truck spring TS as shown,
and the
spacer 1622, which is positioned on top of the pad 1638. The pad 1638 provides
a
resilient cushion between the rear pin 1612 and the top surface of the truck
spring TS,
and prevents rubbing and wear therebetween.
The spacer 1638 abuts (FIG. 46) up against the rear spring eye RSE of the
truck
spring TS. The rear pin 1612 connects the spacer 1622 to the spring wedge
assembly
1600. The front end 1630a of the flexible tie loop 1630 is connected to the
spring wedge
assembly 1600 by front pin 1612. The rear end 1630b of the flexible tie loop
1630 is
connected to the respective connecting fork 1510 by securing pin 1526. The
length of
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CA 02889383 2015-04-24
the flexible tie loop 1630 is selected to be taut when installed between the
respective
spring wedge assembly and connecting fork 1510, as shown in FIG. 46. This
arrangement draws the spacer 1638 rearwardly into tight engagement against the
rear
spring eye RSE, as shown in FIG. 46.
The curved surface of the rear spring eye RSE spreads the force exerted
thereby
onto the flexible tie loop 1630 wrapping partially around the rear spring eye
RSE, as
shown in FIG. 46. Specifically, the rear spring eye RSE has sufficient radius
to reduce
the amount of force per square area exerted by the rear spring eye RSE onto
the
flexible tie loop 1630 after assembly and during operation. Further, the rear
pin 1612
and securing pin 1526 have sufficient radius to cooperate with the flexible
tie loop 1630
and secure same to prevent wear and damage to the flexible tie loop 1630.
The spacer 1622 also aligns the spring wedge assembly 1600 relative to the
rear
spring eye RSE. Further, the rear side surface of the spacer 1622 spreads the
load
exerted from the spring wedge assembly 1600 applied to the width of the rear
spring
eye RSE to snug and maintain the spring wedge assembly 1600 against the rear
spring
eye RSE after assembly and during operation.
ASSEMBLY
The assembly of each tie-down assembly 1500 onto the respective truck spring
TS and spring shackle SS of the towed vehicle (e.g. truck) is shown in FIGS.
36-46.
The assembly begins by installing a spring wedge assembly 1600 of each tie-
CA 02889383 2015-04-24
down assembly 1500 onto each truck spring TS, as shown in FIGS. 38 and 46. The
steps include the following:
1. positioning a spring wedge assembly 1600 against the bottom of one of
the truck spring TS;
2. installing a temporarily pin (e.g. clevis pin) in one of the set of
through
holes 1634 or 1636 (FIG. 46) on the spring wedge plates 1606 of the
spring wedge assembly 1600, above a top surface of the truck spring TS,
to assist in temporarily securing the spring wedge assembly 1600 onto the
truck spring TS for final assembly;
3. positioning the pad 1638 on the top surface of the truck spring TS
between the spring bracket 1630 and rear spring eye RSE;
4. raising the spring wedge assembly 1600 to align the rear through hole
1610 of spring wedge assembly 1600 with the through hole 1624 (FIGS.
36 and 37) in the spacer 1622;
5. inserting the pin 1612 into the through holes 1610 of the spring wedge
assembly and the through hole 1624 in the spacer 1622;
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CA 02889383 2015-04-24
6. securing the locking clip 1617 (e.g. security key) onto the pin 1612;
7. positioning the front end 1630a of the flexible tie loop 1630 (e.g.
polyester
loop strap) through the spring shackle SS, and over the rear spring eye
RSE;
8. inserting the front pin 1612 (e.g. clevis pin) into the set of front
through
holes1610 of the spring wedge assembly 1600 and through the front end
1630a of the flexible tie loop 1630 to connect the flexible tie loop 1630 to
the spring wedge assembly 1600;
9. securing the front pin 1612 with a locking pin 1617 (e.g. security key);
10. inserting the securing pin 1526 (e.g. clevis pin) into one of the sets
of
through holes of the connecting fork 1510 and through the rear end 1630b
of the flexible tie loop 1630 to connect the flexible tie loop 1630 to the
spring wedge assembly 1600;
11. securing the securing pin 1526 with a locking pin; and
12. Once all the components are installed, removing the temporarily
installed
pin (e.g. clevis pin) from one of the sets of through holes 1634 or 1636
(FIG. 46).
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CA 02889383 2015-04-24
More specifically, with the pins 1612 removed from the through holes 1610 of
the
spring wedge assembly 1600, the spring wedge assembly 1600 is lifted upwardly
from
beneath the truck spring TS. It is noted that the rear end of the truck spring
TS is
suspended by the spring shackle SS. When the spring wedge assembly 1600 is
lifted
into this raised position, the side spring wedge plates 1606 and the
transverse plate
1608 of the spring wedge assembly 1600 envelop the truck spring TS.
A pin (e.g. clevis pin) is temporarily inserted through one (1) set of through
holes
1634 or 1636 in the spring wedge plates 1606 of the spring wedge assembly
1600. It is
noted that the set of through holes 1634 are used with a two (2) leaf type
truck spring
TS, or the set of through holes 1636 are used with a three (3) leaf type truck
spring TS.
The temporary pin is located above the top surface of the truck spring TS to
capture the
truck spring between the temporary pin and the transverse plate 1608 of the
spring
wedge assembly.
Afterwards, the front and rear pins 1612 are installed into each set of
through
holes 1610 of spring wedge assembly 1600 to secure each spring wedge assembly
1600 onto the respective truck spring TS located on the front left-side and
right-side of
the truck to be towed.
When assembled, the lower transverse plate 1608 (FIGS. 26 thru 28) of each
spring wedge assembly 1600 is positioned below the truck spring TS, and the
pins 1612
are positioned above the truck spring TS, as shown in FIGS. 38, 39, and 46.
With the
spring wedge plates 1606 of each spring wedge assembly 1600 located on
opposite
sides of the truck spring TS, the transverse plate 1608 located immediately
below the
truck spring TS, and the pair of pins 1612 located immediately above the truck
spring
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CA 02889383 2015-04-24
IS, the spring wedge assembly 1600 when installed now fully envelopes the
truck
spring IS on all sides and securely retains the truck spring TS within the
spring wedge
assembly 1600. The removal of pins 1612 allows each spring wedge assembly 1600
to
be removed later when disassembling each spring wedge assembly 1600 from the
respective truck spring TS.
Alternatively, as shown in FIGS. 44 and 45, when the spring wedge assembly
1600 is being installed on the respective truck spring TS, the spring wedge
assembly
1600 can initially be tilted with the rear spring wedge arm portion 1604
tilted upwards to
first secure rear pin 1612 above the truck spring IS. Then, the spring wedge
body
portion 1602 can be lifted while pivoting or tilting about rear pin 1612 to
raise the spring
wedge body portion and next secure front pin 1612 above the truck spring TS.
The
"pivoting" arrangement assists in installing the spring wedge assembly 1600
onto the
truck spring IS.
As shown in FIG. 43, the flexible tie loop 1630 includes a front end 1630a and
a
rear end 1630b. As shown in FIG. 39, the front pin 1612 is then installed to
secure the
front end 1630a of the flexible tie loop 1630 to the spring wedge assembly
1600.
Specifically, the pin 1612 is inserted in the through hole 1612 of the spring
wedge
assembly and passes through the looped front end 1630a of the flexible tie
loop 1630 to
secure the looped front end 1630a to the spring wedge assembly 1600. The
locking clip
1617 is then applied to the pin 1612 to prevent the pin 1612 from
inadvertently
disconnecting from the spring wedge assembly 1600 during use.
With the spring wedge assembly 1600 now installed on the truck spring TS, the
looped rear end 1630b of the flexible tie loop 1630 is secured to the
connecting fork
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CA 02889383 2015-04-24
1510 using the securing pin 1526. Specifically, the securing pin 1526 is
inserted through
one of the through holes of the connecting fork 1510 and passes through the
looped
rear end 1630b of the flexible tie loop 1630 to secure the looped rear end
1630b to the
connecting fork 1510 of the front tow saddle 1010. The locking clip 1527 is
then applied
to the securing pin 1526 to prevent the pin 1526 from inadvertently
disconnecting from
the connecting fork 1510 during use.
The same process is repeated with regards to securing the left-side and right-
side truck spring TS and spring shackle SS with the pair of spring wedge
assemblies
1600 to secure the towed truck to the front tow saddle 1010.
The front tow saddle 1010 can be first coupled to the towing truck and then to
the
towed truck. Alternatively, the front tow saddle 1010 can be first coupled to
the towed
truck, and then the towing truck.
The front tow extended saddles described above are only a few of the many
possible configurations and uses of the front tow extended saddle. The angled
construction disclosed is very useful for mounting a towed truck to a towing
truck while
minimizing the increase of height of the towed vehicle. The preferred mounting
is to lift
the front wheels of the towed vehicle off the ground, thus minimizing wear and
stress on
the towed vehicle while maximizing control by the towing vehicle. If desired,
all wheels
of the towed vehicle can remain on the ground during towing, but lifting the
front wheels
off the ground is the preferred method.
All references, including publications, patent applications, and patents cited
herein are hereby incorporated by reference to the same extent as if each
reference
CA 02889383 2015-04-24
were individually and specifically indicated to be incorporated by reference
and were set
forth in its entirety herein.
The use of the terms "a" and "an" and "the" and similar referents in the
context of
describing the invention (especially in the context of the following claims)
is to be
construed to cover both the singular and the plural, unless otherwise
indicated herein or
clearly contradicted by context. The terms "comprising," "having,"
"including," and
"containing" are to be construed as open-ended terms (i.e., meaning
"including, but not
limited to,") unless otherwise noted. Recitation of ranges of values herein
are merely
intended to serve as a shorthand method of referring individually to each
separate value
falling within the range, unless otherwise indicated herein, and each separate
value is
incorporated into the specification as if it were individually recited herein.
All methods
described herein can be performed in any suitable order unless otherwise
indicated herein
or otherwise clearly contradicted by context. The use of any and all examples,
or
exemplary language (e.g., "such as") provided herein, is intended merely to
better
illuminate the invention and does not pose a limitation on the scope of the
invention unless
otherwise claimed. No language in the specification should be construed as
indicating any
non-claimed element as essential to the practice of the invention.
A number of front tow extended saddles are described herein. Variations of
those
preferred embodiments may become apparent to those of ordinary skill in the
art upon
reading the foregoing description. The inventors expect skilled artisans to
employ such
variations as appropriate, and the inventors intend for the front tow extended
saddle to be
practiced otherwise than as specifically described herein. Accordingly, this
invention
46
CA 02889383 2015-04-24
includes all modifications and equivalents of the subject matter recited in
the claims
appended hereto as permitted by applicable law. Moreover, any combination of
the
above-described elements in all possible variations thereof is encompassed by
the invention
unless otherwise indicated herein or otherwise clearly contradicted by
context.
47