Note: Descriptions are shown in the official language in which they were submitted.
VEHICLE COUPLING LINES STORAGE AND CONTROL ARRANGEMENT
TECHNICAL FIELD
[0001] The invention relates to a storage and control arrangement for
storing
electrical and pneumatic lines for connecting a tractor truck to a trailer
when the lines are
not in use, for communicating a coupling status of the lines and an associated
fifth wheel
hitch assembly, and for controlling the brakes of the associated truck and
trailer as well as
the coupling of the fifth wheel assembly.
BRIEF SUMMARY
[0001a] According to one aspect of the present invention, an object is
to provide a
storage arrangement for lines from a tractor truck to a trailer including at
least one of an
electrical line, a first pneumatic line and a second pneumatic line, the
storage arrangement
comprising:
a housing member configured to be secured to the truck external to a cab of
the
truck;
a first receiver connected to the housing and configured to couple to a select
one
of the electrical line, the first pneumatic line and the second pneumatic
line; and
a control arrangement operably coupled to the first receiver such that upon
coupling of the select one of the electrical line, the first pneumatic line
and the second
pneumatic line with the first receiver the control arrangement allows an
operator to unlock
a kingpin from a fifth wheel hitch plate assembly, wherein the control
arrangement
prevents the operator unlocking the kingpin from the fifth wheel hitch plate
assembly prior
to the select one of the electrical line, the first pneumatic line and the
second pneumatic
line being coupled with the first receiver.
[0001b] According to another aspect of the present invention, an
object is to provide
a storage arrangement for lines from a tractor truck to a trailer including at
least one of an
electrical line, a first pneumatic line, and a second pneumatic line, the
storage
arrangement comprising:
a housing member configured to be secured to the truck external to a cab of
the
truck;
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Date Recue/Date Received 2023-08-03
a first receiver connected to the housing and configured to couple to a select
one
of the electrical line, the first pneumatic line and the second pneumatic
line; and
a control arrangement operably coupled to the first receiver such that upon
coupling of the select one of the first pneumatic line and the second
pneumatic line with
the first receiver the control arrangement activates a status indicator that
provides the
operator with an indication of a coupling status of the select one of the
first pneumatic line
and the second pneumatic line with the storage arrangement.
[0001c] According to yet another aspect of the present invention, an
object is to
provide a vehicle component actuation arrangement, comprising:
a vehicle component movable between a first configuration and a second
configuration;
an actuator configured to move the vehicle component between the first
configuration and the second configuration; and
a pneumatic valve arrangement pneumatically coupled to a vehicle air supply
line,
a vehicle pneumatic source and the actuator, where the valve arrangement is
configured
to move the vehicle component between the first and second configuration via
the
actuator when an air pressure is removed from within the vehicle air supply
line.
[0001d] According to yet another aspect of the present invention, an
object is to
provide a vehicle component actuation arrangement, comprising:
a vehicle component movable between a first configuration and a second
configuration;
an actuator configured to move the vehicle component between the first
configuration and the second configuration; and
a pneumatic valve arrangement that includes a valve member that divides a
valve
bore into a first chamber in pneumatic communication with a vehicle air supply
line, a
second chamber, a third chamber and fourth chamber in pneumatic communication
with
a pneumatic source, wherein the valve member is movable between a first
position where
the second chamber is in pneumatic communication with the pneumatic source and
the
first chamber is in pneumatic communication with the actuator, and a second
position
where the third chamber is in pneumatic communication with the pneumatic
source and
the actuator, and wherein the valve member is configured to move from the
first position
to the second position when an air pressure is removed from within the vehicle
air supply
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Date Recue/Date Received 2023-08-03
line, thereby moving the vehicle component from the first position to the
second position
via the actuator.
[00010 According to yet another aspect of the present invention, an
object is to
provide a vehicle component actuation arrangement, comprising:
a vehicle component movable between a first configuration and a second
configuration;
an actuator configured to move the vehicle component between the first
configuration and the second configuration; and
a pneumatic valve arrangement pneumatically coupled to a vehicle air supply
line, a vehicle pneumatic source at a first position via a first input valve
and a second
position via a second input valve where the second position is spaced from the
first
position, and the actuator, wherein the valve arrangement is configured to
move the
vehicle component between the first and second configuration via the actuator
when an
air pressure is removed from within the vehicle air supply line, and wherein
the pneumatic
valve arrangement is configured to provide feedback to an operator upon
malfunction of
at least one of the first input valve and the second input valve and upon
removal of an air
pressure from within the vehicle air supply line.
[0001f] According to yet another aspect of the present invention, an
object is to
provide a vehicle component actuation arrangement, comprising:
a vehicle component movable between a first configuration and a second
configuration;
an actuator configured to move the vehicle component between the first
configuration and the second configuration; and
a pneumatic valve arrangement, comprising:
a first valve member that divides a first valve bore into a first chamber in
pneumatic communication with a vehicle air supply line, a second chamber, a
third
chamber, a fourth chamber, and fifth chamber in pneumatic communication with a
pneumatic source, wherein the first valve member is configured to move from a
first valve
first position to a first valve second position; and
a second valve member that divides a second valve bore into a first chamber in
pneumatic communication with a vehicle air supply line, a second chamber, a
third
chamber, a fourth chamber, and fifth chamber in pneumatic communication with a
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Date Recue/Date Received 2023-08-03
pneumatic source, wherein the second valve member is configured to move from a
second
valve first position to a second valve second position;
wherein the fifth chamber of the first valve bore is in pneumatic
communication
with the third chamber of the first valve bore, the third chamber of the first
valve bore is
in pneumatic communication with the third chamber of the second valve bore,
and the
third chamber of the second valve bore is in pneumatic communication with the
actuator
when the first valve member and the second valve member are in the respective
second
positions, and
wherein the first valve member and the second valve member move from the
first position to the second position when an air pressure is removed from
within the
vehicle air supply line, thereby allowing air to pass from the pneumatic
source to the
actuator such that the actuator moves the vehicle component from the first
configuration
to the second configuration.
[0001g] Other possible aspect(s), object(s), embodiment(s), variant(s)
and/or
advantage(s) of the present invention, all being preferred and/or optional,
are briefly
summarized hereinbelow.
[0002] For example, in one another embodiment, a storage arrangement
for lines
from a tractor truck to a trailer includes an electrical line, a first
pneumatic line and a
second pneumatic line, the storage arrangement including a housing member
configured
to be secured to the truck external to a cab of the truck, a first receiver
connected to the
housing and configured to couple to a select one of the electrical line, the
first pneumatic
line and the second pneumatic line, and a control arrangement operably coupled
to the
first receiver such that upon coupling of the select one of the electrical
line, the first
pneumatic line and the second pneumatic line with the first receiver control
arrangement
allows an operator to at least one of release the brakes of the truck, release
the brakes of
the trailer, and unlock a kingpin from a fifth wheel hitch plate assembly,
wherein the
control arrangement prevents the operator from the at least one of releasing
the brakes
of the truck, releasing the brakes of the trailer, and unlocking the kingpin
from the fifth
wheel hitch plate assembly prior to the select one of the electrical line, the
first pneumatic
line and the second pneumatic line being coupled with the first receiver.
[0003] In another embodiment, a storage arrangement for lines from a
tractor
truck to a trailer includes an electrical line, a first pneumatic line, and a
second pneumatic
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Date Recue/Date Received 2023-08-03
line, the storage arrangement including a housing member configured to be
secured to the
truck external to a cab of the truck, a first receiver connected to the
housing and
configured to couple to a select one of the electrical line, the first
pneumatic line and the
second pneumatic line, and a control arrangement operably coupled to the first
receiver
such that upon coupling of the select one of the first pneumatic line and the
second
pneumatic line with the first receiver the control arrangement activates a
status indicator
that provides the operator with an indication of a coupling status of the
select one of the
first pneumatic line and the second pneumatic line with the storage
arrangement.
[0004] In another embodiment, a vehicle component actuation
arrangement
includes a vehicle component movable to a first configuration and a second
configuration,
an actuator configured to move the vehicle component between the first
configuration
and the second configuration, and a pneumatic valve arrangement pneumatically
coupled
to a vehicle air supply line, a vehicle pneumatic source and the actuator,
where the valve
arrangement is configured to move the vehicle component between the first and
second
configuration via the actuator when an air pressure is removed from within the
vehicle air
supply line.
[0005] In yet another embodiment, a vehicle component actuation
arrangement
includes a vehicle component movable to a first configuration and a second
configuration,
an actuator configured to move the vehicle component between the first
configuration
and the second configuration, and a pneumatic valve arrangement that includes
a valve
member that divides a valve bore into a first chamber in pneumatic
communication with
a vehicle air supply line, a second chamber, a third chamber and fourth
chamber in
pneumatic communication with a pneumatic source, wherein the valve member is
movable between a first position where the second chamber is in pneumatic
communication with the pneumatic source and the first chamber is in pneumatic
communication with the actuator, and a second position where the third chamber
is in
pneumatic communication with the pneumatic source and the actuator, and
wherein the
valve member is configured to move from the first position to the second
position when
an air pressure is removed from within the vehicle air supply line, thereby
moving the
vehicle component from the first position to the second position via the
actuator.
[0006] In still yet another embodiment, a vehicle component actuation
arrangement includes a vehicle component movable between a first configuration
and a
Date Recue/Date Received 2023-08-03
second configuration, an actuator configured to move the vehicle component
between the
first configuration and the second configuration, and a pneumatic valve
arrangement
pneumatically coupled to a vehicle air supply line, a vehicle pneumatic source
at a first
position via a first input valve and a second position via a second input
valve where the
second position is spaced from the first position, and the actuator, wherein
the valve
arrangement is configured to move the vehicle component between the first and
second
configuration via the actuator when an air pressure is removed from within the
vehicle air
supply line, and wherein the pneumatic valve arrangement is configured to
provide
feedback to an operator upon malfunction of at least one of the first input
valve and the
second input valve and upon removal of an air pressure from within the vehicle
air supply
line.
[0007] In
another embodiment, a vehicle component actuation arrangement
includes a vehicle component movable between a first configuration and a
second
configuration, an actuator configured to move the vehicle component between
the first
configuration and the second configuration, and a pneumatic valve arrangement.
The
pneumatic valve arrangement includes a first valve member that divides a first
valve bore
into a first chamber in pneumatic communication with a vehicle air supply
line, a second
chamber, a third chamber, a fourth chamber, and fifth chamber in pneumatic
communication with the pneumatic source, wherein the first valve member is
configured
to move from a first valve first position to a first valve second position,
and a second valve
member that divides a second valve bore into a first chamber in pneumatic
communication
with a vehicle air supply line, a second chamber, a third chamber, a fourth
chamber, and
fifth chamber in pneumatic communication with the pneumatic source, wherein
the
second valve member is configured to move from a second valve first position
to a second
valve second position. The fifth chamber of the first valve bore is in
pneumatic
communication with the third chamber of the first valve bore, the third
chamber of the
first valve bore is in pneumatic communication with the third chamber of the
second valve
bore, and the third chamber of the second valve bore is in pneumatic
communication with
the actuator when the first valve member and the second valve member are in
the
respective second positions, and the first valve member and the second valve
member
move from the first position to the second position when an air pressure is
removed from
within the vehicle air supply line, thereby allowing air to pass from the
pneumatic source
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Date Recue/Date Received 2023-08-03
to the actuator such that the actuator moves the vehicle component from the
first
configuration to the second configuration.
[0008] The present inventive storage and control arrangement assists
in ensuring
that electrical and pneumatic lines connecting a tractor truck to a trailer
are not sheared
or accidentally damaged while uncoupling the trailer from the truck. The
storage and
control arrangement also provides feedback to an operator regarding the status
of the
coupling of the lines to the overall unit, as well as the status of the
relative arrangement
of associated kingpin and fifth wheel hitch assemblies, thereby increasing
operational
safety and decreasing the likelihood of injury to the operator and damage to
the truck and
trailer, as well as making coupling and uncoupling of the kingpin from the
fifth wheel
assembly easier for the operator to accomplish. The system disclosed further
provides for
the automatic uncoupling/coupling of an associated fifth wheel hitch
arrangement upon
disconnect of pneumatic lines from the trailer. The system disclosed herein
further
increases the operational safety by providing feedback to the operator
alerting the
operator to potential system damage. The configuration of the storage and
control
arrangement allows use on new vehicle builds, as well as easy and inexpensive
adaption in
retrofitting nearly any truck platform. The storage and control arrangement is
efficient in
use, capable of a long operating life, and is particularly well adapted for
the proposed use.
[0009] These and other features, advantages, and objects of the
various
embodiments will be further understood and appreciated by those skilled in the
art by
reference to the following specification, claims, and appended drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] Fig. 1A is a side elevational view of a tractor truck and
trailer combination,
where the trailer is coupled to the truck;
[0011] Fig. 1B is a side elevational view of the truck and trailer
where the trailer is
uncoupled from the truck;
[0012] Fig. 2 is a rear elevational view of a storage and control
arrangement
attached to a rear panel of the truck;
[0013] Fig. 3 is a top perspective view of the storage and control
arrangement;
[0014] Fig. 4 is a schematic view of the storage and control
arrangement;
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Date Recue/Date Received 2023-08-03
[0015] Fig. 5 is a top perspective view of the storage and control
arrangement with
a cover of a housing assembly removed to show internal components;
[0016] Fig. 6 is an exploded, front perspective view of the storage
and control
arrangement;
[0017] Fig. 7 is a schematic view of a fifth wheel hitch plate
assembly;
[0018] Fig. 8 is a schematic view of an alternative embodiment of the
storage and
control arrangement;
[0019] Fig. 9 is a schematic view of an automatic vehicle component
actuation
arrangement in a first position;
[0020] Fig. 10 is a schematic view of the component actuation
arrangement in a
second position;
[0021] Fig. 11 is a schematic view of a safety automatic vehicle
component
actuation arrangement, wherein a first valve member and a second valve member
are each
in a first position;
[0022] Fig. 12 is a schematic view of the actuation arrangement of
Fig. 11, wherein
the first and second valve members are in the respective first positions;
[0023] Fig. 13 is a schematic view of the actuation arrangement of
Fig. 11, wherein
the first and second valve members are each in a second position;
[0024] Fig. 14 is a schematic view of the actuation arrangement of
Fig. 11, wherein
the first and second valve members are each in the second position;
[0025] Fig. 15 is a schematic view of the actuation arrangement of
Fig. 11, wherein
the first and second valve members are each in the first position;
[0026] Fig. 16 is a schematic view of the actuation arrangement of
Fig. 11, wherein
the first and second valve members are each in the first position;
[0027] Fig. 17 is a schematic view of the actuation arrangement of
Fig. 11, wherein
the first valve member is in the second position and the second valve member
is in the first
position;
[0028] Fig. 18 is a schematic view of the actuation arrangement of
Fig. 11, wherein
the first valve member is in the second position and the second valve member
is in the first
position;
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Date Recue/Date Received 2023-08-03
[0029] Fig. 19 is a schematic view of the actuation arrangement of
Fig. 11, wherein
the first valve member is in the first position and the second valve member is
in the second
position; and
[0030] Fig. 20 is a schematic view of the actuation arrangement of
Fig. 11, wherein
the first valve member is in the first position and the second valve member is
in the second
position.
DETAILED DESCRIPTION
[0031] For purposes of description herein, the terms "upper,"
"lower," "right,"
"left," "rear," "front," "vertical," "horizontal," and derivatives thereof
shall relate to the
various embodiments as oriented in Fig. 1A. However, it is to be understood
that certain
embodiments may assume various alternative orientations and step sequences,
except
where expressly specified to the contrary. It is also to be understood that
the specific
devices and processes illustrated in the attached drawings, and described in
the following
specification are exemplary embodiments of the inventive concepts defined in
the
appended claims. Hence, specific dimensions and other physical characteristics
relating to
the embodiments disclosed herein are not to be considered as limiting, unless
the claims
expressly state otherwise.
[0032] A tractor truck and trailer combination 10 (Figs. 1A and 1B)
includes a
tractor truck 12 and a trailer 14, wherein the tractor truck 12 includes a
storage and
controller arrangement 16 (Figs. 1A, 1B and 2) embodying the present
invention. In the
illustrated example, the tractor truck 12 includes a frame assembly 18
supporting a cab
assembly 20 and a fifth wheel hitch plate assembly 22. The trailer 14 includes
a trailer
body 24 and a kingpin assembly 26 extending downwardly therefrom and adapted
to
couple and lock with a fifth wheel hitch plate 28 of the fifth wheel hitch
plate assembly 22
in a conventional manner.
[0033] The tractor truck and trailer combination 10 further includes
a plurality of
control and communication lines coupling the tractor truck 12 to the trailer
14.
Specifically, the truck and trailer combination 10 includes an electrical line
30 extending
between an electrical outlet 32 associated with the truck 12, and an
electrical and
pneumatic inlet arrangement 34 associated with the trailer 14. A service air
line 36 carries
air controlled by a foot or hand brake of the truck 12 and provides pneumatic
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Date Recue/Date Received 2023-08-03
communication between a pneumatic outlet arrangement 38 associated with the
truck 12
and the electrical and pneumatic inlet arrangement 34 of the trailer 14. A
supply or
emergency air line 40 extends and provides pneumatic communication between the
pneumatic outlet arrangement 38 of the truck 12 and the electrical and
pneumatic inlet
arrangement 34 of the trailer 14. Alternatively, a second electrical line 31
may extend
between the truck 12 and the trailer 14, where the electrical line 30 provides
power to the
trailer 14 for operating items such as trailer lighting, while the second
electrical line
operates an electronic braking system of the trailer 14.
[0034] In the illustrated example, the electrical outlet 32 of the
truck 12 is provided
electrical power from an electrical source 42 of the truck 12, such as a
battery, alternator,
or the like. The pneumatic outlet arrangement 38 is provided with air pressure
from a
pneumatic source 44 of the truck 12, such as a compressor, an air tank, and
the like, via an
air supply line 45.
[0035] The storage and controller arrangement 16 (Figs. 2 and 3)
includes a housing
arrangement 46 that includes a housing 48 and a top cover 50 removably coupled
to the
housing 48 to allow access to an interior of the housing 48. The housing
arrangement 46
is connected to a rear panel 51 of the cab assembly 20 via a plurality of
bolts or screws,
adhesive, and the like. This arrangement allows the unit 16 to be easily
connected and
retrofitted to nearly any truck configuration, and further allows for easy
replacement of
the unit 16, should the unit 16 become irreparably damaged. The unit 16
further includes
a receiver or electrical coupler or socket 52 disposed on a front face 54 of
the housing 48
and covered by a movable weather or socket cover 56. The cover 56 is movable
between
an open position, thereby allowing coupling of an electrical plug 58 of the
electrical line 30
with the electrical coupler 52, and a closed position (as illustrated in Fig.
3), where the
electrical coupler 52 is protected from the elements when the plug 58 is not
coupled with
the electrical coupler 52.
[0036] The unit 16 further includes a receiver or glad hand coupler
or hanger 60
attached to a side wall 61 of the housing 48 and adapted to releasably couple
with and
support a glad hand 62 of the service air line 36. Another receiver or glad
hand coupler or
hanger 64 is attached to another side wall 66 and is configured to releasably
couple with
and support a glad hand 68 of the emergency or supply air line 40.
Date Recue/Date Received 2023-08-03
[0037] The unit 16 may also include an actuator switch 70 disposed on
the front
face 54 of the housing 48 and covered by a movable weather or switch cover 72.
The
actuator switch 70 is adapted to control a fifth wheel locking/unlocking
actuator as
described below. The unit 16 may further include an indicator 74 configured to
provide a
visual indication to the operator as to whether the associated fifth wheel
hitch plate
assembly 22 and the kingpin assembly 26 are in a condition for safely
uncoupling the same,
and/or whether the electrical line 30, the service air line 36 and/or the
supply line 40 are
properly coupled to the unit 16, and a system status screen or display 76
providing the
operator with a current system status, each as described further below.
[0038] A schematic representation of the storage and controller
arrangement 16
and the related truck and trailer components are illustrated in Fig. 4. In the
illustrated
example, a control arrangement 80 includes a logic circuit 82 operably coupled
and
receiving an input from the electrical line 30, the service air line 36 and
the supply air line
40. The logic circuit 82 may be provided as an electrical logic circuit 83
(Fig. 5), a pneumatic
logic circuit, or combinations thereof. As illustrated, the logic circuit 82
is powered by the
electrical input provided by the electrical line 30. However, power may also
be provided
by a separate electrical line 84 extending from the electrical source 42 and
operably
coupled with the electrical coupler 52, or directly to the unit 16 and the
logic circuit 82
from the electrical source 42 of the truck 12. The latter option would require
hard wiring
the unit 16 to the electrical source 42 of the truck 12.
[0039] The unit 16 includes an optical sensor arrangement 86 (Fig. 6)
positioned
within the housing arrangement 46 and the glad hand coupler 64, and configured
to
optically sense the positioning of the glad hand 68 within the glad hand
coupler 64. A
similar optical sensor arrangement (not shown) is located within the housing
arrangement
46 and the glad hand coupler 60 so as to sense the positioning of the glad
hand 62 within
the glad hand coupler 60. Alternatively, an additional optical sensor
arrangement (not
shown) may be utilized to sense the positioning of the plug 58 of the
electrical line 30
within the electrical coupler 52. Alternative sensor arrangements may also be
utilized in
place of the optical sensor arrangement 86, such as contact switches, toggle
switches,
proximity sensors, and the like. In another alternative embodiment, the
service air line 36
and/or the supply air line 40 may be pneumatically coupled and provide
pneumatic input
to the unit 16 when the glad hands 62, 68 are coupled with the glad hand
couplers 60, 64,
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Date Recue/Date Received 2023-08-03
thereby augmenting or replacing the electrical or optical input from the
optical sensor
arrangements to the logic circuit 82.
[0040] In operation, pneumatic air pressure is provided to the unit
16 via the
pneumatic source 44 of the truck 12. In the example illustrated in Fig. 4, the
pneumatic
source 44 is provided in the form of an air reservoir tank, however, other
sources may also
be utilized, including compressors, or secondary air reservoirs 88 associated
with the
storage and controller arrangement 16 or the trailer 14, thereby allowing
operation of the
overall system without pneumatic input from the truck 12. The air supply as
supplied from
the pneumatic source 44 is received by a valve arrangement 90, which is
controlled by the
logic circuit 82. The valve arrangement 90 prevents air pressure from
travelling beyond
the valve arrangement 90 until the valve arrangement 90 is opened by the logic
circuit 82.
[0041] During disconnect of the trailer 14 from the truck 12, the
operator of the
vehicle must determine that certain components of the truck and trailer 10 are
in a proper
configuration so as to safely disconnect the trailer 14 from the truck 12. For
example, the
operator must determine that the electrical line 30, the service line 36 and
the supply line
40 are properly disconnected from the electrical and pneumatic inlet
arrangement 34 of
the trailer 14, so that these lines are not sheared or broken as the truck 12
is driven away
from the trailer 14. In order to assure that damage to the lines 30, 36, 40
does not occur,
the overall system is adapted to apply the brakes of the truck, apply the
brakes of the
trailer, and/or prevent unlocking of the kingpin assembly 26 from the fifth
wheel hitch
plate assembly 22. These situations are described in greater detail in Schutt
et al., U.S.
Patent No. 7,548,155, for example. Prior to the coupling of at least one of
the electrical
line 30, the service air line 36 and the supply air line 40 with the unit 16,
the valve
arrangement 90 is in a closed position. At least one of several configurations
of the truck
and trailer combination 10 is required when the valve arrangement 90 is in the
closed
condition, such as the brakes of the truck 12 may be not be disengaged, the
brakes of the
trailer 14 may not be disengaged, and/or the kingpin assembly 26 may not be
unlocked
from within the fifth wheel hitch plate assembly 22. Opening of the valve
arrangement 90
allows an operator to disengage the brakes of the truck 12, disengage the
brakes of the
trailer 14, and/or unlock the kingpin assembly 26 from the fifth wheel hitch
plate assembly
22, as described below. In the illustrated example, the electrical line 30 is
engaged within
the electrical coupler 52 of the unit 16, thereby providing power to the unit
16. In this
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Date Recue/Date Received 2023-08-03
configuration, power is supplied to the unit 16 by the electrical line 30
only. The logic
circuit 82 can be configured to sense the supply of power from the electrical
line 30,
thereby automatically opening the valve arrangement 90, whereafter the overall
system
of the truck and trailer combination 10 may automatically disengage the brakes
of the
truck 12, disengage the brakes of the trailer 14, and/or unlock the kingpin
assembly 26
from the fifth wheel hitch plate assembly 22. Alternatively, the unit 16
includes an
operator controlled secondary valve arrangement 92 operably coupled and
activated via
the actuator switch 70. In this example, the logic circuit 82 opens the valve
arrangement
90 thereby extending the air supply to the secondary valve arrangement 92,
operated by
the actuator switch 70. The operator of the vehicle can then determine whether
a safe
condition exists to uncouple the trailer 14 from the truck 12 by making a
visual inspection
of the overall system. It is noted that the actuator switch 70 may be located
within the
unit 16, thereby allowing the operator to decouple the kingpin assembly 26
from the fifth
wheel hitch plate assembly 22 without re-entering the cab 20. Alternatively,
the operator
may activate the system via a remote switching device via hard wire, Wi-Fi ,
BLUETOOTH ,
cell phone signal, IR signals, radio signals, touch screen interface, voice
activation, and the
like. Alternatively, the indicator 74 of the unit 16 may provide the operator
with a visual
feedback indicating whether the system is in a safe condition for uncoupling.
These
conditions may include monitoring the coupling of the electrical line 30, the
service air line
36 and/or the supply air line 40 with the unit 16, and/or the relative
positioning of the
kingpin assembly 26 within the fifth wheel hitch plate assembly 22. While the
present
example includes a logic circuit 82 being configured to determine whether the
electrical
line 30 is coupled with the electrical coupler 52 in order to determine
whether a safe
condition for uncoupling the trailer 14 from the truck 12 exists, alternative
arrangements
may also be employed. Specifically, the unit 16 may be configured such that
the logic
circuit 82 determines that a safe condition exists when any one of the three
lines including
the electrical line 30, the service air line 36 and the supply air line 40 are
properly coupled
to the unit 16, any combination of two of the lines 30, 36, 40 are properly
coupled to the
unit 16, or only when all three of the lines 30, 36, 40 are properly coupled
to the unit 16.
A similar arrangement may be configured for those systems that include a first
electrical
line 30, a second electrical line 31, a first air line 36 and a second air
line 40. Preferably,
the unit 16 and the logic circuit 82 would be configured such that the
indicator 74 would
13
Date Recue/Date Received 2023-08-03
not indicate to the operator that a safe condition for uncoupling the trailer
14 from the
truck 12 exists unless the logic circuit 82 determines that each and every one
of the lines
30, 36, 40 are properly coupled to the unit 16, thereby absolutely preventing
the possibility
of shearing or breaking the lines 30, 36, 40 when uncoupling the trailer 14
from the
truck 12.
[0042] The unit 16 may also be utilized to assist the driver in
coupling the trailer 14
with the truck 12. Specifically, the logic circuit 82 can be configured to
receive an input
from a fifth wheel sensor arrangement or assembly 94, such as that disclosed
in Schutt et
al, U.S. Patent No. 7,548,155. The fifth wheel sensor arrangement 94 may be
configured
to provide an input to the logic circuit 82 regarding whether a proper
alignment of the
kingpin assembly 26 has been achieved with respect to the fifth wheel hitch
plate assembly
22 during coupling of the trailer 14 to the truck 12. The fifth wheel sensor
arrangement
94 and the unit 16 may be hard wired to one another, or may communicate via Wi-
Fi ,
BLUETOOTH , and the like. The control arrangement 80 may be configured such
that the
valve arrangement 90 remains closed if proper alignment of the kingpin
assembly 26 with
the plate assembly 22 has not been achieved, thereby preventing an unsafe
coupling of
the trailer 14 with the truck 12. Once proper alignment of the kingpin
assembly 26 with
the plate assembly 22 has been sensed by the fifth wheel sensor arrangement
94, a logic
circuit 82 may be configured to open the valve arrangement 90, thereby passing
the air
supply to the secondary valve arrangement 92 and giving the operator the
ability to lock
the kingpin assembly 26 with the fifth wheel hitch plate assembly 22 via the
actuator
switch 70.
[0043] As best illustrated in Fig. 4, the output of the control
arrangement 80 may
be an electrical output 96, a pneumatic output 98 or a combination thereof
depending
upon the components to be manipulated and the output desired. For example,
Fig. 7
illustrates a schematic view of an automated fifth wheel coupling/decoupling
arrangement
100 that is configured to unlock the kingpin assembly 26 from the fifth wheel
hitch plate
assembly 22. The fifth wheel coupling/decoupling arrangement 100 may be
pneumatic,
electric, hydraulic, or combinations thereof. As noted above, the output of
the control
arrangement can be configured as required to run systems and subassemblies
such as the
fifth wheel coupling/decoupling arrangement 100 as shown.
14
Date Recue/Date Received 2023-08-03
[0044] The reference numeral 16a (Fig. 8) generally designates
another
embodiment of the storage and controller arrangement 16, wherein the unit 16a
is an all-
electric arrangement. Since the storage and controller arrangement 16a is
similar to the
previously described unit 16, similar parts appearing in Figs. 2-7 and Fig. 8
respectively are
represented by the same, corresponding reference numeral, except for the
suffix "a" in
the numerals of the latter. In the illustrated example, the unit 16a receives
an electrical
input from the electrical line 30a. The associated logic circuit (not shown)
receives an input
from the fifth wheel sensor arrangement 94a. The logic circuit may be
configured to
determine whether a proper arrangement between the kingpin assembly 26 and the
fifth
wheel hitch plate assembly 22 exists, and/or whether any or all of the lines
30a, 36a, 40a
are properly coupled to the unit 16a. The control arrangement 80a may be
configured to
then allow the operator to couple or uncouple the kingpin assembly 26 from the
fifth wheel
hitch plate assembly 22 via the actuator switch 70a actuating the fifth wheel
coupling/decoupling arrangement 100a.
[0045] The storage and controller arrangement 16 may also be
configured to
support and/or operate additional utility or indication lighting. For example,
the unit 16
may also include an LED utility light arrangement 110 (Fig. 2) located so as
to illuminate
the area of the unit 16 associated with coupling of the lines 30, 36, 40
thereto, and/or an
area about the fifth wheel hitch plate assembly 22 to allow the operator to
more easily
inspect the physical alignment and coupling of the kingpin assembly 26 with
the fifth wheel
hitch plate assembly 22. Further, indication lights may be controlled by the
logic circuit 82
and provided near the fifth wheel hitch plate assembly 26 and color coded so
as to
communicate to the driver that a proper coupling between the kingpin assembly
26 and
the fifth wheel hitch plate assembly 22 has been achieved, e.g., "red" for
unsatisfactory or
unsafe, and "green" for satisfactory or safe.
[0046] The system may further be configured to operate a status
indicator lighting
arrangement 200 (Figs. 1A and 1B) located remotely from the unit 16. The
status indicator
lighting arrangement 200 is operably coupled to the unit 16 via hard wire 205
(Fig. 6), Wi-
Fi , BLUETOOTH , and the like, and the unit 16 is coupled to the sensor
assembly or
arrangement 94, such that the lighting arrangement 200 provides a visual
feedback to the
operator indicating that a proper coupling between the kingpin assembly 26 and
the fifth
wheel hitch arrangement 22 has been obtained. In the illustrated example, the
status
Date Recue/Date Received 2023-08-03
indicator lighting arrangement 200 is positioned so as to be readily viewable
by the
operator in a rearview mirror 203, thereby allowing the operator to
concentrate and
visually monitor the position of the trailer 14 while simultaneously watching
the status
indicator lighting arrangement 200. This position of the lighting arrangement
200 also
provides a convenient viewing location for the operator while manually
decoupling the
kingpin assembly 26 from the fifth wheel hitch plate assembly 22. For this
purpose, the
lighting arrangement 200 may also be positioned at other locations that are
readily
viewable by the operator without requiring the operator to peer beneath the
trailer 14,
such as the positions represented by reference numerals 201 and 203.
[0047] In another alternative embodiment, the storage and controller
arrangement 16 (Fig. 2) further includes an automatic vehicle component
actuation
arrangement 205 (Fig. 9). In the illustrated example, the actuation
arrangement 205
includes an activation valve arrangement 202 pneumatically coupled to the
supply air line
40 via a T-fitting 204 and a valve supply air line 206, to the pneumatic
source 44 via a first
air line 208 and a second air line 209, and to a vehicle component such as the
fifth wheel
coupling/decoupling arrangement 100 via an air line 210. The automatic
component
actuation arrangement 205 is configured to automatically actuate a vehicle
component
such as the fifth wheel coupling/decoupling arrangement 100 when the glad hand
68
associated with the supply air line 40 is uncoupled from the electrical and
pneumatic inlet
arrangement 34 associated with the trailer 14.
[0048] In the illustrated example, the valve arrangement 202 includes
a valve
assembly 214 that includes a valve housing 216 having a valve bore 218, and a
valve
member 220 slidably received within the valve bore 218. The valve member 220
includes
a first end 222 and a second end 224 and is configured to define a first
chamber 226, a
second chamber 228, a third chamber 230, and a fourth chamber 232 within the
valve bore
218. A spring member 234 biases the valve member 220 in a direction 236. As
illustrated,
the valve housing 216 includes a first port 238 in pneumatic communication
with the first
chamber 226 and the supply air line 40 via the air line 206, a second port 240
in pneumatic
communication with the second chamber 228 and the pneumatic source 44 via the
first air
line 208, a third port 242 in pneumatic communication with the third chamber
230 and the
fifth wheel coupling/decoupling arrangement 100 via the air line 210, and a
fourth port
16
Date Recue/Date Received 2023-08-03
244 in pneumatic communication with the fourth chamber 232 and the pneumatic
source
44.
[0049] In
operation, the first chamber 226 is provided an air pressure as supplied
to the air line 206 from the supply air line 40, which acts on the first end
222 of the valve
member 220 along with the spring member 234 to force the valve member in the
direction
236. In this condition, the air pressures within the second air chamber 228
and the third
air chamber 230 are each in a state of equilibrium in that the respective air
pressures do
not move the valve member 220 within the valve bore 218. Air pressure is also
provided
to the fourth chamber 232 from the pneumatic source 44 and acts on the second
end 224
of the valve member 220 but is insufficient to overcome the force exerted on
the first end
222 of the valve member 220 by the air pressure within the first chamber 226
and the
spring member 234 while the supply air line 40 is connected to the inlet
arrangement 34
of the trailer 14 and is pressurized. In
further operation, the fifth wheel
coupling/decoupling arrangement may be automatically actuated by removing the
air
pressure from the supply line 40. Removing the air pressure from the supply
line 40 may
be accomplished by the operator via a selection switch located within the cab
assembly of
the truck 12, or by disconnecting the glad hand 68 of the supply line 40 from
the inlet
arrangement 34. Once the air pressure from the supply air line 40 is removed
from the
first chamber 226, the air pressure in the fourth chamber 232 supplied by the
pneumatic
source 44 forces the valve member in a direction 250 (Fig. 10) until the
second port 240
and the third port 242 are both in pneumatic communication with the third
chamber 230,
thereby allowing air pressure from the pneumatic source 44 to travel along an
air path 251
to the fifth wheel coupling/decoupling arrangement 100 to decouple or unlock
the hitch
plate assembly 22 from the kingpin 26.
[0050] In
another alternative embodiment, the storage and controller
arrangement 16 includes a safety automatic vehicle component actuation
arrangement 300 (Figs. 11 and 12) replacing the automatic component actuation
arrangement 200. In the illustrated example, the component actuation
arrangement 300
includes an activation valve arrangement 302 pneumatically coupled to the
supply air line
40 via the 1-fitting 204 (Fig. 12) and the valve supply air line 206, to the
pneumatic source
44 via the air line 209 and a solenoid arrangement 308 and to a vehicle
component such
as the fifth wheel coupling/decoupling arrangement 100 via the air line 210.
While the
17
Date Recue/Date Received 2023-08-03
fifth wheel coupling/decoupling arrangement 100 is used as an example of the
vehicle
component, other vehicle arrangements may also be controlled via the actuation
arrangement 300, such as automated landing gear arrangements, auxiliary lift
axle
arrangements, and the like. The safety automatic component actuation
arrangement 300
is configured to automatically actuate a vehicle component such as a fifth
wheel
coupling/decoupling arrangement 100 when the glad hand 68 (Fig. 2) associated
with the
supply air line 40 is uncoupled from the electrical and pneumatic inlet
arrangement 34,
while simultaneously preventing accidental uncoupling of the fifth wheel
assembly 22 from
the kingpin 26. Alternatively, the fifth wheel coupling/decoupling arrangement
100 may
be actuated by an operator via a selection switch located within the cab
assembly of the
truck 12. Further, alternatively, the vehicle component may comprise a landing
gear
arrangement and/or an auxiliary lift axle assembly including pressure sensors,
ride height
sensors, and the like, that communicate the necessity of support via the
landing gear
arrangement and/or auxiliary lift axle assembly.
[0051] In the illustrated example, the activation valve arrangement
302 includes a
first valve assembly 310 and a second valve assembly 311 that include a valve
housing 312
having a first valve bore 314 and slidably receiving a first valve member 316,
and a second
valve bore 318 slidably receiving a second valve member 320. The first valve
member 316
includes a first end 322 and a second end 324, and is configured to define a
first chamber
326, a second chamber 328, a third chamber 330, a fourth chamber 332, and a
fifth
chamber 334 within the first valve bore 314. The first end 322 of the first
valve member
316 has a greater surface area than the second end 324, such that an equal air
pressure
within the first chamber 326 and the fifth chamber 334 forces the first valve
member
toward the fifth chamber 334. The second valve member 320 has a first end 336
and a
second end 338, and is configured to define a first chamber 340, a second
chamber 342, a
third chamber 344, a fourth chamber 346 and a fifth chamber 348 within the
second valve
bore 318. The first end 336 of the second valve member 320 has a greater
surface area
than the second end 338, such that an equal air pressure within the first
chamber 340 and
the fifth chamber 348 forces the second valve member 320 toward the fifth
chamber 348.
[0052] As illustrated in Figs. 11 and 12, the valve housing 312
incudes a first
port 350 in pneumatic communication with the first chamber 326 of the first
valve
bore 314, the first chamber 340 of the second valve bore 318 and the supply
air line 40 via
18
Date Recue/Date Received 2023-08-03
the 1-fitting 44 and the air line 206, a second port 352 in pneumatic
communication with
the fifth chamber 234 of the first valve bore 314 and the pneumatic source 44
via the air
line 209 and the solenoid arrangement 308, a third port 354 in pneumatic
communication
with the fifth chamber 348 of the second valve bore 318 and the pneumatic
source 44 via
the air line 209 and the solenoid arrangement 308, a fourth port 356 in
pneumatic
communication with the fifth wheel coupling/decoupling arrangement 100 via the
air line
210, a sixth port or exhaust port 358 (Fig. 14) in pneumatic communication
with the second
chamber 342 of the second valve bore 318, and a seventh or exhaust port 360 in
pneumatic
communication with the third chamber 344 of the second valve bore 318. In the
illustrated
configuration and position, the valve housing 312 further includes a first
conduit 362
providing pneumatic communication between the first chamber 326 of the first
valve bore
314 and the first chamber 340 of the second valve bore 318, a second conduit
364
providing pneumatic communication between the second chamber 328 and the
fourth
chamber 332 of the first valve bore 314, a third conduit 366 providing
pneumatic
communication between the third chamber 330 of the first valve bore 314 and
the second
chamber 342 of the second valve bore 318, a fourth conduit 368 providing
pneumatic
communication between the fourth chamber 332 of the first valve bore 314 and
the third
chamber 344 of the second valve bore 318, and a fifth conduit 370 providing
fluid
communication between the fourth chamber 332 of the first valve bore 314 and
the fourth
chamber 346 of the second valve bore 318.
[0053] A first spring member 372 abuts the valve housing 312 and the
first end 322
of the first valve member 316, thereby biasing the first valve member 316 in a
direction
374. A second spring member 376 abuts the valve housing 312 and the first end
336 of
the second valve member 320, thereby biasing the second valve member 320 in a
direction
378.
[0054] The solenoid arrangement 308 includes a first solenoid 380 and
a second
solenoid 382 that are in pneumatic communication with the pneumatic source 44
via the
air line 209, a 1-fitting 384 and a pair of air lines 386. The solenoids 380,
382 control air
flow from the air lines 386 to corresponding air lines 388 in pneumatic
communication
with the second port 352 and the third port 354. It is noted that while a
solenoid
arrangement 308 is shown within the illustrated embodiment, other valve
arrangements
suitable for the application may also be utilized.
19
Date Recue/Date Received 2023-08-03
[0055]
During vehicle operation, the solenoid 380 and the solenoid 382 are both
closed such that air does not flow from the pneumatic source 44 to the fifth
chamber 334
of the first valve bore 314 and the fifth chamber 348 of the second valve bore
318, such
that the first valve member 316 and the second valve member remain in a first
or closed
position as shown in Figs. 11 and 12. Once the vehicle is stopped and parked,
the solenoids
380, 382 are opened either by an affirmative step taken by the operator, such
as an input
via an activation switch (not shown), or automatically when the operator
performs a task
such as setting the parking brake of the vehicle. Once the solenoids 380, 382
are opened,
air pressure is supplied through the ports 352, 354 and into the fifth chamber
334 and the
fifth chamber 348. It is noted that in this state, the pneumatic pressure
acting on the first
end 332 of the first valve member 316 and the first end 336 of the second
valve member
320 plus the biasing force of each of the springs 372, 376 on the valve
members 316, 320,
respectively, is greater than the force exerted on the second ends 324, 338 of
the valve
members 316, 320 such that the valve members 316, 320 do not move within the
respective valve bores 314, 318. The fifth wheel coupling/decoupling
arrangement 100 is
then automatically actuated by removing the air pressure from within the
supply air line
40. Removing the air pressure from within the supply air line 40 may be
accomplished by
the operator via a selection switch located within the cab assembly of the
truck 12, or
automatically by disconnecting the glad hand 68 of the supply line 40 from the
inlet
arrangement 34. Once the air pressure is removed from within the first chamber
326 and
the first chamber 340, the air pressure within the fifth chamber 334 and the
fifth chamber
348 overcomes the biasing force being exerted on the first valve member 316
and the
second valve member 320, respectively, such that the first valve member 316
moves in a
direction 390 and the second valve member 320 moves in a direction 392. The
first valve
member moves in the direction 390 until the fifth chamber 334 of the first
valve bore 314
pneumatically communicates with the third chamber 330 of the first valve bore
314 via the
second conduit 364. The second valve member moves in the direction 392 until
the fifth
chamber 348 of the second valve bore 318 in pneumatic communication with the
fifth
chamber 334 of the first valve bore 314 via the fifth conduit 370, the third
chamber 330 of
the first valve bore 314 is in pneumatic communication with the third chamber
344 of the
second valve bore 318 via the third conduit 366, and the third chamber 344 of
the second
valve bore 318 is in fluid communication with the fourth port 356, thereby
allowing air to
Date Recue/Date Received 2023-08-03
travel from the pneumatic source 44 to the fifth wheel coupler/decoupler
arrangement
100 along an air path 393 and actuate the fifth wheel coupler/decoupler
arrangement 100.
Alternatively, the fifth wheel coupler/decoupler arrangement 100 may be
replaced or
supplemented with either a landing gear arrangement and/or auxiliary lift axle
arrangement, where the air traveling from the pneumatic source actuates the
landing gear
arrangement and/or auxiliary lift axle arrangement. Specifically, additional
sensors
configured to monitor system configurations and states, such as trailer
weight, air spring
pressure, trailer ride height, fifth wheel coupling/uncoupling status, and the
like,
communicate with the controller arrangement 16, and automatically deploy
and/or retract
the landing gear assembly and/or auxiliary lift axle assembly depending on the
configuration and state of the system. For example, an auxiliary lift axle
assembly may be
automatically retracted when the glad hand 68 associated with the air line 40
is uncoupled
from the electronic and pneumatic inlet arrangement 34, or when the fifth
wheel assembly
22 is moved to an uncoupled position, or when the operator actuates the
auxiliary lift axle
assembly via a selector switch located at the controller arrangement 16 or
within the cab
of the truck 12. In the latter example, the controller arrangement 16 may be
configured
to allow retraction or deployment of the auxiliary lift axle assembly only
subsequent to the
glad hand 68 being uncoupled from the electronic and pneumatic inlet
arrangement 34.
[0056]
Subsequent to the fifth wheel uncoupling process, the solenoids 380, 382
dump the air pressure within the fifth chamber 334 (Figs. 15 and 16) of the
first valve bore
314 and the fifth chamber 348 of the second valve bore 318, thereby allowing
the biasing
force of the spring member 372, 376 to force the first valve member 316 and
the second
valve member 320 in the directions 396, 398, respectively. The first valve
member 316
moves in the direction 396 until the second chamber 328 of the first valve
bore 314 is in
pneumatic communication with the fourth chamber 328 of the first valve bore
314 via the
second conduit 364, the fourth chamber 346 of the second valve bore 318 is in
fluid
communication with the fourth chamber 328 of the first valve bore 314 via the
fifth
conduit 370, the fourth chamber 328 of the first valve bore 314 is in fluid
communication
with the third chamber 344 of the second valve bore 318, and the third chamber
344 of
the second valve bore 318 is in pneumatic communication with the fifth wheel
coupler/decoupler arrangement 100 and the exhaust port 360, thereby allowing a
spring
force within the associated fifth wheel hitch plate assembly 22 to return the
fifth wheel
21
Date Recue/Date Received 2023-08-03
coupler/decoupler arrangement 100 to an unactuated position and the air
pressure within
the fifth wheel coupler/decoupler arrangement 100 to travel along a path 399
and to pass
through the fourth port 356 and the exhaust port 360.
[0057] The safety automatic component actuation arrangement 300 is
further
configured to prevent unintentional or accidental actuation of the
coupler/decoupler
arrangement 100 by alerting the operator of potential damage of one of the
solenoids 380,
382. Failure of either of the solenoids 380, 382 may be detected by the
operator when
pressure is removed from within the supply air line 40 either via a switch
input or when
the glad hand 64 is disconnected from the input arrangement 34 as previously
described.
By way of example, when the operator disconnects the glad hand 64 from the
input
arrangement 34, a failure of the first solenoid 380 allows air to travel past
the first solenoid
and into the fifth chamber 334 via the second port 352, thereby forcing the
first valve
member 316 in a direction 400. The first valve member 316 travels in the
direction 400
until the fifth chamber 334 of the first valve bore 314 is in pneumatic
communication with
the fourth chamber 346 of the second valve bore 318 via the fifth conduit 370
and the third
chamber 330 of the first valve bore 314 via the second conduit 364, the third
chamber 330
of the first valve bore 314 is in fluid communication with the second chamber
342 of the
second valve bore 318 via the third conduit 366, and the second chamber 342 of
the
second valve bore 318 is in fluid communication with exhaust port 358, such
that air
received by the second port 352 travels along an air path 401 and exits the
exhaust port
358. Air exiting the exhaust port 358 provides an audible "hissing" noise,
thereby alerting
the operator to potential damage or faulty operation of one of the solenoids
380, 382.
[0058] A similar audible noise alert is also provided if the second
solenoid 382 fails,
thereby allowing air to pass by the second solenoid 382 and to the fifth
chamber 348 of
the second valve bore 318. Specifically, when the operator disconnects the
glad hand 64
from the input arrangement 34, a failure of the second solenoid 382 allows air
pressure to
travel past the second solenoid 382 and into the fifth chamber 348 via the
third port 354,
thereby forcing the second valve member 320 in a direction 404 (Figs. 19 and
20). The
second valve member 382 travels in the direction 404 until the fifth chamber
348 of the
second valve bore 318 is in fluid communication with the fourth chamber 332 of
the first
valve bore 314 via the fifth conduit 370, the fourth chamber 332 of the first
valve bore 314
is in fluid communication with the second chamber 328 of the first valve bore
314 via the
22
Date Recue/Date Received 2023-08-03
second conduit 364 and the fourth chamber 346 of the second valve bore 318 via
the
fourth conduit 368, and the fourth chamber 346 of the second valve bore 318 is
in fluid
communication with the exhaust port 360, such that air received by the third
port 354
travels along an air path 405 and exits the exhaust port 360. Air exiting the
exhaust
port 360 provides an audible "hissing" noise, thereby alerting the operator to
potential
damage or faulty operation of one of the solenoids 380, 382.
[0059] In another alternative embodiment, the unit 16 may also be
operably
coupled with the fifth wheel sensor arrangement or assembly 94 (Fig. 4) so as
to provide a
separate audible or visual warning to the operator warning of an unsafe
coupling state.
Specifically, a 1-fitting 420 (Fig. 2) may be located along the length of the
supply air line 40
to supply air to a pressure switch 412, which is in turn in electronic
communication with
the fifth wheel sensor arrangement or assembly 94 as described in Schutt et
al., U.S. Patent
No. 7,548,155. As previously described, the fifth wheel sensor arrangement 94
is in
communication with the logic circuit 82, which is in turn capable of providing
an electronic
output 96. In the present example, the electronic output may be used to
provide either
an audible or visual warning to the driver. Specifically, the logic circuit 82
receives a signal
from the pressure switch 412 indicating that the pneumatic pressure has been
supplied to
the supply air line 40, and then determines whether a proper coupling
arrangement has
been met via the signal received from the fifth wheel sensor arrangement 94.
If a proper
coupling arrangement has not been met, the logic circuit 82 provides the
electronic output
94 that is then utilized to power an audible and/or visual warning to the
driver indicating
an improper or hazardous coupling state.
[0060] The various embodiments of the storage and control
arrangements assist in
ensuring that electrical and pneumatic lines connecting a tractor truck to a
trailer are not
sheared or accidentally damaged while uncoupling the trailer from the truck.
The storage
and control arrangement also provides feedback to an operator regarding the
status of the
coupling of the lines to the overall unit, as well as the status of the
relative arrangement
of associated kingpin and fifth wheel hitch assemblies, thereby increasing
operational
safety and decreasing the likelihood of injury to the operator and damage to
the truck and
trailer. The system disclosed further provides for the automatic
coupling/decoupling of an
associated fifth wheel hitch arrangement upon disconnect of pneumatic lines
from the
trailer. The system disclosed herein further increases the operational safety
by providing
23
Date Recue/Date Received 2023-08-03
feedback to the operator alerting the operator to potential system damage. The
configuration of the storage and control arrangement allows use on new vehicle
builds, as
well as easy and inexpensive adaption in retrofitting nearly any truck
platform. The storage
and control arrangement is efficient in use, capable of a long operating life,
and is
particularly well adapted for the proposed use.
[0061] In the foregoing description, it will be readily appreciated
by those skilled in
the art that modifications may be made to the invention without departing from
the
concepts disclosed herein. Such modifications are to be considered as included
in the
following claims, unless these claims by their language expressly state
otherwise.
[0062] Other possible item(s), aspect(s), object(s), embodiment(s),
variant(s)
and/or advantage(s) of the present invention, all being preferred and/or
optional, are
briefly summarized hereinbelow:
1. A storage arrangement for lines from a tractor truck to a trailer
including at
least one of an electrical line, a first pneumatic line, and a second
pneumatic line, the
storage arrangement comprising:
a housing member configured to be secured to the truck external to a cab of
the
truck;
a first receiver connected to the housing and configured to couple to a select
one
of the electrical line, the first pneumatic line and the second pneumatic
line; and a
control arrangement operably coupled to the first receiver such that upon
coupling of the
select one of the first pneumatic line and the second pneumatic line with the
first receiver
the control arrangement activates a status indicator that provides the
operator with an
indication of a coupling status of the select one of the first pneumatic line
and the second
pneumatic line with the storage arrangement.
2. The storage arrangement of item 1, further comprising:
a second receiver connected to the housing and configured to couple to a
select
one of the electrical line, the first pneumatic line and the second pneumatic
line not
configured to couple to the first receiver, and wherein the control
arrangement is operably
coupled to the second receiver such that upon coupling of the select two of
the electrical
line, the first pneumatic line and the second pneumatic line with the first
receiver and the
second receiver the control arrangement activates the status indicator with an
indication
24
Date Recue/Date Received 2023-08-03
of a coupling status of the select two of the electrical line, the first
pneumatic line and the
second pneumatic line with the storage arrangement.
3. The storage arrangement of item 2, further comprising:
a third receiver connected to the housing and configured to couple to a select
one
of the electrical line, the first pneumatic line and the second pneumatic line
not configured
to couple to the first and second receivers, and wherein the control
arrangement is
operably coupled to the third receiver such that upon coupling of the
electrical line, the
first pneumatic line and the second pneumatic line with the first receiver,
the second
receiver and the third receiver the control arrangement activates the status
indicator with
an indication of a coupling status of the electrical line, the first pneumatic
line and the
second pneumatic line with the storage arrangement.
4. The storage arrangement of any one of items 1 to 3, wherein the status
indicator is visual.
5. The storage arrangement of any one of items 1 to 4, wherein the status
indicator includes an illuminated image of a fifth wheel hitch plate.
6. The storage arrangement of any one of items 1 to 5, wherein the control
arrangement is configured such that that upon coupling of the first pneumatic
line and the
second pneumatic line with the first receiver the control arrangement allows
an operator
to at least one of release the brakes of the truck, release the brakes of a
trailer, and unlock
a kingpin from a fifth wheel hitch plate assembly, and wherein the control
arrangement
prevents the operator from the at least one of releasing the brakes of the
truck, releasing
the brakes of the trailer, and unlocking the kingpin from the fifth wheel
hitch plate
assembly prior to the select one of the first pneumatic line and the second
pneumatic line
being coupled with the first receiver.
7. The storage arrangement of item 1, further comprising:
a second receiver connected to the housing and configured to couple to a
select
one of the electrical line, the first pneumatic line and the second pneumatic
line not
configured to couple to the first receiver, and wherein the control
arrangement is operably
coupled to the second receiver such that upon coupling of the select two of
the electrical
line, the first pneumatic line and the second pneumatic line with the first
receiver and the
second receiver the control arrangement activates the status indicator with an
indication
Date Recue/Date Received 2023-08-03
of a coupling status of the select two of the electrical line, the first
pneumatic line and the
second pneumatic line with the storage arrangement; and
wherein the control arrangement is operably coupled to the second receiver
such
that upon coupling of a select two of the electrical line, the first pneumatic
line and the
second pneumatic line with the first receiver and the second receiver the
control
arrangement allows the operator to at least one of release the brakes of the
truck, release
the brakes of the trailer, and unlock the kingpin from the fifth wheel hitch
plate assembly,
and wherein the control arrangement prevents the operator from the at least
one of
releasing the brakes of the truck, releasing the brakes of the trailer, and
unlocking the
kingpin from the fifth wheel hitch plate assembly prior to the select two of
the electrical
line, the first pneumatic line and the second pneumatic line being coupled
with the first
and second receivers.
8. The storage arrangement of item 7, further comprising:
a third receiver connected to the housing and configured to couple to a select
one
of the electrical line, the first pneumatic line and the second pneumatic line
not configured
to couple to the first receiver and the second receiver, and wherein the
control
arrangement is operably coupled to the third receiver such that upon coupling
of the
electrical line, the first pneumatic line and the second pneumatic line with
the first, second
and third receivers the control arrangement activates the status indicator
with an
indication of a coupling status of the electrical line, the first pneumatic
line and the second
pneumatic line with the storage arrangement; and
wherein the control arrangement is operably coupled to the third receiver such
that upon coupling of the electrical line, the first pneumatic line and the
second pneumatic
line with the first, second and third receivers the control arrangement allows
the operator
to at least one of release the brakes of the truck, release the brakes of the
trailer, and
unlock the kingpin from the fifth wheel hitch plate assembly, and wherein the
control
arrangement prevents the operator from the at least one of releasing the
brakes of the
truck, releasing the brakes of the trailer, and unlocking the kingpin from the
fifth wheel
hitch plate assembly prior to the electrical line, the first pneumatic line
and the second
pneumatic line being coupled with the first, second and third receivers.
9. The storage arrangement of any one of items Ito 8, further comprising:
26
Date Recue/Date Received 2023-08-03
a first sensor for sensing whether the select one of the first pneumatic line
and the
second pneumatic line is coupled to the first receiver, the first sensor
operably coupled
with the control arrangement.
10. The storage arrangement of item 9, wherein the first sensor is an
optical
sensor.
11. The storage arrangement of item 9 or 10, further comprising:
a second sensor for sensing whether a select one of the electrical line, the
first
pneumatic line and the second pneumatic line is coupled to the second
receiver, the first
sensor operably coupled with the control arrangement.
12. The storage arrangement of item 11, wherein the second sensor is an
optical sensor.
13. The storage arrangement of item 11 or 12, further comprising:
a third sensor for sensing whether the select one of the electrical line, the
first
pneumatic line and the second pneumatic line is coupled to the second
receiver, the first
sensor operably coupled with the control arrangement.
14. The storage arrangement of item 13, wherein the third sensor is an
optical
sensor.
15. The storage arrangement of any one of items 1 to 14, wherein the
control
arrangement is an electrical control circuit.
16. The storage arrangement of any one of items 1 to 15, wherein the
control
arrangement receives electrical power from the electrical line only.
17. The storage arrangement of any one of items 1 to 16, wherein control
arrangement receives power directly from an electrical supply source of the
tractor and
separate from the electrical line.
18. The storage arrangement of any one of items 1 to 17, further
comprising:
an actuator switch configured to be operably coupled to an actuator configured
to
unlock a kingpin from a fifth wheel hitch plate assembly, wherein the actuator
switch is
disabled until at least a select one of the electrical line, the first
pneumatic line and the
second pneumatic line is coupled to the first receiver.
19. The storage arrangement of item 18, wherein the actuator switch is
attached to the housing member.
20. The storage arrangement of any one of items 1 to 19, further
comprising:
27
Date Recue/Date Received 2023-08-03
a light source attached to the housing and configured to illuminate an area
about
the housing to assist an operator in inspecting a connection of the electrical
line, the first
pneumatic line and the second pneumatic line between the truck and the
trailer.
21. The storage arrangement of item 20, wherein the light source comprises
at
least one LED.
22. The storage arrangement of any one of items 1 to 21, further
comprising:
a second status indicator for providing the operator with an indication of a
coupling
status of a kingpin of the trailer with a fifth wheel hitch plate assembly of
the truck.
23. The storage arrangement of item 22, wherein the second status indicator
is
visual.
24. The storage arrangement of item 22 or 23, wherein the second status
indicator includes an illuminated image of a fifth wheel hitch plate.
25. The storage arrangement of any one of items 1 to 24, wherein the
control
arrangement is operably coupled to at least one sensor adapted to sense the
location of
the kingpin relative to the fifth wheel hitch plate assembly.
28
Date Recue/Date Received 2023-08-03
