Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
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ADJUSTABLE SAFETY BUMPER
RELATED APPLICATIONS
This application claims the benefit of the filing date of the following United
S States Provisional Patent Applications: Serial Number 60/383,942 titled
ADJUSTABLE
SAFETY BUMPER and filed on May 5, 2002 and Serial Number 60/349,499 titled
SAFETY TRAILER BUMPER and filed on November 13, 2001.
TECHNICAL FIELD
The present invention relates to the trucking industry and, more particularly
to
I O bumper systems for trucks and trailers.
BACKGROUND OF THE INVENTION
The Department of Transportation ("DOT"), among other things, provides
regulations for controlling the safety of the trucking industry. One of the
areas regulated
by the DOT is the configuration and use of bumpers on tractor-trailers and
trucks. One of
15 the key factors driving the regulations concerning bumpers is the
protection of
automobile drivers. The operating environment for trucks and tractor-trailers
can easily
result in the occurrence of damage to a bumper. This damage can often times
result in
the bumper falling outside of the DOT regulations. To ensure conformance with
DOT
regulations, it is necessary to inspect the bumpers of truck and tractor
trailers, and
20 periodically repair or replace the same. This process can be expensive and
time
consuming. Thus, there is a need in the art for a technique to reduce the
expense
associated with maintaining conformance with DOT regulations pertaining to
truck and
tractor-trailer bumpers.
Currently, most bumper configurations are rigidly mounted to a frame or some
25 sort of a non-rebounding impact absorption means. Both of these
configurations result in
the need for the repair or replacement of a bumper that has been subject to an
impact (i.e.,
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backing into the loading dock or being struck by another moving vehicle from
behind).
Thus, current bumper configurations are subject to permanent deformation upon
impact.
The replacement or repair of such bumpers can be quite costly. The labor cost
can be
costly but even more important, is the potential revenue lost while the truck
or tractor-
s trailer is taken out of commission. Thus, there is a need in the art for a
bumper system
that can reduce the need for replacement or repair due to impact and to reduce
the cost
associated with maintaining the trucks and tractor-trailers in commission.
Currently, bumpers are attached to trucks and tractor-trailers by being welded
to
the frame of the vehicle or trailer. To replace such a bumper, costly labor is
necessary to
cut the bumper free and weld a new or repaired bumper in its place. Thus,
there is a need
in the art for a bumper system that can be more easily replaced and at a
reduced cost.
The rugged operating environment for trucks and tractor-trailers often results
in
damage being incurred. One common situation is the damage incurred while
backing a
truck or trailer up to a loading dock. It would be greatly beneficial to have
a mechanism
that could warn a truck driver that contact with an object has been made and
thus, allow
the driver to stop the vehicle and prevent the occurrence of damage. Thus,
there is a need
in the art for a contact warning mechanism for bumpers.
Due to the stringent regulations promulgated by the DOT, it has been difficult
to
conceive of a bumper system that can meet the above-identified needs in the
art, as well
as maintain conformance with the DOT regulations. This is especially true in
attempting
to conceive of a universally adaptable bumper system that can be utilized on a
wide
variety of trucking platforms. For instance, the DOT regulations require that
a rear
bumper must maintain a distance of 22 inches from the ground, even after being
deformed through contact. Typical bumpers that allow for movement during
impact
result in a violation of this regulation. Thus, there is a need in the art for
a bumper
system that addresses the above-identified needs in the art and that maintains
conformance with DOT regulations.
What is needed, therefore, is a bumper configuration that is less susceptible
to
damage caused by impact, and thus can help reduce the cost associated with the
repair or
replacement of the bumper, ca~~ provide an impact warning indicator to the
driver and
that maintains conformance with DOT regulations.
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SUMMARY OF THE INVENTION
In general, the present invention is a fully adjustable bumper system that
absorbs impact
to avoid damage to the bumper. More superficially, the present invention can
be
described as a bumper system that includes a bumper assembly mounted to a
vertically
S pivoting assembly through horizontally and vertically adjustable assemblies.
A stop
assembly is attached to the vertically pivoting assembly and allows the bumper
assembly
to pivot away from an applied force and then causes the bumper assembly to
return to its
position with the force is removed. The bumper system of the present invention
can be
bolted, welded or otherwise fixedly attached to either the frame or rails of a
trailer or
truck for ease of installation.
BRIEF DESCRIPTION OF THE DRAWINGS
Fig. 1 is a front and side view of the vertical pivoting assembly.
Fig. 2 is a two side view of the stop assembly.
Fig. 3 is a side view bumper assembly.
i5 Fig. 4 is a side view of the horizontal adjustment assembly.
Fig. 5 is a side view of the vertical adjustment assembly.
Fig. 6 is a side view of the bumper system of the present invention in the
extended, or at rest position.
Fig. 7 is a side view of the bumper system of the present invention in the
retracted
or engaged position.
Fig. 8 is a front view of one embodiment of the assembled bumper system.
Fig. 9 is a perspective view of one embodiment of the assembled bumper system.
Fig. IO is a side view of the front stop assembly of an alternate embodiment
of the
present invention.
Fig. 11 is a side view of an alternate embodiment of the stop assembly of the
present invention.
Fig. 12 is a side view of an alternate embodiment of the bumper assembly of
the
present invention.
Fig. 13 is a side view of the vertical adjustment assembly.
a
Fig. 14 is a side view of an alternate embodiment of the bumper system of the
present invention in the extended, or at rest position.
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Fig. 15 is a side view of an alternate embodiment of the bumper system of the
present invention in the retracted or engaged position.
Fig. 16 is a front view of another embodiment of the assembled bumper system.
Fig. 17 is a perspective view of another embodiment of the assembled bumper
S system.
DETAILED DESCRIPTION
Now, turning to the figures in which like labels represent like elements
through
out the figures, embodiments of the present invention are provided. In one
embodiment
of the present invention, five sub-assemblies are utilized. These sub-
assemblies can best
be seen in conjunction with Figs. 8 and 9 and include a bumper 21, a
horizontal
adjustment arm (16. 17 and 18), a vertical adjustment arm (15 and 16), a
vertical pivoting
assembly (5, 6 and 14 of Figs 1 and 2) and a stop assembly (12 and I3). Note
that in this
embodiment, two vertical adjustment, horizontal adjustment, vertical pivoting
and stop
assemblies are shown in conjunction with a common bumper. Those skilled in the
art
will understand that the present invention could also be implemented using
only one such
assemblies or more than two and that the present description is just an
illustrative
description on one embodiment.
Fig. 1 is a front and side view of the vertical pivoting assembly I00. The
vertical
pivoting assembly 100 includes a vertical adjustment receiver tube 1 that is
fixedly
attached to a pivoting bracket 2. The pivoting bracket 2 contains a bushing 3
to allow for
free rotation. A strike plate 4 is also fixedly attached to the adjustment
receiver tube 1.
The strike plate is needed for the extended or non-compressed position as
shown in Fig.
6. Opposite the strike plate 4 is a lower shock bracket 5. The lower shock
bracket 5 is
welded to the receiver tube 1. The shock bracket 5 is attached to a shock
absorber 6
through some fastening means such as a pin, bolt, cog-pin or the like. An end
cap 23 is
fixedly attached to the top of the vertical adjustment receiver tube 1. The
vertical
pivoting assembly 100 is attached to a vehicle, such as a trailer, by being
fixedly attached
to the slide rails 7. In the preferred embodiment, a bolt 101 is used to
fixedly attach the
vertical pivoting assembly 100 to the slide rails 7 through a spacer plate 8.
r
Fig. 2 is a two-side view of the stop assembly 110. The stop assembly 110
includes stops for the extended or non-compressed position and a retracted or
compressed
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position of the vertical pivoting assembly 100. The stop assembly for the
extended
position includes a front plate 9 and a phenolic plate 10. The front plate 9
is fixedly
attached to the housing 11 of the stop assembly I 10 and the trailer bumper
(not shown).
The phenolic plate 10 acts as a buffer between the vertical front plate 9 and
the strike
plate 4.
The stop assembly 110 also includes a stop block i2 and a strengthening plate
13.
Both of these elements are fixedly attached to the housing 1 I of the stop
assembly 110.
The stop block 12 may be fixedly attached to the housing 11 at an angle that
permits the
vertical pivoting assembly 100 to rotate the bumper 21 under the trailer to
the retracted.
position.. An upper shock bracket 14 is fixedly attached to the housing 11.
Similar to the-
lower bracket 5, the upper bracket 14 is attached to the shock absorber 6 via
a pin. The
skilled artisan will realize that the shock absorber 6 can take on a variety
of
configurations and the present invention is not limited to any particular
configuration.
What is important is that a device that allows movement of the vertical
pivoting assembly
100 from an extended position (the rest position) to a retracted position upon
the
application of a force against the bumper 21 and the returning of the vertical
pivoting
assembly 100 to the extended position upon the removal of the force against
the bumper
21. The entire stop assembly 110 is fixedly attached to the trailer slide
rails or other
portion of the frame of a truck or trailer.
Fig. 3 is a side view bumper assembly. The bumper assembly 120 includes the
bumper 21 and one or more adjustment plates 20. Each adjustment plate 20 is
fixedly
attached to the bumper 21. An end cap 22 is fixedly attached to each end of
the bumper
21. Across the top of the bumper 21, safety grid or threads, as well as a
rubber coating,
can be placed; however, these details are not illustrated in the figures.
Fig. 4 is a side view of the horizontal adjustment assembly 130. The
horizontal
adjustment assembly 130 includes one or more bumper receiver plates 19, a
horizontal
adjustment arm 15 associated with each bumper receiver plate 19 and an end cap
17. The
horizontal adjustment arm 15 is fixedly attached at one end to the planer
surface of the
bumper receiver plate 19. The end cap 17 is fixedly attached to the other end
of the
horizontal adjustment arm 15. Along one plane of the horizontal adjustment arm
15 is a
series of holes, penetrating through the horizontal adjustment arm 15, and
spaced along
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the side of the horizontal adjustment arm. The adjustment plates 20 of the
bumper
assembly 120 attach to the bumper receiver plates 19. In the preferred
embodiment, the
adjustment plates 20 are attached to the bumper receiver plates 19 through the
use of
eight bolts. In addition, preferably either the bumper receiver plates 19 or
the adjustment
plates 20, and maybe both, have slots in order to allow for adjustments of the
spacing of
the trailer or chassis slide rails. This aspect of the invention enables the
present invention
to be adaptable for use on a variety of vehicle types.
Fig. S is a side view of the vertical adjustment assembly 140. The vertical
adjustment assembly includes one or more horizontal receiver tubes 16 fixedly
attached
to a vertical adjustment arm 15. The vertical adjustment arm 15 slideably
engages and
fits within the vertical adjustment receiver tube 1. Both the vertical
adjustment arm 15
and the vertical receiver tube 1 include a series of holes penetrating through
the elements
and when they are slideably engaged, one or more pair of holes (one on each
element)
can be aligned. The vertical adjustment arm is held in a position within the
vertical
adjustment receiver tube I preferably by the use of one or more pins or bolts
that are slid
through the aligned holes. Similarly, the horizontal adjustment arm 18
slideably engages
and fits within the horizontal receiver tube 16 and is held in place by one or
more pins or
bolts passing through aligned holes penetrating both the horizontal receiver
tube I6 and
the horizontal adjustment arm i 8. It should be apparent that the use of
multiple holes at
various spacing configurations in the vertical adjustment arm i5, vertical
receiver tube 1
horizontal adjustment arm 18 and horizontal receiver tube allow the assemblies
to be
adjusted vertically and horizontally, thereby accommodating various trailer
and truck
sizes and styles.
Fig. 6 is a side view of the bumper system 200 of the present invention in the
extended, or at rest position. In this position, the vertical pivoting
assembly 100 is in a
substantially perpendicular position to a ground plane (not shown) and the
strike plate 4
is resting against phenolic plate 10. The shock absorber 6 is in a non-
compressed
position.
Fig. 7 is a side view of the bumper system 200 of the present invention in the
retracted position. In this position, the vertical pivoting assembly 100 is
rotated until a
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surface of the vertical receiver tube 1 comes to rest against the stop block
12. The shock
absorber 6 is in a compressed position.
Figs. 10 to 17 illustrate another embodiment of the present invention. In this
embodiment, an alternate stop assembly 115 is illustrated. The stop assembly
115
S includes stops for the extended or non-compressed position and a retracted
or compressed
position of the vertical pivoting assembly 100. The stop assembly for the
extended
position includes a front stop block 64 that engages the strike plate 4 of the
vertically
pivoting assembly 100. The front stop block 64 is fixedly attached to front
stop assembly
60 that is attached to the frame or chassis of the vehicle using a bolt 102.
The stop
assembly 110 also includes a backstop block 62 and an attaclunent block 66.
Both of
these elements are fixedly attached to the housing 68 of the stop assembly
115. The
backstop block 12 may be fixedly attached to the housing 68 at an angle that
permits the
vertical pivoting assembly 100 to rotate the bumper assembly 150 under the
trailer to the
retracted position. An upper shock bracket 14 is fixedly attached to the
housing 68.
Similar to the lowei bracket 5, the upper bracket 14 is attached to the shock
absorber 6
via a pin.
The bumper assembly 150 of this embodiment includes the horizontal adjustment
arm 18, however, a bumper 70, includes multiple mounting holes so that the
horizontal
adjustment arms 18 can be mounted to various positions of the bumper 70. This
aspect of
this embodiment allows the bumper to be more universally adaptable to a
variety of
trucks types and styles.
Thus, the present invention provides an improvement for currently available
bumpers for trucks and trailers. The improved bumper assembly of the present
invention
can be installed in new trucks and/or trailers shipped from the manufacturer.
In addition,
existing trucks and trailers can be retrofitted to include the bumper system
of the present
invention.
On advantage of the present invention is the shock-absorbing capability of the
bumper system. Upon receiving impact, the bumper pivots away from the force
(eg. in
the case of a rear bumper, the bumper pivots toward the front of the vehicle).
Thus,
unlike current bumper systems3 impact to the bumper will not necessarily
result in a
permanent deformation of the bumper system. in stead, the shock absorber
absorbs the
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impact as the bumper pivots under the impact force. In a preferred embodiment,
the
bumper system can allow for up to 20 degrees for the bumper assembly to pivot.
The
shock resistance of the stop assembly can be adjusted to different levels
according to the
environment and specific requirements for the operator. For instance,
different
resistances can be utilized depending on the size of the truck or trailer and
the weight of
the loads. The shock absorbers can also include a spring, mounted in parallel
to the
shock absorber or mounted otherwise, to ensure tension is applied to the
bumper
assembly throughout the rotation range.
Another advantage of the present invention is the adjustability of the bumper
IO system. The bumper system of the present invention can be adjusted
horizontally (depth)-
and vertically (height).
Another advantace of the present invention is that installation and removal of
the
bumper system is greatly improved. Rather than being welded on at the factory,
the
bumper system of the present invention can be mounted to a truck or trailer
through a
IS series of bolts. Thus, a damaged bumper assembly can be removed and
replaced without
requiring cutting or welding.
Another advantage of the present invention is the provision of a contact
warning
capability mounted to the bumper. A sensor 80 (shown in Fig. 6) can be
included in the
bumper system to determine when the strike plate 4 and the phenolic plate 10
are not in
20 contact. This condition indicates that a force is being exerted against the
bumper
assembly. A notification can then be provided to the driver either through a
wireless
transmission to a receiver, or by turning on an indicator light or audible
warning signal.
Another advantage of the present invention is that as the bumper system moves
between the extended and retracted positions, the height of the bumper does
not fall out
25 of DOT height regulations. In the present invention, because the front of
the bumper
assembly extends in front of the pivotal point of the vertical pivoting
assembly i00, as
movement from the extended position to the retracted position occurs, the
bumper
actually moves closer to the ground.
Thus, as can be seen, the present invention provides a bumper system that is
novel
30 and useful. The shock-absorbing bumper will help prevent costly damage to
itself, and
the trailer or truck it is mounted to, during routine dockings. The contact
warning system
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9
notifies the driver when the vehicle has made contact with another object. The
bumper
system of the present invention can be easily installed in new or used
equipment and can
easily be replaced if damaged. The bumper system of the present invention is
fully
adjustable for desired horizontal and vertical positions and meets current DOT
S regulations through the entire range of motion.
Although this disclosure describes the present invention in terms of exemplary
embodiments, the invention is not limited to the disclosed embodiments.
Rather, a
person skilled in the art will construe the appended claims broadly, to
include other
variants and embodiments of the invention, which those skilled in the art may
make or
use without departing from the scope and range of equivalents of the
invention. -
