Load Coupling Apparatus for Wheeled Vehicle

The Easy Go Trailer (EGT)
Patent 7,703,789: Load coupling apparatus for wheeled vehicle
The Easy Go Trailer (EGT) is the marketing name for our patented process that allows a tractor to achieve significantly better fuel economy while towing a trailer. With understanding of the concept you will realize the EGT process follows naturally occurring events, which will begin developing a reaction force according to the basic laws of physics as motion is developed by the EGT load reaction assembly. For over the road heavy-duty trucking industry, a fully loaded trailer is the primary source of inertia the tractor’s drivetrain has to overcome. As speed increases wind resistance will increase creating additional drag and becomes a factor affecting fuel economy for the tractor and trailer assembly. The EGT will compensate for any load changes affecting the trailer reducing energy required from the drive-train which will improve fuel economy for the combined tractor and trailer configuration.

Class-8 tractors are setup to operate for the weight range they will be pulling which sets fuel economy limitations. Operation of a tractor with a trailer modified with the EGT system will allow the fuel economy to increase above traditional fully loaded ratings because the EGT reduces the loading effect on the drivetrain of the tractor. With modifications or changes to the tractor’s engine to match the new load requirements for the EGT will allow fuel economy of the tractor to increase even higher.

An unmodified tractor used to tow class-8 trailers are setup to operate against the maximum loading effect of the combination of the tractor and trailer, and its cargo, to achieve best fuel economy with a full load. Class-8 tractors ‘without a trailer attached’ routinely operate near an average of 11.5 to 14.5 mpg. Fuel economy for the tractor with a fully loaded trailer will average 5.6 to 7.2 mpg. Operation of the tractor with a trailer modified with an EGT retrofit will allow the fuel economy to increase up to 11 to 13 mpg pulling a fully loaded trailer.

With introduction of the EGT it will allow OEMs to develop new systems to match safety requirements for the new loading effect offered by the EGT into the transportation industry. Significant advances in fuel economy across the transportation industry can easily exceed the ‘retrofit fuel economy’ and achieve 12 to 15 mpg and higher.

Drawings illustrated in figures 1 and 2 demonstrate two basic functions for the EGT assembly. Figure 1 shows the rest position with no force applied to the top input pivot, item 1. The lever arm is mounted about the axle to allow the lever arm to rotate as required and this connection also serves as the fulcrum pivot item 2. Below the fulcrum is the output pivot item 3, where the weight of the trailer and its load is attached to allow the primary weight to be below the fulcrum (axle). With the primary weight below the axle and no force applied at the top input pivot, weight at the bottom pivot will force the lever arm assembly to have a vertical alignment.

Figure 2 shows the lever arm offset to be 10 degrees away from the rest position as a result of the tractor applying an increasing force to initialize operation of the EGT. To understand operation of the concept it is important to realize the input pivot is being pulled forward by the effort of the tractor supplying force. As you learn the system you will realize the weight of the trailer is 62,500 pounds and will have substantial inertia. As the lever arm begins to rotate about the fulcrum pivot half of the weight, 31,250 pounds, will be at the rear of the trailer attached to the bottom pivot developing potential energy based on the angle of displacement about the fulcrum.
Illustration used in figure 2 indicates an offset angle of 10 degrees to explain operation of the concept whereas the actual operational offset angle for flat operation is very small and would not show displacement in this type drawing. As a natural course of events an offset positions that is higher will generate higher potential energy and will create increasing levels of acceleration.

Figure 1 Figure 2


1. Input pivot 2. Fulcrum pivot 3. Output pivot 4. Trailer chassis 5. Wheel to surface loading

Following the basic process of applying an increasing force to the input pivot of a 5:1 ratio, the level of force applied to the fulcrum pivot will develop five times the input force. A factor that has to be considered is the weight of the trailer pressing down on the footprint of the wheels creates rolling resistance against the traveled surface. Using a coefficient of friction of 0.008 the rolling friction level for the tractor and trailer will be 640 pounds for the total weight. This reference indicates the tractor will have to develop a level of force equal to the loading effect to create motion for the combination vehicles. Since the EGT affects the loading effect of the trailer the level of force applied to the trailer is divided by the 5:1 ratio across the EGT to develop potential energy at the fulcrum pivot (axle of wheels) exceeds 500 pounds. As the tractor continues to apply force to the input pivot causing the lever arm to rotate about the fulcrum, potential energy will continue developing at the bottom pivot and at each fulcrum pivot (axle).

At the same time an equal and opposite force will be present at the fulcrum pivot acting in the same direction as the applied force at the input pivot of the lever arms. The reaction force at the fulcrum pivots will create motion when potential energy at the axles increases above 500 pounds and will maintain motion with potential energy maintained at or above 500 pounds. The lever arm will develop 500 pounds at an offset angel of 0.4584 degrees and an offset position of 0.5 degrees will develop 598 pounds of potential energy creating ’98 pounds’ above the load.

Since weight of the trailer is focused at the bottom pivots it is that weight that is used to develop potential energy based on the angle of the displacement about the fulcrum pivot. Potential energy developed at the bottom pivot will be felt at the fulcrum pivot as a level of force in the same direction as the applied horizontal force at the input pivot. Spreadsheet figure 5, indicates the offset position will be less than 1 degree for operation over ‘flat highway’ allowing the reaction force at the fulcrum pivot to maintain a near horizontal force against the fulcrum pivot in the direction of planned travel.

Motion of the output arm ‘around the fulcrum pivot’ creates elevation which develops potential energy based on the angle established by the movement of the bottom output arm. Column ‘A’ in the spreadsheet indicates an offset angle of 0.46 degrees will establish positive potential energy. As the angular offset position increases up to ‘2 degrees’ the level of potential energy will increase up to 2,792 pounds creating a positive force equal to 2,152 pounds (2,792 – 640 = 2,152). With this much excess force the vehicle will exhibit acceleration until load conditions changes to reduce or cancel the potential energy acting against the fulcrum pivot.

Offset angle shown for figure 2 drawing has a displacement much larger than what is required to create the minimum potential energy to cause motion for the trailer. The spreadsheet calculations indicate some very small angular displacements that are used to generate the energy required to create motion. Figure 2 drawing is used to show how the system works since the actual offset angles shown in the spreadsheet would be VERY DIFFICULT to see in the drawing format used. SPREADSHEET DATA IS CORRECT FOR THE ANGULAR DISPLACEMENT

Figure 3 drawing illustrates a trailer with an EGT modification on both rear axles. With no force applied, the assembly will remain in the rest position allowing the lever arms to have a vertical alignment since the primary weight is attached to the bottom pivots below the axles.

Input force applied to the top EGT pivots control the vertical position of the lever arms as they develop potential energy below the fulcrum pivots since they are mounted about the axles of the trailer. Primary function of the EGT is to develop potential energy to counteract the loading effect of the trailer and its load. Any potential energy above the loading effect of the total weight of the trailer has the capability to develop motion according to basic laws of motion. Potential energy will begin developing with any motion of the tractor’s chassis drive wheels since linkage arms connect to the kingpin of the trailer operating within a slotted area on bearing assemblies. Illustration in figure 3 demonstrates the simplicity in the design of the system and should allow easy understanding of the basic concept for operation of the assembly. Force applied to the kingpin is transferred through the linkage arms item 2, to the top of the EGT assemblies to create an offsetting motion of the lever arms.

Figure 3

1. Floating kingpin 2. Linkage arm 3. Bearing assembly 4. Front and Rear EGT 5. Trailer chassis 6. Wheel 7. Landing gear

Figure 4 shows the tractor and trailer combination with the EGT modification to the trailer. A box, flat, tank or any type of trailer will have the same basic installation and only the underside of the trailer is used for illustration. The kingpin at the front of the trailer is mounted as a floating assembly that utilizes bearings between the kingpin plate and the underside of the trailer. The bearings at this location allow the trailer’s kingpin to have limited ‘horizontal motion’ with a minimum amount of resistance as the tractor begins to apply force attempting to create motion for the trailer. Weight of the trailer is connected to the bottom of each EGT assembly on the rear axles and will create potential energy as the EGT begins to rotate about the axles, as operation of the tractor attempts to move the top pivot positions of each EGT lever arm.

As the tractor’s power train applies force to the drive wheels, force applied by the wheels will attempt to move the tractor’s chassis and pull the kingpin of the trailer. Since the kingpin connects to the top of the EGT assemblies and the kingpin is locked into the fifth wheel assembly on the tractor, any motion of the tractor will activate operation of the EGT assembly. With the initial application of force to the kingpin, the kingpin will begin to move forward and ‘not the trailer’. This action pulls on the linkage arms that connect to the top of each EGT lever arm. With sufficient force to offset the EGT assemblies by an angle of 0.5 degrees will create a potential energy of 698 pounds that will be 58 pounds higher than the loading effect of the trailer creating motion for the combination vehicles. With higher input force a higher offset angle will develop higher levels of potential energy creating the capability for acceleration. This process also indicates the tractor only has to supply 1/5th the normal energy to cause motion for the combination vehicles. Weight of the trailer is reduced to the effort required from the tractor.

Figure 4

Figure 5 spreadsheet shows the effects of a class 8 tractor with a weight of 17,500 pounds and a trailer with 62,500 pounds gross vehicle weight (GVW) operating over flat paved asphalt highway. New technology tires and wheel assemblies have varying rolling resistance levels but for explanation purposes a routine coefficient of friction of 0.008 is applied. This reference establishes a basic rolling friction level of 640 pounds for the tractor and trailer’s total GVW that is multiplied by the coefficient of friction reference of 0.008 (80,000 x 0.008 = 640).

Patents:
US 7,703,789 issued 2010-04-27   [MORE INFO]

Type of Offer: Sale or Licensing

Asking Price: US$400,000,000



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