Pontoon Trailer

This invention relates to trailers for hauling watercraft and in particular to such trailers of the type that are capable of hauling multiple-hull watercraft.

Multiple-hull watercraft, such as pontoons and catamarans, have achieved great popularity. However, the structure of such craft, wherein multiple hulls are interconnected by a platform member, creates a relatively weak structure that is easily damaged, is difficult to load onto, and unload from, a trailer and to transport any long distances.

One form of trailer that has been developed for transporting pontoon craft has multiple support means acting on the center platform portion of the craft, wherein the pontoons hang free in space. Such a trailer provides undue stress on the pontoon mountings which can be damaged, especially during transportation for a long distance. In addition, loading and unloading of the craft is very difficult.

Another prior art trailer for a multiple-hull craft is shown in U.S. Pat. No. 4,243,242 issued to Gregory D. Waits. In the Waits' trailer, a pair of cradle assemblies 92 are pivotally mounted to a trailer and can be moved outwardly to support the hulls of a multiple-hull craft. While such a trailer partially avoids the support problem previously mentioned, the loading and unloading of the craft would still pose a difficulty. In addition, the narrow wheel span of the trailer with respect to the width of the craft, may provide a relatively unstable load.

Another attempt to trailer a multiple-hull boat is disclosed in Italian Pat. No. 668600 issued to Paolo Fadigati. The Fadigati trailer contemplates moving the hulls of a multiple-hull boat closer toward the span of the trailer wheels. While such a device would provide a more stable load it requires that the platform be separated from the hulls during transport which is arduous and, in the case of a pontoon craft, would be unsuitable for hauling the large platform. In addition, the trailer does not provide means to alleviate the difficulty of loading and unloading the craft.

It is, accordingly, an object of this invention to provide a trailer for a multiple-hull watercraft that will prevent damage to the craft even over long distance hauls. It is a further object of the invention to provide such a trailer that will be stable on the road. It is yet a further object of the invention to provide such a trailer having means to facilitate loading and unloading of a multiple-hull craft.

A trailer according to the present invention has a pair of V-shape glide members positioned for supporting a pontoon craft along substantially the entire length of each pontoon. The glides are covered with a fabric and a plurality of rollers are provided in the bight of each V to assist in loading and unloading the craft and in supporting the pontoons during transport. The glides are each divided into a front and rear section and the trailer frame is articulated beneath the location of the breakpoints in the glides to divide the trailer into a front and rear portion. The rear portion is pivoted with respect to the front portion to assist in loading and unloading the craft without disassembly thereof. The particular arrangement of the glides and the articulated frame additionally facilitates the trailer being used as a generaly utility vehicle when not being used as a pontoon trailer. Specifically, the glides are spaced apart substantially the full width of the frame, providing a substantial free space in between, for positioning a platform, etc. Further, the joint in the frame is positioned closer to the wheel axle than to the trailer tongue. This allows the rear portion to pivot to an unloading position eliminating the need for a separate ramp while preventing disruption to the horizontal orientation of the front portion. In addition, to provide a more stable load on the highway, the trailer wheels are located outwardly of the pontoon supporting glides.

These and other related objects, advantages and features of this invention will become apparent upon review of the following specification in conjunction with the drawings.

FIG. 1 is a perspective view of a pontoon trailer according to the invention;

FIG. 2 is a sectional rear elevational view along the lines II--II of FIG. 1;

FIG. 3 is a side perspective view of the invention shown in its hauling position;

FIG. 4 is a side perspective view of the invention showing a pontoon being loaded or unloaded therefrom;

FIG. 5 is a side perspective view of the invention showing it being used as a general utility trailer; and

FIG. 6 is an enlargement of the joint in the trailer frame.

Referring now specifically to the drawings, and the illustrative embodiments depicted therein, a pontoon boat trailer generally shown at 10 has a generally planar frame 12 that is supported in the front by a tongue 14 and towards the rear by an axle 16 (FIG. 2). A pair of springs 18 provide a cushion between the axle and the frame. A pair of wheels 20 support the frame in contact with the road. Fenders 21 deflect mud and other debris spun off wheels 20.

Frame 12 is substantially constructed from welded box-shaped steel beams and has three laterally spaced side members 22, 23 and 24 that are rigidly interconnected by a plurality of laterally extending cross members 26. A pair of glides 28 and 30 extend substantially the entire length of the trailer and are spaced bove side members 22, 24. Glides are supported by a plurality of studs 32 attached to side members 22, 24.

Glides 28, 30 are formed of a pair of pad members 34 that are arranged in a general V-shape and are rigidly supported and attached to studs 32 by brackets 36. Brackets 36 are bolted to studs 32 and may be laterally adjustable therewith to accommodate various width craft. A roller 38 is rotatably mounted on each bracket 36 within the bight of glides 28, 30. Rollers 38 are constructed of wood and pads 34 are covered by a fibrous material, which is carpet in the illustrated embodiment, to prevent damage to the pontoons.

Side member 22 is divided into a pair of longitudinal members 40 and 42 by a joint member generally shown at 44. Likewise, side member 24 is divided into a pair of longitudinal members 46, 48 by a joint generally shown at 50 and side member 23 is divided into a pair of longitudinal members 41, 43 by a joint generally shown at 51. As best seen in FIG. 6, the front portion of each rear longitudinal member 42, 43, 48 is generally channel-shaped and overlies the rearmost portion of the respective front longitudinal member. Front longitudinal members 40, 41, 46 are rotatably connected to rear longitudinal members 42, 43, 48, respectively by bolts 52, extending therethrough. Pins 56 extending through alignable apertures 54a, 54b, retain the respective front and rear longitudinal members in aligned relationship. However, with pins 56 removed, the front and rear members can be pivoted with respect to each other about bolts 52.

The provision of three joints 44, 50, and 51 gives added strength to the trailer frame and serves to divide the trailer 10 into a front section 58 and a rear section 60.

Referring to FIG. 2, a representative pontoon craft is shown having pontoons 62 and 64 attached to a deck 66 by mounting means 68. The pontoons are supported on trailer 10 by glides 28, 30 at three circumferentially spaced points each, viewing each pontoon in cross section. Two of the points are supported by pad members 34 and an intermediate point by roller 38. A plurality of optional, removable lateral support members 70 are removably attached to cross members 26 by a brace 72. When used, support members 70 provide a fourth support point for each pontoon.

A winch 74 (FIG. 1), which may be manually operated or motorized, is mounted to a forward diagonal member 76. A stop 78 is adjustably supported at an end portion of diagonal member 76 and provides a stationary member for the front of the craft to be drawn against. An optional, vertically retractable storage wheel 80 may be provided to support the front of the trailer 10 in the absence of a prime mover. An optional spare tire 82 may be attached to diagonal member 76.

Referring to FIG. 3, glide member 28 is divided into front and rear glide sections 90 and 91. Glide member 30 is likewise divided into front and rear glide sections 92 and 93. The division between front glide sections 90, 92 and rear glide sections 91, 93 is directly above joints 44, 50. One particular feature of the invention that provides extreme ease in loading and unloading of a pontoon boat is the pivoting of the rear trailer portion that allows the pontoons to longitudinally slide on only the rear glide sections thus reducing friction between the pontoons and the glides. The pontoons will still, however, be fully supported their entire length during transportation.

Another important feature is the location of joints 44, 50 and 51 closer to the axle 16 than to the tongue 14 wherein the distance X between joints 44, 50 and axle 16 is less than one-half the distance W between the tongue and the axle. As seen in FIG. 4, the advantage of this structure is that the rear trailer section 60 can be pivoted clockwise as viewed in FIG. 3 so that the rearmost portion of trailer section 60 contacts the ground or water. This is accomplished without unduly pivoting the front trailer section 58 from its horizontal position. As best seen in FIG. 5, this feature enhances the convertibility of the trailer to a general utility trailer because, when the rear trailer section is rotated clockwise to unload the cargo, the front section remains relatively horizontal to prevent disrupting any cargo that is located thereon. In addition, other recreational vehicles can be loaded and unloaded without the need for a separate ramp.

Referring again to FIG. 3, the geometry of trailer 10 lends stability to joints 44, 50 and 51. The portion of glides 28, 30, represented by dimension Y, between forward stop 78 and the axle is greater than one-half the total length Z of the glides. The majority of the weight of a pontoon boat fully loaded on the trailer will, therefore, be ahead of the axle. This not only insures a positive downward thrust on the trailer hitch but also maintains joints 44, 50 positively engaged without producing a shear force on pins 56.

Referring again to FIG. 4, it is seen that with the rear trailer section rotated to a loading position, a pontoon boat can be readily loaded thereon by attaching a line from winch 74 to the craft and winching the craft onto glides 28, 30. The craft will readily align itself with the glides and will therefore not slip off during loading and will be supported over a large area of the pontoon during the entire loading and unloading process. Once the center of gravity of the craft is winched to a position forward the axle of the trailer, the weight of the craft will cause the rear trailer section to rotate counterclockwise into a horizontal position. The pins 56 can then be inserted in apertures 54.

The pontoons will glide easily over pads 34 during loading and unloading and will be assisted in doing this by the rollers 38. The rearwardmost rollers 38a are located adjacent the end of glides 28, 30. This provides an additional feature of the invention of allowing the cable of winch 74 to be directed around one roller 38a in order to exert a rearwardly directed force. Thus, it can be seen that the winch can be useful in unloading the pontoon from the trailer by looping the cable over a roller 38a, attaching it to a portion of the pontoon and retracting the cable.

When fully loaded, the pontoon will be supported in three points along its perimeter on pads 34 and rollers 38. Lateral support members 70 can be used to provide a fourth support point, providing lateral support to maintain the pontoon on the trailer without additional rigging.

If it be desired to utilize the pontoon trailer 10 as a general utility trailer, braces 72 can be removed an a flat bed installed on the frame between the glides. As seen in FIG. 5, the trailer can be converted so as to carry multiple recreational vehicles such as snowmobiles. The vehicles can be loaded and unloaded without the need for a separate ramp and without disrupting the vehicle on the front trailer portion.

Changes and modifications in the specifically described embodiments can be carried out without departing from the scope of the invention, which is intended to be limited only by the scope of the appended claims.