EP4615723A1 - Transporteur de fret - Google Patents

Transporteur de fret

Info

Publication number
EP4615723A1
EP4615723A1 EP24825429.4A EP24825429A EP4615723A1 EP 4615723 A1 EP4615723 A1 EP 4615723A1 EP 24825429 A EP24825429 A EP 24825429A EP 4615723 A1 EP4615723 A1 EP 4615723A1
Authority
EP
European Patent Office
Prior art keywords
freight
bulk
arrangement
container
tanks
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP24825429.4A
Other languages
German (de)
English (en)
Inventor
Peter Geoffrey BENNETTO
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP4615723A1 publication Critical patent/EP4615723A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
    • B60P3/00—Vehicles adapted to transport, to carry or to comprise special loads or objects
    • B60P3/42—Vehicles adapted to transport, to carry or to comprise special loads or objects convertible from one use to a different one
    • B60P3/426—Vehicles adapted to transport, to carry or to comprise special loads or objects convertible from one use to a different one from transport of fluids to transport of other types of goods
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
    • B60P1/00—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading
    • B60P1/64—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading the load supporting or containing element being readily removable
    • B60P1/6418—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading the load supporting or containing element being readily removable the load-transporting element being a container or similar
    • B60P1/6445—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading the load supporting or containing element being readily removable the load-transporting element being a container or similar the load-transporting element being shifted only vertically
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
    • B60P3/00—Vehicles adapted to transport, to carry or to comprise special loads or objects
    • B60P3/22—Tank vehicles

Definitions

  • the invention relates to a freight carrier. More specifically, the invention relates to a freight carrier for the carriage of containerised bulk freight such as bulk liquid, bulk powder, liquified gas, and the like, as well as general dry freight.
  • the invention also relates to a container arrangement for a freight transportation vehicle providing for the carriage of containerised bulk freight in one direction and general dry freight in another direction.
  • Dual-purpose road tankers to avoid the operating of these vehicles without a return load, have been in existence in countries like Finland, Norway, Denmark, Sweden, Russia for some time. These dual-purpose road tankers have been manufactured mainly for the transport of fuel to forestry operations and then forestry products, like sawn timber and various paper products, back to market. Said dual-purpose road tankers are configured to allow the support of general dry freight on top of liquid tanks.
  • ADR Automatic on Dangerous Goods by Road
  • Road freight carriers transporting containerised bulk liquids, powders and liquified gas make up an estimated average of 20 % of freight carriers worldwide, with this figure varying by country and region.
  • the vast majority of these freight carriers run empty return trips because the design of the freight carriers make these vehicles highly- specialized, and allow for only one type of freight load to be transported.
  • Current freight carriers are generally also not designed to handle the transport of both containerised bulk liquid, powders and liquified gas, as well as general dry goods freight.
  • the resultant elliptical tanks do not lend themselves to transporting general dry freight on their top sides as these top sides are radiused and are not flat.
  • Conventional side-curtain road trailers of the side-loading type have headboards at the front and rear of the load deck.
  • the headboards are of fixed height extending between the load deck and a roof structure of the road trailer.
  • the roof heights of such trailers are typically set at a maximum legal height which varies from country to country, in order to maximise stowage space for a variety of cargo types.
  • Such trailers include fixed height curtain sides which are displaceable in a side-to-side action for opening the sides of the road trailer in order to access the stowage space when loading or unloading cargo and for closing the sides in order to provide an enclosed weather-resistant stowage space for cargo.
  • Wind resistance or aerodynamic drag
  • Fixed height headboards which are typically fixed at maximum legal heights, have been found to be inefficient in terms of fuel consumption when carrying cargo loads which do not fill the stowage space to the maximum height determined by the headboards. It has been estimated that approximately 80% of tautliner road trailers in South Africa, for example, convey loads which do not require the trailer to operate at full height. climate issues in the transport industry have come into sharp focus in recent years. It has been estimated that a commercial truck of average size covering a distance of 190 000km per annum will emit approximately 223 tons of carbon dioxide per annum.
  • WO2011/027305 discloses a dual-purpose flatbed road trailer of the side-loading type including two bulk container tanks and lifting arrangements at opposite ends of the tanks for lifting the tanks so as to define stowage compartments under the tanks within which dry freight can be supported on the load deck.
  • a problem with the road trailer disclosed in WO2011/027305 is that it includes fixed height front and rear headboards and fails to address the provision of a weather- resistant enclosed stowage space within which dry freight is stowed under the tanks.
  • a container arrangement for a freight transportation vehicle of the side-loading type having a load deck the container arrangement providing for the carriage of containerised bulk freight and general dry freight and including: a pair of bulk container vessels for holding the bulk freight such as liquid, bulk powder, liquified gas, and the like, which are supported on the load deck of the vehicle in a side- by-side arrangement, the bulk container vessels having operative front and rear ends; height-adjustable lifting means mounted to the freight transportation vehicle, for displacing the bulk container vessels between a lowered position, wherein the bulk container vessels are disposed adjacent to the load deck and a raised position, wherein the bulk container vessels are spaced above the load deck so as to define a stowage compartment between the load deck and the bulk container vessels, in which the general dry freight can be stowed and supported on the load deck, the lifting means comprising a first lifting mechanism at the front end of the bulk container vessels, and a second lifting mechanism at the rear end of the bulk
  • the container arrangement may include a cradle structure on which the bulk container vessels are supported in a side-by-side arrangement.
  • the first lifting mechanism may comprise a first piston/cylinder lifting arrangement and the second lifting arrangement may comprise a second piston/cylinder lifting arrangement, for lifting and lowering the bulk container vessels, and holding the bulk container vessels in a raised position at a predetermined height above the load deck so as to define the stowage compartment for general freight.
  • Each of the front and rear panel structures may include a number of interconnected panel elements that are connected to one another in an overlapping arrangement wherein the panel elements as slidable telescopically relative to one another.
  • the first and second piston/cylinder lifting arrangements may be connected to uppermost panel elements of the front and rear panel structures, respectively, so as to raise and lower the uppermost panel elements and the other panel elements connected thereto, in unison with the bulk container vessels.
  • the side-curtain structures may be vertically displaceable between raised and lowered positions for opening and closing off the sides of the stowage compartment.
  • the side-curtain structures may be horizontally displaceable between open and closed positions for opening and closing off the sides of the stowage compartment.
  • Each side curtain structure may include at least one flexible side curtain panel and a winding mechanism on which the side-curtain panel is wound and rolled up.
  • a freight carrier for the carriage of containerised bulk freight such as liquid, bulk powder, liquified gas, and the like, as well as general dry freight, the freight carrier being of the side-loading type and including: a chassis including a load deck on which the general dry freight can be supported; and the container arrangement as described and defined hereinabove in accordance with the first aspect of the invention, which is mounted to the load deck of the vehicle chassis.
  • Figure 1 shows a perspective view from the rear, of a freight carrier in the form of a road trailer, in accordance with the invention, with the tanks in lowered positions
  • Figure 2 shows a perspective view from the front, of the road trailer of Figure 1 , with the tanks thereof in their lowered positions;
  • Figure 3 shows a perspective view from the rear, of the road trailer of Figure 1 , with the tanks thereof in their raised positions;
  • Figure 5 shows a perspective view of the road trailer of Figure 1 , with the tanks in raised positions and the front panel structure removed;
  • Figure 15A shows inner side view of panel structure of Figure 15
  • Figure 16 shows an outer side view of one of the front and rear panel structures of the road trailer of Figure 1 , in a lowered position;
  • Figure 16A shows an inner side view of panel structure of Figure 16
  • Figure 17A shows a rear end perspective view of the road trailer of Figure 1 , with the tanks and side-curtain structures removed and the front and rear panel structures in lowered positions;
  • Figure 17B shows the perspective view of Figure 17A, with the front and rear panel structures in lowered positions;
  • Figure 18 shows an exploded perspective view of the front and rear tanks and the associated side-curtain structures
  • Figure 19 shows a perspective view from the rear, of a freight carrier in the form of a tautliner road trailer, in accordance with a second embodiment of the invention, with the side curtains of the front trailer unit closed and the side curtains of the rear trailer unit partially open;
  • Figure 20 shows a side view of the tautliner road trailer of Figure 19;
  • Figure 21 shows a side view of the tautliner road trailer of Figure 19, with the side curtains of the rear trailer unit fully open;
  • Figure 22 shows a perspective view of the road trailer of Figure 19, as seen from the front of the road trailer.
  • a freight carrier in accordance with the invention comprises a double flatbed trailer 10 of the side-loading type, having two trailer units which are each configured with a tandem or 2-axle set.
  • the road trailer 10 comprises a front trailer unit 14.1 and a relatively longer rear trailer unit 14.2.
  • the front trailer unit 14.1 is hitched to a tractor fifth wheel via upper couplers with kingpins; and the rear trailer unit 14.2 is hitched to the front trailer fifth wheel via upper couplers with kingpins.
  • the front trailer unit 14.1 comprises, broadly, a chassis 16.1 having a load deck 18.1 , and a container arrangement 20.1 which includes a pair of bulk container vessels for carrying containerised bulk freight such as bulk liquid, bulk powder, liquified gas, or the like, in the form of cylindrical tanks 22.1 and 24.1.
  • the front trailer unit 14.1 has a front end 26.1 and a rear end 28.1.
  • the load deck 18.1 is rectangular defining a flat upper support surface on which general dry freight can be supported as will be explained in more detail hereinafter.
  • the rear trailer unit 14.2 is similar to the front trailer with the only difference being that it is relatively longer than the front trailer unit 14.1.
  • the same and/or similar reference numerals are used in the drawings to designate those features of the second trailer unit 14.2 that are the same as and/or similar to those of the front trailer unit 14.1.
  • the tanks 22, 24 are configured for holding bulk liquid, bulk powder, liquified gas.
  • the front trailer unit 14.1 includes a front cradle 32.1 on which the tanks 22.1 and 24.1 are supported in a side-by-side arrangement.
  • the rear trailer unit 14.2 includes a rear cradle 32.2 on which the tanks 22.2 and 24.2 are supported in a side-by-side arrangement.
  • the container arrangements of the front and rear trailer units include hydraulically- operable piston/cylinder lifting arrangements 34 for each trailer unit for displacing the tanks 22, 24 between lowered positions wherein the tanks are disposed adjacent the load decks and raised positions wherein the tanks are spaced above the load decks so as to define stowage compartments between the load decks and the tanks in which general dry freight can be stowed and supported on the load decks.
  • a first hydraulically- operable piston/cylinder arrangement 34 is located at the front end of each of the tanks 22, 24 and a second hydraulically-operable piston/cylinder arrangement 34 is located at the rear end of each of the tanks for lifting and lowering the tanks and holding the tanks in raised positions at predetermined heights above the load decks of the front and rear trailer units so as to define stowage compartments for general freight below the tanks.
  • Upper ends of the piston/cylinder arrangements are connected to mounting brackets fixedly secured to upper ends of the tanks.
  • the piston/cylinder arrangements 34 are operable to displace the tanks 22, 24 between lowered positions wherein the tanks are disposed adjacent the load deck (as is shown in Figures 1 , 2, and 8) and raised positions wherein the tanks are spaced above the load deck (as is shown in Figures 3-7 and 9-11 ) so as to define stowage compartments between the load decks and the tanks of each of the trailer units in which general dry freight can be stowed and supported on the load decks.
  • each of the road trailer units 14.1 , 14.2 includes height- adjustable front and rear panel structures 36 for closing off front and rear ends, respectively, of the stowage compartment, the front and rear panel structures extending between the tanks and the load deck.
  • Each of the front and rear panel structures 36 includes a number of interconnected panel elements 38.1 , 38.2, 38.3, 38.4 that are connected to one another in an overlapping arrangement wherein the panel elements as telescopically-slidable relative to one another.
  • the uppermost panel elements 38.4 include a curved hood 40 is connected to the tanks and which conforms to the profile of the tanks at ends thereof.
  • the piston/cylinder arrangements are located in apertures 42 defined therefor in the panel elements 38.
  • the panel elements are displaced in unison with the tanks 22, 24 between extended positions as shown in Figures 15 and 15A and lowered positions as shown in Figures 16 and 16A.
  • the overlapping arrangement of the panel elements provide continuous headboards at front and rear ends of the stowage compartments of the trailer units, closing off the front and rear ends of the stowage compartments.
  • the container arrangement of each of the road trailer units 14.1 , 14.2 further includes height-adjustable side-curtain structures 44.1 and 44.2, respectively, for closing off sides of the stowage compartment defined between the tanks and the load decks.
  • the side-curtain structures 44.1 , 44.2 are vertically displaceable between raised and lowered positions for closing off the sides of the stowage compartment. More specifically, the side-curtain structures 44.1 , 44.2 include flexible side-curtain panels 46.1 and 46.2, respectively and winding mechanisms including axles 48.1 , 48.2 on which the curtain panels are wound, at locations adjacent the tanks.
  • the side-curtain structures further include side covers 50.1 and 50.2 for closing off top corner regions between the side curtain panels and the tanks.
  • the height of the tanks of each trailer unit 14.1 , 14.2 can be adjusted so as to be at a minimum for particular dry freight loads to be transported in the stowage compartment below the tanks thereby to reduce drag and increase fuel efficiency.
  • the height-adjustable front and rear end panel structures 36 and the side-curtain structures 44.1 , 44.2 enclose the stowage compartment of each trailer unit providing a weatherproof environment within the stowage compartment irrespective of the height of the tanks above the load bed.
  • a second embodiment of a freight carrier in accordance with the invention comprises an eight-wheel double-flatbed road trailer 100 of the side-loading type.
  • the road trailer 100 is similar to the road trailer 10, with the only difference being that the road trailer 100 is of the tautliner type having side-curtain structures that are horizontally displaceable between open and closed positions for opening and closing off the sides of the stowage compartment.
  • features of the road trailer 100 which are the same as and/or similar to the features of the road trailer 10, are designated by the same and/or similar reference numerals.
  • the road trailer 100 comprises a front trailer unit 114.1 and a relatively longer rear trailer unit 114.2.
  • the front trailer unit is hitched to a tractor and the rear trailer unit via coupler kingpins.
  • the front and rear trailer units 114.1 and 114.2 of the freight carrier 100 each comprise a chassis having a load deck, and a container arrangement which includes a pair of bulk container vessels for carrying containerised bulk freight such as liquid, bulk powder, liquified gas, or the like, in the form of cylindrical tanks 22 and 24 is a side-by side arrangement supported on cradles 32.
  • the front and rear trailer units have side-curtain structures 144.1 and 144.2 including flexible side curtain panels 146.1 and 146.2, respectively, which are horizontally displaceable between open and closed positions for opening and closing off the sides of the stowage compartment.
  • the top and bottom sides of the side-curtain panels 146.1 , 146.2 include runners that are slidably displaceable in concertina-fashion along slide rails, for horizontally displacing the side curtains between open and closed positions as can be seen in Figures 19 to 22.
  • the front trailer units have load decks 18 defining flat upper support surfaces on which general dry freight is supported.
  • the height of the tanks of each trailer unit 114.1 and 114.2 can be adjusted so as to be at a minimum for particular dry freight loads to be transported in the stowage compartment below the tanks thereby to reduce aerodynamic drag and increase fuel efficiency.
  • the height-adjustable front and rear end panel structures and the side-curtain structures 144.1 , 144.2 enclose the stowage compartment of each trailer unit providing a weatherproof environment within the stowage compartment irrespective of the height of the tanks above the load bed.
  • the freight carriers in accordance with the invention address the problem of operating bulk freight carriers without a return load, while still at the same time complying with the abovementioned ADR regulations, by providing for the transport of both containerised bulk liquid, powders and liquified gas, as well as general dry goods freight.
  • the provision of height-adjustable lifting means for the bulk container vessels, height- adjustable front and rear panel structures and height-adjustable side-curtain structures permit the frontal area of the freight carriers to be optimised so as to provide the least possible aerodynamic drag when transporting freight thereby significantly increasing fuel-efficiency and reducing carbon emissions.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Public Health (AREA)
  • Auxiliary Methods And Devices For Loading And Unloading (AREA)

Abstract

L'invention concerne un transporteur de fret qui comprend une remorque à double plateau (10) du type à chargement latéral comprenant une unité de remorque avant (14.1) et une unité de remorque arrière (14.2). Les unités de remorque avant et arrière (14.1, 14.2) comprennent des châssis (16.1, 16.2) ayant des ponts de charge (18.1, 18.2) et des agencements de conteneurs comprenant des porte-conteneurs côte à côte en vrac (22.1, 24.1, 22.2) et (24.2) pour transporter un fret en vrac conteneurisé. Les agencements de conteneurs comprennent des agencements de levage à piston/cylindre à commande hydraulique (34) pour chaque unité de remorque pour déplacer les réservoirs (22, 24) entre des positions abaissées, dans lesquelles les réservoirs sont disposés de manière adjacente aux ponts de charge, et des positions surélevées, dans lesquelles les réservoirs sont espacés au-dessus des ponts de charge définissant des compartiments de stockage entre les ponts de charge et les réservoirs dans lesquels un fret sec général est stocké. Les agencements de conteneurs comprennent des structures de panneau avant et arrière réglables en hauteur (36) et des structures de rideau latéral réglables en hauteur (44.1 et 44.2) pour fermer des extrémités avant et arrière, et des côtés des unités de remorque, respectivement.
EP24825429.4A 2023-06-23 2024-06-18 Transporteur de fret Pending EP4615723A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ZA202305531 2023-06-23
PCT/IB2024/055935 WO2024261638A1 (fr) 2023-06-23 2024-06-18 Transporteur de fret

Publications (1)

Publication Number Publication Date
EP4615723A1 true EP4615723A1 (fr) 2025-09-17

Family

ID=93934928

Family Applications (1)

Application Number Title Priority Date Filing Date
EP24825429.4A Pending EP4615723A1 (fr) 2023-06-23 2024-06-18 Transporteur de fret

Country Status (2)

Country Link
EP (1) EP4615723A1 (fr)
WO (1) WO2024261638A1 (fr)

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AUPQ546700A0 (en) * 2000-02-07 2000-03-02 Gold Coast Holdings Pty Ltd Adaptor for converting bulk solids container for fluid transport/storage
CH697432B1 (de) * 2005-02-22 2008-10-15 Urs Badertscher Tankfahrzeug.
WO2011027305A1 (fr) * 2009-09-01 2011-03-10 Peter Geoffrey Bennetto Véhicule de transport de marchandises

Also Published As

Publication number Publication date
WO2024261638A1 (fr) 2024-12-26

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