WO2020008111A1 - Arrangement de remorque à essieu central pour transports routiers lourds - Google Patents

Arrangement de remorque à essieu central pour transports routiers lourds Download PDF

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Publication number
WO2020008111A1
WO2020008111A1 PCT/FI2019/050515 FI2019050515W WO2020008111A1 WO 2020008111 A1 WO2020008111 A1 WO 2020008111A1 FI 2019050515 W FI2019050515 W FI 2019050515W WO 2020008111 A1 WO2020008111 A1 WO 2020008111A1
Authority
WO
WIPO (PCT)
Prior art keywords
trailer
center axle
frame structure
axle trailer
wheels
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.)
Ceased
Application number
PCT/FI2019/050515
Other languages
English (en)
Inventor
Heikki Koivurova
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.)
Totaldesign Oy
Original Assignee
Totaldesign Oy
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 Totaldesign Oy filed Critical Totaldesign Oy
Publication of WO2020008111A1 publication Critical patent/WO2020008111A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D13/00—Steering specially adapted for trailers
    • B62D13/005—Steering specially adapted for trailers operated from tractor steering system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D13/00—Steering specially adapted for trailers
    • B62D13/02—Steering specially adapted for trailers for centrally-pivoted axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D63/00—Motor vehicles or trailers not otherwise provided for
    • B62D63/06—Trailers
    • B62D63/068—Trailers with more than two axles or more than four wheels

Definitions

  • the invention relates to a center axle trailer ar rangement for heavy-duty road transports according to the preamble of an independent claim directed there to.
  • a center axle trailer capable of being coupled to a towing vehicle, such as a truck, and including a rigid towbar and wheel axles , along with their wheels , fixedly present usually in the middle part of a trailer in a direction transverse to a lengthwise di rection of the trailer.
  • a towing vehicle such as a truck
  • the opposite ends of such trailers are often provided with lifting legs for resting the trailer against a support sur face when uncoupled from the tractor unit .
  • a center axle trailer includes its ex cellent cornering as it follows closely the path of a tractor unit, without the adverse tendency to " short - cutting" , and its simple design .
  • a drawback of the discussed trailer is its poor stability, especially in a combination made up of two or more center axle trailers . Since the convention 1 center axle trailer transmits, by way of its rigid towbar , some loading also onto the tractor unit, the allowable load-bearing capacity of such a combination has been restricted with current regulations .
  • a semi- trailer which is coupled by its front end rotatably onto the top of a tractor unit's frame .
  • the semi- trailer has its rear end provided with its own wheel axles along with their wheels .
  • a benefit of the semi-trailer is its simple design, by virtue of which it is in practice the most common combination in heavy-duty road transports because a fifth wheel to be placed on top of the tractor unit' s frame is affordable in price and, being standardized to a great extent , enables cross -couplings, i.e. any semitrailer can be pulled by almost any tractor unit .
  • a full trailer i.e. a so-called actual trailer
  • a typ ical feature of including an articulated (non load transmitting) towbar and a dolly capable of turning along with the towbar and having rotatably attached thereto a gooseneck present at a front end of the full trailer' s frame structure .
  • the full trailer' s frame structure has its other end provided with a rear axle or axle assembly, which is non- swinging and/or swinging in response to the action of e.g. friction- controlled wheel axles .
  • the full trailer offers a benefit of being able to bear its own load, by virtue of which its load- bearing capacity need not be technically restricted.
  • the transport combination based on this type of trailer has a drawback of being in its lengthwise direction so-called multiaxially double- articulated, which is why it is considerably less stable than for example a semi- trailer .
  • the successive sive coupling of e.g. two full trailers makes the discussed assembly quad-articulated and thereby even more unstable . In practice, pulling two or more full trailers is so unstable that, as a rule, the use of such combinations is not allowed among passenger traffic .
  • the full trailer' s frame structure is clearly higher than e.g. that of a center axle trailer, thereby reducing a load capacity, especially in countries where the total height of a trailer is limited, which is quite common.
  • a fifth wheel -equipped dolly commonly used in the coupling of a tractor unit and a trailer, and a semi-trailer that a trailer-matching combination is obtained.
  • a dolly must include brakes and tail lights, which is why dollies in certain purposes are unnecessarily "equipped” .
  • the dolly is coupled to a tractor unit typically fitted with a tow coupler, whereby the tow coupler must be further approved for the purpose at hand since the dolly' s towbar is fixed as opposed to the bar of a full trailer .
  • the friction- controlled wheel axles typically feature an automatic return of steering and a load-dependent stabilization of steering.
  • the discussed wheel axle does not require an external return of steering, hence reducing the number of components needed therein and the weight of wheel axles .
  • the friction- controlled wheel axles are further typically provided with a steering lock device, which prevents tires from turning when reversing and improves the combination' s stability when the driving speed increases be yond a legal speed per hour established for the locking.
  • center axle trailer arrangement intended for heavy-duty road transports , it is possible to provide a decisive improvement regarding the foregoing problems and to thereby upgrade essentially the available prior art .
  • the center axle trailer arrangement of the invention is principally characterized by what is presented in the characterizing clause of an independent claim directed thereto.
  • the center axle trailer arrangement of the invention is equal to a full trailer as it has just as good a load-bearing capacity and it works without transmitting a vertical load, yet which, by virtue of its good maneuverabi1ity, follows the tractor unit more closely than a full trailer .
  • the invention makes also possible more than 30 -meter long combinations permitted by HCT (High Capacity Truck) regulations without requiring changes to road infrastrueture for example in intersections and roundabouts , etc .
  • the frame structure of a center axle trailer included therein need not be provided with e.g. a gooseneck, nor with a steerable dolly, by virtue of which it is possible to implement the trailer' s frame height to be substantially lower and the load capacity to be higher than e.g. in semi- or full trailers . Therefore, neither is there any need to provide the center axle trailer with lifting legs connected to its frame structure as the swinging ax- les can be positioned in such a way that the trailer keeps its balance in a lengthwise direction without lifting legs .
  • the invention further provides a possibility of standardization and cross-coupling, i . e . the coupling of exactly identical center axle trailers successive ly in a manner most appropriate for a given purpose and by using a necessary number of trailers .
  • the invention makes further possible the endeavors of trailer superstructure manufacturers towards stand ardization as the arrangement of center axle trailers according to the invention is excellently applicable to increasing transport combinations' length/capacity (25,5 m - > 34 , 5 m) , to be implemented for example in Finland, in such a way that the transport combination consists of e.g. three cargo space modules of equal length.
  • the invention provides a significant im provement regarding the logistics of heavy-duty transport as it enables particularly the length and load-bearing capacity of transport combinations to be increased without needing structural modifications of road infrastructure , which is hugely significant in terms of national economy.
  • Other preferred embodiments for a center axle trailer arrangement of the invention are presented in dependent claims directed thereto .
  • fig . 1 shows , in an exemplary perspective view, one preferred center axle trailer included in a center axle trailer arrangement of the invention
  • fig. 2 shows one preferred center axle trailer ar rangement of the invention consistent with HCT regulations in a side view, a top view, and in a top view with the center axle trailer arrangement in cornering motion
  • figs. 3A-3E show further a few preferred center axle trailer options, included in a center axle trailer arrangement of the invention, in side views and in top views
  • fig. 4 shows the cornering motion of two center axle trailer arrangements of the invention in a roundabout (R 25 m)
  • fig. 5 shows a few exemplary superstructures for center axle trailers included in a center axle trailer arrangement of the invention.
  • the invention relates to a center axle trailer arrangement for heavy-duty road transports , which has an elongated frame structure 1 for a load to be carried, one or more wheel axles 2 in a lengthwise direction s in its middle section provided with wheels 3 present on each side of the frame structure and, from the standpoint of manufacturing costs, most preferably in the lengthwise direction, and which has a towbar 4 and/or its coupling element 4 ' at one or each end of the frame structure for transmitting force between the center axle trailer and a vehicle 5, such as a truck and/or another trailer, coupled thereto .
  • a vehicle 5 such as a truck and/or another trailer
  • the center axle trailer K is provided with a towbar 4 rotatable uniaxially around a horizontal axis for transmitting a substantially horizontal force between the center axle trailer and a vehicle 5, such as a truck and/or another trailer, coupled thereto .
  • the center axle trailer K has one or each end thereof provided with one or more wheel axles 2a along with their steerable w wheels 3a on the opposite sides of the frame structure .
  • At least one end of the center axle trailer K is provided with one or more friction- controllably swinging wheel axle assemblies 2a successive in a lengthwise direction s, along with their steerable wheels 3a on the opposite sides of the frame structure .
  • the center axle trailer K included therein has the opposite ends of its frame structure 1 provided with one or more friction-controlled wheel axle assemblies 2a successive in a lengthwise direction s, along with their wheels 3a on the opposite sides of the frame structure .
  • the center axle trailer arrangement includes at least two center axle trailers K of equal length, coupled to each other with a towbar 4 and provided with a wheel axle assembly 2a along with its wheels 3a on the opposite sides of the frame structure .
  • the center axle trailer arrangement of the invention by virtue of its simple basic con struction and by making use of appropriate super structures, is applicable to indeed a wide variety of transport services .
  • figs . 3A-3E some of the trailers have steerable wheels 3a both at front and rear ends (figs . 3B and 3C) and some only at a front or rear end (figs . 3A, 3D and 3E) .
  • the embodi- ment of fig. 3A is provided with steerable wheels 3a on two successive wheel axles 2a, and further in figs . 3A and 3E there are non-steerable wheels 3b at a front or rear end, while the trailer of fig . 3D has a rear section with no "extra wheels” at all in addi tion to middle wheels 3.
  • the center axle trailer arrangement includes at least three center axle trailers K of equal length, coupled to each other with a towbar 4 and provided with a wheel axle assembly 2a along with its wheels 3a on the opposite sides of the frame structure .
  • the center axle trailer K included in the center axle trailer arrangement , is provided not with e.g. a friction-controlled wheel axle assembly but , instead, with an assembly Z, such as e.g. an axle lightening assembly or the like, reducing the friction which opposes swinging of the wheel axle assembly 2a.
  • the discussed assembly Z comprises mechanical , electric and/or pneumatic actuators for reduc ing the friction of the wheel axle assembly' s 2a wheels 3a with respect to the ground .
  • the lightening assembly Z is in practice implemented e.g. with actuators controlling the pressure of a pneumat- ic or hydraulic suspension of the wheel axle assembly 2a .
  • the center axle trailer arrangement of the invention and the vehicle 5 pulling the same, have an overall length L which essentially complies with a maximum length designated for a vehicle combination, such as that consistent with HCT (High Capacity Truck) regulations, which will be 34, 5 meters e.g. in Finland.
  • HCT High Capacity Truck
  • a center axle trailer of the invention can be used as a member of prior known combinations, i.e. a trailer of the in vention can be coupled to the rear of e.g. a semitrailer or full trailer combination.
  • a combination according to the invention it is possible that to the rear of a combination according to the invention be coupled, e.g. by means of a dolly, a semi-trailer or an actual trail- er.
  • kingpins it is also possible to utilize other types of similar axle structures .

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention concerne un arrangement de remorque à essieu central pour des transports routiers lourds, qui possède une structure de cadre allongée (1) pour une charge à transporter, un essieu de roue (2) dans sa section centrale pourvue de roues (3) présente de chaque côté de la structure de cadre, de préférence dans une direction longitudinale, et une barre de remorquage (4) et/ou son élément d'accouplement (4') au niveau d'une ou de chaque extrémité de la structure de cadre pour transmettre une force entre la remorque à essieu central et un véhicule (5), tel qu'un camion et/ou une autre remorque, accouplé à celle-ci. La remorque à essieu central (K) est pourvue d'une barre de remorquage (4) qui peut tourner de manière uniaxiale autour d'un axe horizontal pour transmettre une force sensiblement horizontale entre la remorque à essieu central et le véhicule (5), tel qu'un camion et/ou une autre remorque, accouplé à celle-ci, et une ou chaque extrémité de la remorque à essieu central (K) est pourvue d'un ou de plusieurs essieux de roue (2a) conjointement avec leurs roues (3a) orientables (w) sur les côtés opposés de la structure de cadre.
PCT/FI2019/050515 2018-07-04 2019-06-28 Arrangement de remorque à essieu central pour transports routiers lourds Ceased WO2020008111A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FI20185617 2018-07-04
FI20185617 2018-07-04

Publications (1)

Publication Number Publication Date
WO2020008111A1 true WO2020008111A1 (fr) 2020-01-09

Family

ID=69059268

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/FI2019/050515 Ceased WO2020008111A1 (fr) 2018-07-04 2019-06-28 Arrangement de remorque à essieu central pour transports routiers lourds

Country Status (1)

Country Link
WO (1) WO2020008111A1 (fr)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE8103969A0 (sv) * 1981-06-24 1982-12-25 Briab Ab Anordning vid släpfordon
BE904029A (fr) * 1986-01-13 1986-05-02 Joskin Viktor Le placement ou le montage de 2 ou plusieurs essieux autovireurs-suiveurs ou directionnels l'un derriere l'autre.
FR2629394A1 (fr) * 1988-04-01 1989-10-06 Tonarelli Giovanni Essieu auto-vireur, retenu dans un carter par des biellettes, qui lui imposent un mouvement giratoire, parce que ancrees en position oblique
DE19718258A1 (de) * 1997-04-30 1998-11-05 Gerd Baer Zentralachs- und Sattelanhänger für ungleiche Teilbeladung
AU2009101262A4 (en) * 2009-12-08 2010-01-21 Russell Barry Heavy load trailer
CN206141622U (zh) * 2016-10-19 2017-05-03 孙文峰 牵引车带半挂连接多节全挂车三桥六轮四轮转向运输车

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE8103969A0 (sv) * 1981-06-24 1982-12-25 Briab Ab Anordning vid släpfordon
BE904029A (fr) * 1986-01-13 1986-05-02 Joskin Viktor Le placement ou le montage de 2 ou plusieurs essieux autovireurs-suiveurs ou directionnels l'un derriere l'autre.
FR2629394A1 (fr) * 1988-04-01 1989-10-06 Tonarelli Giovanni Essieu auto-vireur, retenu dans un carter par des biellettes, qui lui imposent un mouvement giratoire, parce que ancrees en position oblique
DE19718258A1 (de) * 1997-04-30 1998-11-05 Gerd Baer Zentralachs- und Sattelanhänger für ungleiche Teilbeladung
AU2009101262A4 (en) * 2009-12-08 2010-01-21 Russell Barry Heavy load trailer
CN206141622U (zh) * 2016-10-19 2017-05-03 孙文峰 牵引车带半挂连接多节全挂车三桥六轮四轮转向运输车

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