AU2016101537A4

AU2016101537A4 - Tyre Transporter

Info

Publication number: AU2016101537A4
Application number: AU2016101537A
Authority: AU
Inventors: Peter Frank Lombardi
Original assignee: Roadwest Transp Equipment & Sales Pty Ltd
Current assignee: Roadwest Transport Equipment & Sales Pty Ltd
Priority date: 2012-07-13
Filing date: 2016-08-31
Publication date: 2016-09-29
Anticipated expiration: 2021-07-15
Also published as: AU2013289865B2; AU2013289865A1; WO2014008556A1; AU2016101537B4

Abstract

Abstract A tyre transporting trailer having one or more restraining cradles 27 for transporting tyres upright standing on their treads is disclosed. The restraining cradle 27 has an upright central support 71 having on each side a clamping member 73 to clamp a tyre against said upright central support 27. The clamping member 73 is supported on arms 77 mounted from the upright central support7l, the movement of the arms 77 being controlled by motors 79 to selectively clamp and unclamp a tyre. (Fig 12)

Description

"Tyre Transporter"

Field of the Invention [0001] This invention lies in the technical field of transport and freight handling. This invention relates to a vehicle for transporting tyres, and in particular to a semi trailer for transporting tyres. In particular this invention relates to the transport and handling of large tyres of the type used in earthmoving equipment and in the mining industry, although this invention would be equally suited for transport of tyres used in agriculture.

Background Art [0002] The following discussion of the background art is intended to facilitate an understanding of the present invention only. It should be appreciated that the discussion is not an acknowledgement or admission that any of the material referred to was part of the common general knowledge as at the priority date of the application.

[0003] Hitherto, large tyres such as those used in earthmoving equipment, and in mining such as on haul packs, have been transported either lying down flat on a flat deck of a trailer, or standing on their tread contact surface on a flat deck. In either case the tyres are often held in place by straps secured by ratchet fasteners which are common in the transport industry, or secured to an upright support member which extends along a central longitudinal axis of the trailer, also usually by straps alone or in combination with a further upright support member extending parallel to the central upright support member, sandwiching the tyre between the two upright support members.

[0004] A problem with the use of ratchet straps to secure the tyres in place is that the straps can lead to damage to the bead of the tyre. Further these known arrangements are inherently unsafe, when it is time to unload the trailer, and there have been many deaths due to accidents where tyres have rolled or fallen off a trailer while being unloaded.

[0005] This invention seeks to provide an arrangement for securing tyres for transport, and also a trailer or vehicle for transporting tyres, which overcomes at least some of these problems, or at least provides an alternative.

[0006] Throughout the specification unless the context requires otherwise, the word "comprise" or variations such as "comprises" or "comprising", will be understood to imply the inclusion of a stated integer or group of integers but not the exclusion of any other integer or group of integers.

[0007] Throughout the specification unless the context requires otherwise, the word "include" or variations such as "includes" or "including", will be understood to imply the inclusion of a stated integer or group of integers but not the exclusion of any other integer or group of integers.

Disclosure of the Invention [0008] In accordance with one aspect of the invention there is provided a restraining cradle for use in transporting tyres in an upright position with their axes of rotation extending horizontally, said restraining cradle comprising an upright central support, said upright central support having on each side a clamping member to clamp a tyre against said upright central support, said clamping member being supported on at least one arm mounted from said upright central support, the movement of said at least one arm being controlled by at least one motor to selectively clamp and unclamp a tyre.

[0009] It will be understood that by the axes of the tyres extending horizontally, it is not required that the axes be exactly horizontal. What is important is that the tyres are transported in an upright position - that is standing on their treads. Just as when a vehicle has its wheels set with a negative camber, which in sports and racing vehicles can be up to 20 degrees, their axes are considered to be horizontal as opposed to vertical.

[0010] The clamping member may comprise a bar disposed in a recumbent position to be able to contact the outer side wall of a tyre, while the opposite outer side wall of the tyre rests against the upright central support. By recumbent, it is meant that the clamping member lies in a horizontal, near horizontal or oblique disposition.

[0011] Preferably the bar is supported from its opposite ends on a pair of spaced apart arms mounted from said upright central support.

[0012] Preferably the bar is supported from its opposite ends on a pair of spaced apart arms mounted from an upper region of said upright central support.

[0013] Preferably each arm is controlled by a motor to selectively move said bar to clamp and unclamp a tyre.

[0014] The motors may be hydraulic rotary motors in order that a compact arrangement is provided, or alternatively linear hydraulic rams may be used, but these require more space for mounting and operation. The hydraulic rotary motors provide an added advantage in that they are able to rotate the recumbent clamping bar to a position above the height of the tyre, and further to extend the arms vertically upward, so that the recumbent clamping bar is out of the way during loading and unloading of the tyres, avoiding interference with hoists and cranes that may be used for the loading and unloading operation.

[0015] In use the restraining cradle may be secured to a vehicle. The vehicle may be the bed of a truck, a trailer or low-loader, or may be mounted on spaced apart rails for movement across the vehicle. The latter arrangement is useful where differing width tyres are to be transported, allowing for the position of the upright central support to be moved to accommodate differing width tyres.

[0016] The restraining cradle may be secured with its upright central support extending in the axial direction of the vehicle (along the length of the vehicle) to the bed of the vehicle, or may be mounted on spaced apart transverse rails for movement between opposed longitudinal edges of the vehicle. The latter arrangement is useful where differing width tyres are to be transported, allowing for the position of the upright central support to be moved from the longitudinal centre-line of the trailer, so a tyre of greater width can be transported on one side and a relatively narrower tyre on the other, without . exceeding allowable vehicle load overhang limits.

[0017] The rails may be formed of simple box section steel, and the restraining cradle may include U-channel members with wear surfaces formed by ultra-high molecular weight polyethylene (UHMW) that mount for slideable movement on the rails, controlled by linear hydraulic rams or electric rack and pinion or linear motors. Alternatively the rails may be formed of or in the shape of I-beams, and the restraining cradle may include carriages to run along surfaces provided by the I-beams. The I-beams may include wear surfaces affixed on their upper extents, and the carriages may include a steel plate to run along the wear plate. In an alternative arrangement, a combination of wear surfaces and rollers or wheels that run along the rails may be utilised, but this would add to production costs, and so is not preferred.

[0018] The upright central support may be in the form of a wall or a framework that a tyre may rest its sidewall against. The wall or framework need be of sufficient extent and structure to prevent a tyre from falling when urged against it.

[0019] The upright central support may be advantageously formed from a forward upright frame member, and a rearward upright frame member connected by a recumbent frame member. To further advantage a further upright frame member can be provided between said forward upright frame member and said rearward upright frame member, extending downward from the recumbent frame member, so that a tyre lower in height than the height that the recumbent frame member is located at will not fall under the recumbent frame member. Such a lower height tyre would rest against the further upright frame member which prevents it falling down underneath the recumbent frame member.

[0020] The forward upright frame member, and rearward upright frame member may be connected at or near uppermost extents by the recumbent frame member.

[0021] A further recumbent frame member may be provided to connect the forward upright frame member, and rearward upright frame at or near their lowermost extents.

[0022] In accordance with a second aspect of the invention there is provided a trailer for transporting tyres comprising a bed on which a plurality of tyres may rest in an upright position on their treads, and at least one restraining cradle as described above, provided to restrain at least one tyre on each side of the upright central support.

[0023] Preferably said bed includes a concave surface on which tyres may rest located adjacent each said restraining cradle, each said concave surface having a lower extent to which tyres are urged to align with each said restraining cradle. The concave surface may have curvature in two dimensions, so that it comprises a piece of sheet material bent about a single axis, to form an arcuate gutter, or may have curvature in three dimensions so that it possesses concavity in a similar way to a bowl. Concavity in two dimensions will allow a tyre to roll to the lower extent of the concave surface, while concavity in three dimensions will allow a tyre to both roll to the lower extent of the concave surface and be urged inwardly toward the upright central support. The urging of a tyre inwardly toward the upright central support minimises the risk of the tyre toppling off the bed while being loaded and before being clamped by the arm of the restraining cradle. As an alternative to concavity in three dimensions, the bed may have concavity in two dimensions, but mounted with a tilt transversely inclining away from the upright central support so that the tyres when resting thereon, are urged towards the upright central support.

[0024] Preferably said trailer comprises a semi-trailer.

[0025] Preferably said trailer is configured as a low-loader.

[0026] Preferably said at least one restraining cradle is positioned on said bed with its upright central support extending in an axial direction.

[0027] If employed, each concave surface of the bed has its lower extent extending transversely on each side of each upright central support, located centrally to said upright central support, to position the tyres relative to each said restraining cradle prior to clamping of the tyres thereby.

[0028] As explained, the concave surface has its extent of greatest concavity extending in the same direction as the axial extent of the trailer. Preferably said concave surface also includes some concavity extending normal to the axial extent of the trailer, in order to urge tyres placed on the concave surface of the bed from leaning outwardly and away from the restraining cradle.

[0029] Preferably said trailer is provided with two, three or four said restraining cradles.

[0030] Preferably the bed of the trailer is provided with a concave surface proximal to each said restraining cradle, on which tyres may rest.

[0031] Preferably at least one of said restraining cradles is mounted on transverse rails to allow movement of said at least one restraining cradle transversely across the bed of the trailer.

[0032] Preferably said trailer has at least two restraining cradles each positioned on said bed with their upright central supports extending in an axial direction, said at least two retraining cradles comprising a forward restraining cradle and a rearward restraining cradle, [0033] Preferably said trailer has a pair of central axially extending chassis rails which converge in a forward position proximal to said forward restraining cradle to a single chassis rail which rises above the level of the bed, and again diverges to a pair of forward chassis rails in a position in front of said forward restraining cradle, the pair of forward chassis rails being provided to support a turntable coupling may depend. The purpose of the single chassis rail proximal to the forward restraining cradle is to accommodate a tyre on each side, with the single chassis rail therebetween and in line with the upright central support, to allow as much of the trailer as is feasible to carry tyres as a load, and as far forward as possible. The single chassis rail may rise as a goose-neck before diverging forward of the forward retraining cradle to the pair of forward chassis rails. The pair of forward chassis rails are elevated relative to the pair of central axially extending chassis rails under the bed of the trailer, so that a dolly may be provided thereunder.

[0034] Preferably the pair of central axially extending chassis rails and pair of forward chassis rails each have transverse ribs extending to structural side panels which extend along the length of the trailer, on each side, to provide torsional rigidity about the single chassis rail.

[0035] Preferably said at least two restraining cradles includes a central restraining cradle located between said forward restraining cradle and said rearward restraining cradle.

[0036] Also in accordance with the invention, there is provided a tyre transporting trailer having at least one restraining cradle extending longitudinally therealong to restrain one or more tyres in an upright position standing on their treads, said restraining cradle comprising an upright central support, said upright central support having on each side a clamping member to clamp a tyre against said upright central support, said clamping member being supported on at least one arm mounted from said upright central support, the movement of said at least one arm being controlled by at least one motor to selectively clamp and unclamp a tyre.

[0037] Preferably the clamping member comprises a bar disposed in a recumbent position to be able to contact the outer side wall of a tyre, while the opposite outer side wall of the tyre rests against the upright central support.

[0038] Preferably the bar is supported from its opposite ends on a pair of spaced apart arms mounted from said upright central support.

[0039] Preferably the bar is supported from its opposite ends on a pair of spaced apart arms mounted from an upper region of said upright central support.

[0040] Preferably each arm is controlled by a motor to selectively move said bar to clamp and unclamp a tyre.

Brief Description of the Drawings [0041] Several preferred embodiments of the invention will now be described in the following description made with reference to the drawings in which:

Figure 1 is a right front isometric view from above of a tyre transporter tailer according to the first embodiment;

Figure 2 is a left front isometric view from above of the tyre transporter tailer according to the first embodiment;

Figure 3 is a left rear isometric view from above of the tyre transporter tailer according to the first embodiment;

Figure 4 is a left side view of the tyre transporter tailer according to the first embodiment;

Figure 5 is a right front isometric view from above of the body and chassis for the tyre transporter tailer of the first embodiment;

Figure 6 is a left rear isometric view from above of the body and chassis for the tyre transporter tailer of the first embodiment;

Figure 7 is a top plan elevation of the body and chassis for the tyre transporter tailer of the first embodiment;

Figure 8 is a bottom plan elevation of the body and chassis for the tyre transporter tailer of the first embodiment;

Figure 9 is a left front isometric view from above of the chassis assembly for the tyre transporter tailer of the first embodiment;

Figure 10 is a left rear isometric view from above of the chassis assembly for the tyre transporter tailer of the first embodiment;

Figure 11 is a top plan elevation of the chassis assembly for the tyre transporter tailer of the first embodiment;

Figure 12 is a right rear isometric view from above of the forward cradle for the tyre transporter tailer of the first and second embodiments;

Figure 13 is a right front isometric view from above of the forward cradle for the tyre transporter tailer of the first and second embodiments;

Figure 14 is a rear end plan view of the forward cradle for the tyre transporter tailer of the first and second embodiments;

Figure 15 is a right front isometric view of the middle cradle for the tyre transporter tailer of the first embodiment;

Figure 16 is a top plan elevation of the middle cradle for the tyre transporter tailer of the first embodiment;

Figure 17 is a left plan view of the middle cradle for the tyre transporter tailer of the first embodiment;

Figure 18 is a right plan view of the rear cradle for the tyre transporter tailer of all of the embodiments;

Figure 19 is a right rear isometric view from below of the middle cradle for the tyre transporter tailer of all of the embodiments;

Figures 20 to 22 are a sequence of right front isometric vies from above of the tyre transporter tailer of the first embodiment showing loading and securing of a tyre;

Figure 23 is a left side view of a tyre transporter tailer of the second embodiment;

Figure 24 is a right side view of a tyre transporter tailer of the third embodiment and

Figure 25 is an exploded view of a carriage for a cradle for the embodiments. Best Mode(s) for Carrying Out the Invention [0042] The first embodiment is a semi-trailer 11 for transporting tyres in three rows, typically of two tyres per row. The semi-trailer 11 (which for brevity will be referred to simply as a trailer) is shown with a three axle dolly 13 in figures 1 and 2, with a pivoting drawbar 15 which pivots, in known fashion about horizontally disposed pivot points 17.

[0043] The trailer 11 has three axles with wheels 19 at the rear thereof in typical fashion for a semi-trailer. The axles and wheels 19 are omitted from the other drawing figures of the first embodiment, for clarity.

[0044] The trailer 11 has a bed formed of three concave plate members 21, 23, 25 having major concave surfaces in one dimension, laid with their axes of major curvature extending normal to the axial extent of the trailer 11, (their circumferential extents lying in the same direction as the axial extent of the trailer 11). The concave plate members 21, 23, 25 also have a minor axis of curvature extending with the axis of the trailer so that there is a negative camber in towards the center of each bed. This is so that tyres when placed on the concave surface will both roll to center of the major curvature, and be prevented from toppling away from the central longitudinal axis of the trailer 11.

[0045] The concave plate members 21, 23, 25 comprise a forward concave plate member 21, a rearward concave plate member 25 and a middle concave plate member 23. Located above each concave plate member 21, 23, 25 is a tyre restraining cradle 27, 29, 31, comprising a forward tyre restraining cradle 27, a rearward tyre restraining cradle 31, and a middle tyre restraining cradle 29. The purpose of the major curvature (visible in the drawings) of the concave plate members is to provide a depression in which tyres may rest on their rolling circumference, in alignment adjacent to a tyre restraining cradle. The minor curvature providing a negative camber across the trailer 11 (imperceptible in the drawings) urges the tyres to rest against the respective tyre restraining cradle.

[0046] The tyre restraining cradles 27, 29, 31 are each mounted to located alongside each concave plate member 21, 23, 25, there being a single I-beam 35 located between the concave plate members 21 and 23 and a single I-beam 37 located between the concave plate members 21, 23, 25. The I-beams 33, 35, 37, and 39 extend transversely to the axial extent of the trailer 11.

[0047] The forward tyre restraining cradle 27 is fixedly secured to I-beams 33 and 35, along the central longitudinal axis of the trailer 11. The middle tyre restraining cradle 29 is secured for sliding movement along the I-beams 35 and 37, and the rearward tyre restraining cradle 31 is secured for sliding movement along the I-beams 37 and 39, the I-beams 35 and 37, and 37 and 39 forming rails for the middle tyre restraining cradle 29 and the rearward tyre restraining cradle 31, respectively.

[0048] The concave plate members 21, 23, 25 are provided with drainage apertures 41 at their lowermost extent, to allow drainage of rainwater.

[0049] The I-beams 33, 35, 37, and 39 are each provided on the top surface thereof with a strip 43 of ultra high molecular weight polyethylene, secured by recessed screws (visible as small dots in figures 5 and 6) into the tops of the I-beam, to provide a bearing surface for smooth sliding movement of the tyre restraining cradles 27, 29, 31.

[0050] The underlying chassis 45 of the semi-trailer 11 is shown fully in figures 9 to 11, although some detail can also be seen in figures 5 to 8.

[0051] The trailer 11 has a pair of central axially extending chassis rails 47 which extend from the rear 48 of the trailer 11 and in a forward position 49 which is proximal to the forward tyre restraining cradle 27, converge to a single chassis rail 51 which rises above the level of the bed formed by the forward plate member 21, and again diverges to a pair of forward chassis rails 53 in a position in front of the forward tyre restraining cradle 27. The pair of forward chassis rails 53 support a plate 55 and pin 57 forming a turntable coupling for connecting to a fifth wheel on a prime mover or dolly 13.

[0052] The purpose of providing the single chassis rail 51 proximal to the forward tyre restraining cradle 27 is to accommodate a tyre on each side of the single chassis rail 51, with the single chassis rail 51 located between the tyres (and as will be apparent from further discussion, in line with the upright central support of the forward tyre restraining cradle 27, to allow as much of the trailer as is feasible to carry tyres as a load, and as far forward as possible, and at the same time elevating the supporting chassis to the height required for the pair of forward chassis rails 53 to accommodate a turntable coupling underneath while maintaining the required structural rigidity throughout the trailer and especially in proximity to the single chassis rail 51. The single chassis rail 51 rises as a goose-neck before diverging forward of the forward tyre retraining cradle 27 to the pair of forward chassis rails 53.

[0053] The pair of central axially extending chassis rails 47 and single chassis rail 51 each have transverse ribs 59 formed as I-beams and extending to structural side panels 61 which extend along the length of the trailer 11, on each side, to provide torsional rigidity about the single chassis rail. In addition to this, transverse I-beams 33, 35, 37, and 39 are also attached to the side panels 61. The transverse I-beam 33 is attached to the forward chassis rails 53 via strips of steel forming a packer 63 to space the lower span of the I-beam 33 above the forward chassis rails 53, and the transverse I-beams 35, 37, and 39 are attached to the chassis rails 47 with packers 65 (illustrated for I-beam 35 only, for clarity) in a similar manner to space the lower span of the I-beams 35, 37, and 39 above the chassis rails 47.

[0054] The transverse I-beams 33, 35, 37, and 39 are fabricated with their flanges and webs formed from 10mm thick Domex 700, while the chassis rails 47, single chassis rail 51, forward chassis rails 53, transverse ribs 59 and structural side panels 61 are formed of 8 mm Domex 700 high strength structural steel produced by SSAB AB of Sweden. All joins are fillet welded for greater structural integrity, providing the trailer with great structural rigidity. The Domex sheet is either cut with a profile cutter, to provide cutouts for wheel wells 66 and the like, or pressed.

[0055] The purpose of spacing the I-beams 33, 35, 37, and 39 above their chassis rails is to provide clearance for mounting the tyre restraining cradles 27, 29, 31, and in the case of the rearward tyre restraining cradle 31 and middle tyre restraining cradle 29, clearance for sliding transverse movement along the I-beams 35, 37, and 39.

[0056] Proximal to the position 49 where the chassis rails 47 diverge, on a rearward portion of the single chassis rail 51 is mounted a riser 67 fabricated from 5mm Domex 700, which supports a transverse beam 69 which together provide part of the structural support for the rear of the concave plate member 21.

[0057] The ends of the transverse beam 69 and the outer edges of the concave plate members 21, 23, 25 are all welded to the inside of the structural side panels 61.

[0058] The tyre restraining cradles 27, 29 and 31 are fundamentally similar except in shape and configuration differences brought about by their differing locations on the trailer. The forward tyre restraining cradle 27 is illustrated in detail in figures 12 to 14. The middle tyre restraining cradle 29 is illustrated in detail in figures 15 to 17. The rearward tyre restraining cradle 31 is illustrated in detail in figures 18 and 19.

[0059] Referring to figure 12, the tyre restraining cradles 27, 29 and 31 each have an upright central support 71 and have on each side thereof a clamping member in the form of a recumbent horizontal bar 73 which can each be separately deployed to clamp a tyre 75 against the upright central support 71. Each horizontal bar 73 is supported from each end by an arm 77 which is pivotally mounted from near the top of the upright central support 71, at each end of the upright central support 71. There are a pair of such arms 77 for each horizontal bar 73. The arms 77 on any one side of the upright central support 71 can be moved in unison by hydraulic rotary motors 79 to selectively clamp and unclamp a tyre.

[0060] Each horizontal bar 73 is supported rotatably from each arm 77, and is weighted to ensure that the same side faces outward, allowing reflective tape to be adhered for better visibility at night, and also ensuring a flat side is presented to the side wall of a tyre, whatever the width of the tyre.

[0061] As can be seen in figure 12, the hydraulic rotary motors 79 are able to rotate the arms 77 and horizontal bar 73 to a position above the height of the tyre 75, and further to extend the arms vertically upward, so that the horizontal bar 73 is out of the way during loading and unloading of tyres 75, avoiding interference with hoists and cranes that may be used for the loading and unloading operation.

[0062] The upright central support 71 is formed from a forward upright frame member 81, and a rearward upright frame member 83 connected by an upper horizontal frame member 85 and a lower recumbent frame member 87. A further upright frame member 89 extends downward from the upper horizontal frame member 85, to provide a resting surface for a tyre to be clamped, where the tyre is lower in height than the height of the upper horizontal frame member 85.

[0063] A mounting plate member 91 is welded to each outer side of the forward the upright frame member 81 and the rearward upright frame member 83, and a carriage 93 is secured to each mounting plate member 91 by bolts, the carriage including an upper slot 95 and a lower slot 97 into which the horizontal portions of one of the transverse I-beams 33, 35, 37, and 39 is received. It will be understood that since the overall length of the upright central support 71 between the outer extents of the carriages 93 is greater than the distance between opposed transverse I-beams 33 and 35, 35 and 37, or 37 and 39, the tyre restraining cradle that is being fitted in position is lowered into position, with the carriages 93 in place on their respective transverse I-beams, and the carriages 93 are then bolted to the mounting plate members 91 once correctly aligned, the bolts passing through the mounting plate members 91 into threaded holes 98 formed in the carriages 93. Greater detail of the carriage can be seen in the exploded view of one carriage, shown in figure 25.

[0064] A steel plate strip 99 located at the top of the carriage 93 forms part of the upper slot 95 and provides a running surface for the carriage 93 to run on the strip 43 of ultra high molecular weight polyethylene which is fitted to the top of the transverse I-beams. Ribs 101 welded to a backing plate 103 provide structural rigidity to the carriage 93. A bracket 105 at one end of the carriage 93 is provided for a linear hydraulic ram 107 to be fitted. Where fitted, the actuating arm from the linear hydraulic ram 107 passes through apertures 109 and 110 in a cover plate 111 of the carriage 93, an arrangement which allows for the most travel of the restraining cradles 29 and 31 to which linear hydraulic rams 107 are fitted.

[0065] As can be seen more clearly in figures 17 and 18, the hydraulic rotary motors 79 are mounted to the forward upright frame member 81 or the rearward upright frame member 83, and the upper horizontal frame member 85 on bracket assemblies 112, which space the arms 77 away from the forward upright frame member 81 and the rearward upright frame member 83 of the cradles.

[0066] The forward tyre restraining cradle 27, middle tyre restraining cradle 29 and rearward tyre restraining cradle 31 are essentially of the same configuration but have a different shape. Each have an oblique portion 113 in the forward upright frame member 81 and the rearward upright frame member 83, except the rearward upright frame member 83 of the rearward tyre restraining cradle 31 which is straight.

[0067] In addition, in the forward tyre restraining cradle 27, due to the difference in the lengths of the forward upright frame member 81 and the rearward upright frame member 83, the lower recumbent frame member 87 runs at an incline of about 20 degrees to horizontal, rising towards the front of the trailer 11. The lower recumbent frame members 87 of the middle tyre restraining cradle 29 and rearward tyre restraining cradle 31 are disposed horizontally.

[0068] The frame members 81, 83, 85, 87, 89 are all formed of 200 x 200 x 6 RHS mild steel.

[0069] A sequence of loading the trailer 11 is shown in figures 20 to 22. In figure 20, the forward tyre restraining cradle 27 is shown with its right hand side arms 77 and attached horizontal bar 73 extending fully upward, to allow access to a hoist for loading (or unloading) of the tyre 75. In figure 21, the arms 77 and horizontal bar 73 are shown partially lowered, and in figure 22, the arms 77 and horizontal bar 73 are shown completely lowered and securing the tyre 75 against the upright central support 71 of the forward tyre restraining cradle 27.

[0070] In use the restraining cradle may be secured to the bed of a trailer or low-loader, or may be mounted on spaced apart rails for movement across the trailer. The latter arrangement is useful where differing width tyres are to be transported, allowing for the position of the upright central support to be moved to accommodate differing width tyres.

[0071] Other features of the first embodiment not discussed thus far are that the structural side panels 61 that form the side wall of the body of the trailer 11 include removable doors 115, 117 and 119. Doors 115 are provided on both sides of the trailer, though are only shown in figure 2, and provide access for storage of spare wheels in the event of tyre damage. A large aperture 121 can be seen in each chassis rail 47 in figure 9, proximal to the position of doors 115, to which structural panelling is fitted so that spare wheels can be stowed across the width of the trailer underneath concave plate member 23. Door 116 is provided for access to other storage space for tools and the like, and door 119 provides access to a battery compartment, the support 123 for which is shown in figure 9.

[0072] At the rear of the trailer a Ringfeder™ coupling 125 is provided, to allow a dolly of further trailer to be hitched to form a road train.

[0073] All operations of the hydraulic rams are controlled remotely via a user operable hand-set, which allows personnel loading and unloading the trailer to do so out of harms way, in the event that a tyre falls from the trailer. While the arrangement of concavity in the concave plate members 21, 23, 25 will minimise the risk of a load dislodging and falling during the loading or unloading, there remains the risk of this occurring depending on how level the ground is on which the trailer is parked. As will be understood, the linear rams for each cradle operate in unison, and the rotary hydraulic motors of the paired arms on each side of each cradle also operate in unison.

[0074] The mounting of the restraining cradle on spaced apart transverse rails for movement between opposed longitudinal edges of the trailer is useful where differing width tyres are to be transported, allowing for the position of the upright central support to be moved from the longitudinal centre-line of the trailer, so a tyre of greater width can be transported on one side and a relatively narrower tyre on the other, without exceeding allowable vehicle load overhang limits.

[0075] In addition to the safety advantages inherent in the restraining cradles and trailers according to the invention, there is an additional security benefit brought about by the need to be able to operate the motors of the cradles in order to unload the cradles and trailers. This assists in preventing opportunistic theft, which in the case of tyres being worth several thousands of dollars, can represent a loss often borne by insurers and ultimately industry alike.

[0076] While the first embodiment is a three cradle trailer with three axles, different numbers of cradle are possible. Figure 23 shows the second embodiment being a trailer having two cradles 29 and 31. Due to reduced weight, the trailer of the second embodiment need only have two axles.

[0077] Note that the landing legs of the trailers of both the first and second embodiments are not shown, but these are provided, in known fashion as is common to all semi-trailers.

[0078] A third embodiment is illustrated in figure 24, having only a single cradle 31, which is mounted directly on a dolly 13.

[0079] It should be appreciated that the scope of the invention is not limited to the particular embodiments described herein, and that changes may be made without departing from the spirit and scope of the invention.

Claims

The Claims Defining the Invention are as Follows

1. A tyre transporting trailer having at least one restraining cradle extending longitudinally therealong to restrain one or more tyres in an upright position standing on their treads, said restraining cradle comprising an upright central support, said upright central support having on each side a clamping member to clamp a tyre against said upright central support, said clamping member being supported on at least one arm mounted from said upright central support, the movement of said at least one arm being controlled by at least one motor to selectively clamp and unclamp a tyre.
2. A tyre transporting trailer as claimed in claim 1 wherein the clamping member comprises a bar disposed in a recumbent position to be able to contact the outer side wall of a tyre, while the opposite outer side wall of the tyre rests against the upright central support.
3. A tyre transporting trailer as claimed in claim 2 wherein the bar is supported from its opposite ends on a pair of spaced apart arms mounted from said upright central support.
4. A tyre transporting trailer as claimed in claim 3 wherein the bar is supported from its opposite ends on a pair of spaced apart arms mounted from an upper region of said upright central support.
5. A tyre transporting trailer as claimed in any one of claims 2 to 4 wherein each arm is controlled by a motor to selectively move said bar to clamp and unclamp a tyre.