AU2021105208A4

AU2021105208A4 - A Trailer for a Vehicle

Info

Publication number: AU2021105208A4
Application number: AU2021105208A
Authority: AU
Inventors: David Murphy
Original assignee: Hardinge Street Nominees Pty Ltd
Current assignee: Hardinge Street Nominees Pty Ltd
Priority date: 2017-11-13
Filing date: 2021-08-10
Publication date: 2021-10-07
Anticipated expiration: 2025-11-13
Also published as: AU2021105209A4; AU2017261466B2; AU2024201581A1; AU2017261466A1

Abstract

A trailer for a vehicle, including a first axle group and a second axle group, wherein the first axle group and the second axle group are spaced apart, wherein in use, its weight bearing capacity ranges up to and including thirty-four (34) tonne. 1/4 czco C14. C14z

Description

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A TRAILER FOR A VEHICLE FIELD OF THE INVENTION

[0001] The present invention relates to a trailer for a vehicle and relates particularly, though not exclusively, to trailers for trucks or tractors.

BACKGROUND OF THE INVENTION

[0002] A skilled person will appreciate many possible uses and modifications of the trailer for a vehicle. Accordingly, the present invention as hereinafter described should not be construed as limited to any one or more of the specific examples provided herein, but instead should be construed broadly within the spirt and scope of the invention as defined in the description and claims that now follows.

[0003] Any discussion of documents, devices, acts or knowledge in this Specification is included to explain the context of the invention. It should not be taken as an admission that any such discussion of documents, devices, acts or knowledge forms a part of the prior art base or the common general knowledge in the relevant art, on or before the priority date of the disclosure herein.

[0004] Unless expressly stated otherwise, throughout this Specification, the term "vehicle" or "vehicles" refers to any form of powered or motorised truck or tractor that can be used to haul or tow the trailer in accordance with the present invention.

[0005] The trucking industry throughout the Commonwealth of Australia is subject to a Commonwealth Federal Authority being the National Transport Commission and the National Heavy Vehicle Regulator (NHVR). Under the NHVR, there exists legislative and regulatory standards which mandatorily apply to all vehicles that haul or tow trailers, that requires such vehicles and its hauled or towed trailers to be subject to the Performance Base Standards Scheme (PBS).

[0006] The Performance-Based Standards Scheme (PBS) is a regulatory scheme that applies to heavy load vehicles and trailers designed for the purpose of ensuring such heavy load vehicles performs tasks productively, safely and sustainably as possible. The Standards and Vehicle Assessment Rules (as at 10 th

November 2008) provide that such heavy load vehicles and trailers are tested against stringent safety standards and infrastructure standards, which are designed to ensure that heavy load vehicles and trailers can stop, turn and travel safely. PBS approved vehicles fall into one of four (4) levels and have corresponding levels of road networks to which they have access throughout the Commonwealth of Australia. A Performance-Based Standards Scheme (PBS) permit is required for all heavy vehicle and trailer travel on the Australian PBS road network or on a route that is outside of the PBS network for that level of vehicle and trailer, throughout the Commonwealth of Australia.

[0007] Such heavy load vehicles referred to above carry and haul trailers that hold pallets or palleted loads. Pallets hold a plurality of types and forms of cargo and goods, ranging from all forms and types of subject matter including fluids, fresh fruit and vegetables, refrigerated food and processed and packaged foods.

[0008] In conjunction with the regulatory burden required under the PBS referred to above, there is increasing need for heavy vehicle operators and owners to haul or tow heavier loads. Greater efficiencies and therefore profitability for vehicle owners and operators can arise if there are greater and heavier loads and capacities that can be transported around the Commonwealth of Australia throughout the PBS road network upon a single vehicle journey. The current maximum single trailer that exists within the NHVR and PBS system holds twenty-nine (29) tonne and having a twenty eight (28) pallet space.

[0009] There is therefore a need to produce a trailer for a vehicle that can haul or tow a greater weight bearing capacity, tonnage and palleted space than the current single trailer that exists, whilst continuously complying with the National Heavy Vehicle Regulator (NHVR) and Performance-Based Standards Scheme (PBS) regulations.

SUMMARY OF INVENTION

[0010] Accordingly, the present invention provides a trailer for a vehicle, the trailer including: a first axle group having a first axle and a second axle, a second axle group having a third axle and a fourth axle; wherein the first axle group and the second axle group are spaced apart such that the second axle is separated from the third axle by a distance greater than or equal to 2500mm; wherein in use, its weight bearing capacity ranges up to and including thirty-four (34) tonne.

[0011] Preferably, the first axle and the second axle are spaced apart by a distance ranging from about 1550mm to about 1600 mm.

[0012] Preferably, the third axle and the fourth axle are spaced apart by a distance ranging from about 1550mm to about 1600 mm.

[0013] Preferably, the first axle, the second axle, the third axle and the fourth axle each have a set of single or dual wheels

[0014] One advantage of the trailer for a vehicle is that it can haul or tow a weight bearing capacity of thirty-four (34) tonne and comply with the current National Heavy Vehicle Regulator (NHVR) and Performance-Based Standards Scheme (PBS) regulations.

[0015] Another advantage of the trailer for a vehicle is that it can haul or tow the thirty-three (33) pallet space, whilst complying with the current National Heavy Vehicle Regulator (NHVR) and Performance-Based Standards Scheme (PBS) regulations.

[0016] It will be convenient to hereinafter to describe the trailer for a vehicle with reference to the following drawings which shows five (5) preferred embodiments of the trailer for a vehicle according to the invention. The particularity of the attached drawings and following description should not supersede or limit the preceding broad definition of the invention.

[0017] Figure 1, is a perspective view of the trailer for a vehicle according to a first preferred embodiment of the invention, illustrating a thirty-two (32) pallet space;

[0018] Figure 2 is a side perspective view of the trailer for a vehicle according to a second preferred embodiment of the invention, illustrating the thirty two (32) pallet space stacked two (2) pallets high;

[0019] Figure 3 is a top perspective (and partial) cross-sectional view of the trailer for a vehicle according to a third preferred embodiment of the invention, illustrating the thirty-two (32) pallet space;

[0020] Figure 4 is a bottom view of the trailer for a vehicle according to a fourth preferred embodiment of the invention, illustrating the first axle group and second axle group;

[0021] Figure 5 is a top perspective (and partial) cross-sectional view of the trailer for a vehicle according to a fifth preferred embodiment of the invention, illustrating the thirty-three (33) pallet space.

DETAILED DESCRIPTION OF THE INVENTION

[0022] Now turning to Figure 1, is a perspective view of the trailer for a vehicle 10 according to a first preferred embodiment of the invention, illustrating the thirty-two (32) pallet space. It will be appreciated by the person skilled in the art that a thirty-two (32) pallet space refers to a thirty-two (32) pallet floor space, even though Figure 1 discloses sixty-four (64) pallets stacked two (2) pallets high in total. It will be appreciated by the person skilled in the art that, in addition to the thirty-two

(32) pallet floor space are pallets stacked two (2) pallets high, Figure 1 discloses a thirty-two (32) pallet floor space, which also includes two (2) pallets stacked side by side, which are obscured from normal view in Figure 1, resulting in the sum total of sixty-four (64) stacked pallets. The trailer for a vehicle 10 has a payload chamber 36 which has the space to provide a thirty-two (32) pallet space, that discloses a first wall 14 and a floor 16 that continues for the entire length of the payload chamber 36. A landing gear 18 provides stability to the trailer for a vehicle 10 when not attached to a vehicle including a truck or tractor (each of which are not illustrated in Figure 1) to maintain in an upright position. The person skilled in the art would appreciate that the landing gear 18 is disclosed and used in a pair. The landing gear 18 is disposed below the payload chamber 36 and median toward the first wall 14. Below the floor 16 there is a first dual wheel 20 and second dual wheel 22 and third dual wheel 24 and fourth dual wheel 26. At the rear of the trailer for a vehicle 10 there is presented a second wall 34. Each of the second wall 34, the first wall 14, the roof 12 and the floor 16 constitute the payload chamber 36. Within or inside the payload chamber 36 is a plurality of pallets including a first pallet 28 and a second pallet 30. At the rear of the payload chamber 36 external to the second wall 34 is a fishtail rear-end 32, which is described further herein.

[0023] Turning to Figure 2, there is provided a side perspective view of the trailer for a vehicle 40 according to a second preferred embodiment of the invention, illustrating the thirty-two (32) pallet space stacked two (2) pallets high. It will be appreciated by the person skilled in the art that a thirty-two (32) pallet space refers to a thirty-two (32) pallet floor space, even though Figure 2 discloses sixty four (64) pallets stacked two (2) pallets high. Figure 2 also discloses a thirty-two (32) pallet floor space, with two (2) pallets stacked side by side and therefore obscured from view in Figure 2. In this Figure 2 therefore, the total cargo load carried is sixty-four (64) pallets. Each of a fifth pallet 66 and a sixth pallet 68 for example, are dimensioned about 1.2m3, and each of the fifth pallet 66 and the sixth pallet 68 depending upon the type of load or cargo they carry, each have a holding capacity of about 500kg to about 1.2 tonne. It will be appreciated by the person skilled in the art that the fifth pallet 66 and the sixth pallet 68 for example, hold a plurality of types and forms of cargo and goods, ranging from all forms and types of subject matter including without limitation, fluids, fresh fruit and vegetables, refrigerated food and processed and packaged foods.

[0024] Below the floor 44 is a landing gear 46 and the landing gear 46 is disposed below the payload chamber 64 and median toward the first wall 47. A coupling region 42 is positioned within the floor 44 and adjacent to the first wall 47 which functions to releasably couple the trailer for a vehicle 40 to and from a vehicle whether a tractor or a truck (not illustrated in Figure 2). The coupling region 42 also includes use of a king pin to be used with a turntable or fifth wheel. The turntable and fifth wheel are not illustrated in Figure 2, but used in the art.

[0025] The trailer for vehicle 40 is presented with a first dual wheel 48 a second dual wheel 50 a third dual wheel 52 a fourth dual wheel 54. A second wall 57, is located or positioned at the rear end of the payload chamber 64 and which forms part of a fishtail rear-end 56. In this preferred embodiment, the fishtail rear end 56 does not provide any functional purpose with respect to carrying a load as part of the payload chamber 64 in that, additional pallets (not illustrated) can be stacked inside the fish tail rear-end 56. A third pallet 58 and a fourth pallet 60 are examples of stacked pallets, two (2) high. The roof 62 encloses the payload chamber 64 noting that the person skilled in the art would appreciate that there is a space between the stacked pallet two (2) high and the roof 62. The payload chamber 64 discloses a first end and a second end, the first end includes a first wall 47 and the second end includes a second wall 57, which will be described further herein. In this preferred embodiment, the first wall 47 and second wall 57 are both separated by a distance ranging from about 20,220 mm to about 19,340 mm. The payload chamber 64 has a cross sectional width of no greater than about 2600mm, that can suitably fit the fifth pallet 66 and the sixth pallet 68 (for example, if they were positioned and stacked side by side across that cross-sectional width) as part of the thirty-two (32) pallet space. The payload chamber 64 includes a floor 44, the floor 44 having a first closable side wall and a spaced apart and opposite second closable side wall. The first closable side wall and opposite second closable side wall are both not numbered, but by referring to Figure 2, it is observable to the person skilled in the art that the payload chamber 64 discloses an open side wall that is closable by any means including tarpaulin, stretchable plastic skin, slide-able metal doors and slid-able cover. By also referring to Figure 2, the trailer for a vehicle 40 has a payload centroid height of no greater than about 4600mm measured from the ground. The height of the floor 44 relative to the ground is no greater than 1400mm maximum. When used, the trailer for a vehicle 40 has a holding capacity ranging up to and including a thirty-two (32) pallet space or sixty (64) pallets in total being stacked side by side and two (2) high and a longitudinal length of sixteen (16) pallets.

[0026] By also referring to Figure 2, the second wall 57 forms part of the fishtail rear-end 56 that provides the aerodynamic function of the trailer for a vehicle , to preserve fuel economy of the vehicle, by creating less drag from a low pressure wake created from the second wall 57. The person skilled in the art would note from Figure 2 that the fish tail rear -end 56 incorporates the second wall 57. The best horizontal width of the fishtail rear-end 56 is 2065mm maximum. The weight bearing capacity of the trailer for a vehicle 40 is not affected by the fishtail rear-end 56 in this embodiment where there are no additional pallets therein. The length of the fishtail rear-end 56 is no greater than 760mm additional to the length of the payload chamber 64.

[0027] Again, referring to Figure 2, the floor 44 includes a landing gear 46 positioned and/or disposed below the payload chamber 64 and generally median and toward the first wall 47. The landing gear 46 is also disclosed as a pair (cooperatively working together side by side at the outer region beneath or below the floor 44) such that the landing gear 46 (when paired) provides counterbalance for the trailer for a vehicle 40 to stand upright and stable when the vehicle (not disclosed in Figure 2) is not connected or coupled to the trailer for a vehicle 40. The floor 44 also illustrates a coupling region 42, the coupling region is located adjacent to or nearby to the first wall 47, which has the function to releasably couple the trailer for a vehicle 40 to a vehicle (not disclosed in Figure 2). It will be appreciated by the person skilled in the art that the coupling region 42 does not illustrate in Figure 2, in its entirety all of the working parts. The coupling region 42 includes a kingpin to be used with a turntable or fifth-wheel. The term "coupling region" also includes and means "coupling apparatus", "interlocking coupling assembly" and "coupling assembly", which are all intended to refer to any suitable form of mechanical and/or electrical device or arrangement which can be used to connect the trailer to a vehicle 40. The vehicle contemplated by the trailer for a vehicle 40 includes a motorised tractor of any form and a motorised truck or a prime mover vehicle known in the art (all of which are not disclosed in Figure 2).

[0028] By referring to Figure 1 and Figure 2, and for the sake of completeness, the vehicle contemplated by the trailer for a vehicle 10 and 40 includes a motorised tractor of any suitable form and a motorised truck or a prime mover vehicle known in the art (which is not illustrated on both Figure 1 and Figure 2), which couples to the trailer for the vehicle 10 and 40 through the interconnection of the coupling region 42 described above. The motorised truck, which is not part of the invention, includes bi-tandem axle groups. That is, a first axle group situated at the front of the motorised truck and a second axle group at the rear of the truck that engages the coupling region 42 in the manner described herein.

[0029] Turning to Figure 3, is a top perspective (and partial) cross-sectional view of the trailer 70 for a vehicle according to a third preferred embodiment of the invention, illustrating the thirty-two (32) pallet space by not illustrating the roof 12 (of Figure 1) but illustrating the floor 16 (of Figure 1), which discloses a trailer for a vehicle 70 having a first wall 72 and a second wall 86 defining a payload chamber 90. In this preferred embodiment, a seventh pallet 74 and an eighth pallet 76 are stacked side by side in a longitudinal fashion within the payload chamber 90. A first dual wheel 78, a second dual wheel 80, a third dual wheel 82 and a fourth dual wheel 84 (all of which are illustrated by broken lines in this Figure 3 to teach the person skilled in the art, that they are all hidden from normal top perspective view) are all positioned generally more toward the second wall 86 than the first wall 72. Figure 3 further teaches that the first dual wheel 78 is moveable and steerable no lesser than a range of plus (+) or minus (-) 12° (twelve degrees) of steering articulation from its longitudinal axis coplanar to the length of the trailer for a vehicle 70. The fourth dual wheel 84 is moveable and steerable no lesser than a range of plus (+) or minus (-) 12° (twelve degrees) of steering articulation from its longitudinal axis. A payload chamber 90 from the top perspective (and partially cross-sectional) view, illustrates the longitudinal and lateral space defined by the first wall 72 and second wall 86, that accommodates the seventh pallet 74 and an eighth pallet 76 being stacked side by side as an example. A fishtail rear-end 88 is presented which includes the second wall 86, which is described further herein.

[0030] It will be appreciated by the person skilled in the art that the first dual wheel 78, the second dual wheel 80, the third dual wheel 82 and the fourth dual wheel 84 includes in an alternative embodiment, a single wheel arrangement as opposed to a dual wheel arrangement. That is, instead of the first dual wheel 78 and the second dual wheel 80 for example, there is provide a single wheel replacing each of the first dual wheel 78 and the second dual wheel 80, by way of a non-limiting example.

[0031] By referring to each of Figure 1, Figure 2 and Figure 3, each of the pallets, in the case of Figure 1 (the first pallet 28 and the second pallet 30) and in the case of Figure 2, (each of the third pallet 58 and the fourth pallet 60, and the fifth pallet 66 and the sixth pallet 68) and in the case of Figure 3 (the seventh pallet 74 and the eight pallet 76) in all cases are each dimensioned about 1.2 M 3 . Further embodiments in each of Figure 1, Figure 2 and Figure 3 illustrate pallets that are stacked two (2) high. The person skilled in the art would further appreciate that each of the pallets are stacked laterally side by side on the floor 44 of Figure 2 and are therefore obscured from normal view. Therefore, in these preferred embodiments, the total maximum pallets constitute sixteen (16) pallets in length, and two (2) pallets stacked side-side in width and two (2) pallets stacked high, which results in the unique holding of sixty-four (64) pallets being a thirty-two (32) palleted space.

[0032] Now turning to Figure 4 is a bottom view of the trailer for a vehicle 100 according to a fourth preferred embodiment of the invention, illustrating the first axle group and second axle group. The trailer for a vehicle 100 discloses the first axle 118, a second axle 120, a third axle 122 and a fourth axle 124. The first axle group is defined by the combined first axle 118 and second axle 120. The first axle

118 supports a first dual wheel 110 and a first dual wheel 130, whereas the second axle 120 supports the second dual wheel 112 and a second dual wheel 132. Further, the third axle 122 supports the third dual wheel 114 and a third dual wheel 134, whilst the fourth axle 124 supports a fourth dual wheel 116 and a fourth dual wheel 136. The second axle group is defined by the combined third axle 122 and fourth axle 124. The term "axle groups" describes the combination of the first axle group and second axle group as described herein. It will be appreciated by the person skilled in the art that, the first axle 118 supports the first dual wheel 110 and first dual wheel 130, each of which are both moveable about the longitudinal axis and are steerable no lesser than a range of plus (+) or minus (-) 12° (twelve degrees) of steering articulation from its longitudinal axis. The steerable set of the first dual wheel 110 and the first dual wheel 130 about the first axle 118 or the steerable set of the fourth dual wheel 116 and the fourth dual wheel 136 about the fourth axle 124, each includes an effective automatic centring mechanism. In an alternative embodiment to Figure 4 (which is not illustrated nor numbered), there is provided a steerable set of a first single wheel (in place of the first dual wheel 110) and another first single wheel (in place of the first dual wheel 130) about the first axle 118 and a steerable set of a fourth single wheel (in place of the fourth dual wheel 116) and a fourth single wheel (in place of the fourth dual wheel 136) about the fourth axle 124 which includes an effective automatic centring mechanism. In this alternative embodiment, the second axle 120 and the third axle 122 also support single wheel arrangements.

[0033] The first axle 118 and the second axle 120 are spaced apart by a distance ranging from about 1550mm to about 1600 mm. The third axle 122 and the fourth axle 124 are spaced apart by a distance ranging from about 1550mm to about 1600 mm.

[0034] The second axle group is defined by the combined third axle 122 and fourth axle 124. The third axle 122 supports a third dual wheel 114 a third dual wheel 134, whereas the fourth axle 124 supports the fourth dual wheel 116 and fourth dual wheel 136. It will be appreciated by the person skilled in the art that the fourth axle 124 supports the fourth dual wheel of 116 and fourth dual wheel 136, each of which are both moveable about the longitudinal axis and are steerable no less than a range of plus (+) or minus (-) 12° (twelve degrees) of steering articulation from its longitudinal axis.

[0035] The first axle group and the second axle group are spaced apart such that the second axle 120 is separated from the third axle 122 by a distance greater than or equal to 2500mm, which provides the unique arrangement that assists providing the thirty-four (34) tonne weight bearing capacity.

[0036] In this preferred embodiment of Figure 4, the optimum distance between the second wall 126 of the fish tail rear end 128 and the median point between the second axle 120 and third axle 122 is 6050 mm maximum. Further, the optimum distance between the median point between the second axle 120 and the third axle 122 and an open end 129 of the payload chamber is 5140 mm maximum. The open end 129 is the notional end point of the payload chamber (not numbered in this Figure 4) in that there are no pallets stored within the fish tail rear end 128 in this Figure 4, even though pallets can be stored therein which is described further herein. Finally, the optimum distance between the median point between the first axle 118 and second axle 120 on the one hand and the median point between the third axle 122 and fourth axle 124 is a maximum of 4100mm.

[0037] The landing gear 106 and landing gear 108 provides the trailer for a vehicle 100 when not attached, nor interconnected nor coupled to the vehicle whether the truck or tractor (not illustrated in Figure 4) to maintain the trailer for a vehicle 100 in an upright position. The person skilled in the art would appreciate that the landing gear 106 and landing gear 108 is illustrated and operates as a pair. The landing gear 106 and landing gear 108 are both disposed below the payload chamber (not illustrated in full in Figure 4) and median toward the first wall 102. The landing gear 106 and landing gear 108 each include legs which can be raised and lowered to support the trailer for a vehicle 100 when it is uncoupled from the vehicle (not illustrated in Figure 4). Typical landing gear must be selectively and manually deployed by an operator or truck driver or tractor driver when required.

[0038] In this Figure 4, the second wall 126 is located at the opposite end from the first wall 102 of the trailer for a vehicle 100. The effective longitudinal length of the payload chamber (not illustrated as a whole in Figure 4 but in Figure 1 and Figure 2) is defined by the first wall 102 and the open end 129. The open end 129 is the notional end point of the payload chamber in that there are no pallets are carried within the fish tail rear end 128 in this Figure 4. In this preferred embodiment, the fishtail rear-end 128 is disclosed and functions in the manner described herein, by having no functional purpose to the payload chamber (not wholly illustrated in Figure 4 but in Figure 1 and Figure 2) other than providing the aerodynamic function of the trailer for a vehicle 100 to preserve fuel economy of the vehicle, by creating less drag from a low-pressure wake created from the second wall 126.

[0039] A coupling region 104 includes as a 'fifth wheel' or'turntable' assembly used in the art (not illustrated in Figure 4) whilst the trailer for a vehicle 100 includes a steel pin or the like, known as a'kingpin', for engaging (and interlocking with) the turntable (also not illustrated in Figure 4). In o n e e m b o d im e n t turntable includes a hitch plate having a throat with its open end facing rearwardly to receive the kingpin, and a locking mechanism (typically jaws) for locking the kingpin in the throat of the hitch plate. This arrangement provides the function to releasably couple and de-couple the trailer for a vehicle 100 from any vehicle (not illustrated in Figure 4). In use, the underside surface of the trailer for a vehicle 100 of the coupling region 104 (with the kingpin at the centre) rotates against the hitch plate of the turntable, which does not rotate (all not illustrated in Figure 4).

[0040] Finally turning to Figure 5, is a top perspective (and partial) cross sectional view of the trailer 150 for a vehicle according to a fifth preferred embodiment of the invention, illustrating the thirty-three (33) pallet space by not illustrating the roof 12 (of Figure 1) but illustrating the floor 16 (of Figure 1), which discloses a trailer for a vehicle 150 having a first wall 152 and a second wall 166, in this embodiment, defining a payload chamber 170. In this preferred embodiment, a ninth pallet 154 and a tenth pallet 156 are stacked side by side in a longitudinal fashion within the payload chamber 170, which in this embodiment forms part of the fish tail rear-end (not numbered in Figure 5). A first dual wheel 158, a second dual wheel 160, a third dual wheel 162 and a fourth dual wheel 164 (all of which are illustrated by broken lines in this Figure 5 to teach the person skilled in the art, that they are all hidden from normal top perspective view) are all positioned generally more toward the second wall 166 than the first wall 152. Figure 5 further teaches that the first dual wheel 158 is moveable and steerable no lesser than a range of plus (+) or minus (-) 12° (twelve degrees) of steering articulation from its longitudinal axis. The fourth dual wheel 164 is moveable and steerable no lesser than a range of plus (+) or minus (-) 12° (twelve degrees) of steering articulation from its longitudinal axis. The payload chamber 170 from the top perspective (and partially cross-sectional) view, illustrates the longitudinal and lateral space defined by the first wall 152 and second wall 166, that accommodates the ninth pallet 154 and the tenth pallet 156 being stacked side by side as an example.

[0041] It will be appreciated by the person skilled in the art that Figure 5 has a fishtail rear-end, which forms part of the second wall 166. In this embodiment, the first wall 152 and second wall 166 are both separated by a distance ranging from about 20,220 mm to about 19,340 mm. The payload chamber 170 has a cross sectional width of no greater than about 2600mm, that can suitably fit the ninth pallet 154 and tenth pallet 156 (for example, even if they were stacked laterally and side by side as opposed to being longitudinally stacked in Figure 5) as part of a thirty-three (33) pallet space. The unique payload chamber 170 further extends uniquely into a thirty-third (3 3 rd) pallet space, which is provided inside the fish tail rear-end holding the eleventh pallet 168. This thirty-third (3 3 rd) pallet space is unique within and located inside the fish tail rear-end, whilst providing its usual aerodynamic function as described above. Further, this thirty-third (3 3 rd) single pallet space hold pallets stacked two (2) high.

[0042] By referring to each of Figure 1, Figure 2 and Figure 3, each of the pallets, in the case of Figure 1 (the first pallet 28 and the second pallet 30) and in the case of Figure 2, (each of the third pallet 58 and the fourth pallet 60, and the fifth pallet 66 and the sixth pallet 68) and in the case of Figure 3 (the seventh pallet 74 and the eight pallet 76) in all cases are each dimensioned about 1.2 M 3 . Further embodiments in each of Figure 1, Figure 2 and Figure 3 illustrate pallets that are stacked two (2) high. The person skilled in the art would further appreciate that each of the pallets are stacked laterally side by side on the floor 44 of Figure 2 and are therefore obscured from normal view. Therefore, in these preferred embodiments, the total maximum pallets constitute sixteen (16) pallets in length, and two (2) pallets stacked side-side in width and two (2) pallets stacked high, which results in the unique holding of sixty-four (64) pallets being a thirty-two (32) palleted space. By referring to Figure 5, the thirty-three (33) pallet floor space, which includes the thirty -two (32) pallets stacked side by side and further stacked two (2) pallets high, plus the thirty-third (3 3 rd) pallet space, now results in a unique holding capacity of sixty-six (66) pallets.

[0043] Finally, this unique trailer for a vehicle 10, 40, 70, 100 and 150 that combines the first axle group and second axle group having the appropriately spaced apart second axle 120 and third axle 122 (when both referring to Figure 4) of a distance greater than or equal to 2500 mm provides the combined effect to provide a unique weight bearing capacity of up to and including thirty-four (34) tonne. That is, by having two (2) axle groups presented in the manner described herein on the trailer for a vehicle 10, 40, 70, 100 and 150 is unique. The trailer for a vehicle 10, 40, 70, 100 and 150 is a single trailer that reduces the side scrub forces necessary to carry thirty-four (34) tonnes by spreading the palleted load evenly within the trailer for a vehicle 10, 40, 70, 100 and 150, whilst providing for a maximum thirty-three (33) pallet space. The disclosure described herein is the best method of performing the invention.

[0044] One advantage of the trailer for a vehicle is that it can haul or tow a weight bearing capacity of thirty-four (34) tonne and comply with current National Heavy Vehicle Regulator (NHVR) and Performance-Based Standards Scheme

(PBS) regulations. This results in increased production and efficiency by hauling or towing greater loads more effectively and efficiently.

[0045] Another advantage of the trailer for a vehicle is that it can haul or tow the thirty-three (33) pallet space, whilst complying with the current National Heavy Vehicle Regulator (NHVR) and Performance-Based Standards Scheme (PBS) regulations.

[0046] Various alterations and/or additions may be made to the trailer for a vehicle 10, 40, 70, 100 and 150 hereinbefore described in this Specification, without departing from the spirit, ambit or scope of the invention.

[0047] Any discussion of documents, devices, acts or knowledge in this Specification is included to explain the context of the invention. It should not be taken as an admission that any such discussion of documents, devices, acts or knowledge forms a part of the prior art base or the common general knowledge in the relevant art, on or before the priority date of the disclosure herein.

[0048] The present Application is a Divisional Application of Australian Application No. 2017261466, the disclosures of which are all herein incorporated into this Specification by reference.

Claims

1. A trailer for a vehicle, the trailer including: a first axle group having a first axle and a second axle, a second axle group having a third axle and a fourth axle; wherein the first axle group and the second axle group are spaced apart such that the second axle is separated from the third axle by a distance greater than or equal to 2500mm; wherein in use, its weight bearing capacity ranges up to and including thirty-four (34) tonne.

2. The trailer according to claim 1, wherein the first axle and the second axle are spaced apart by a distance ranging from about 1550mm to about 1600 mm.

3. The trailer according to claim 1 or claim 2, wherein the third axle and the fourth axle are spaced apart by a distance ranging from about 1550mm to about 1600 mm.

4. The trailer according to any one of claim 1 to claim 3, wherein the first axle, the second axle, the third axle and the fourth axle each have a set of single or dual wheels.

5. The trailer according to claim 4, wherein the set of single or dual wheels of the first axle are steerable, no lesser than a range of plus (+) or minus (-) twelve degrees (12°) of steering articulation from its longitudinal axis.

32 36 30 12 34 28 1/4

26 24 14 22 20

18

16

Figure 1

66 68 62 64 60 58

57 47 2/4

56

42 44 46 48 50 52 54

Figure 2

74 76 78 80 82 84 88

72 86

90

Figure 3 3/4

100

118 120 122 124 104 106 110 112 114 116 128

12° 12°

102 126 129

108 130 132 134 136

Figure 4

154 156 158 160 162 164

168 4/4

152 166

170

Figure 5