GB2420331A - Intermodal trailer - Google Patents

Abstract

An intermodal road trailer <B>2</B> with a body mainly within the space envelope of a container with means of retention on a rail pocket wagon <B>24</B> by four lower container castings <B>5</B> and <B>11</B>, and means of lifting by four upper container castings <B>4</B>. Trailer suspension <B>3</B> being outside the container envelope and latched to the trailer body so that only the lower corner castings provide means of support when the trailer is transported by rail.

Description

INTERMODAL TRAILER

This invention relates to a road semi-trailer that can be transported by rail.

Transport of intermodal trailers is well known particularly on mainland Europe where trailers are loaded vertically into special pocket wagons. The trailers are fitted with two transverse beams in the underframe with pockets in the outer ends for lifting purposes.

The terminal lifting equipment requires four long grappler arms to locate into the trailer pockets. The wagon requires wheel scotches for longitudinal trailer retention and a fully adjustable dummy fifth wheel to locate the front of the trailer. The large internal pocket of the wagon accommodates the trailer wheels, suspension, landing legs and sideguards. Modem trailers with air suspension have the suspension deflated to optimise the rail loading height.

Great Britain is particularly disadvantaged in the rail transport of intermodal trailers because the rail structure gauge is smaller resulting in lower trailers and narrower more restricted wagons. The equipment that does exist is often uneconomic to operate.

There are several disadvantages with the existing equipment. Trailers often share intermodal terminals with the more common container or swap body. These units are top lifted using corner castings in the top surface matching the castings in the lower surface used for retention on the wagon or trailer chassis. Although the modem container/swap is typically 45 feet! 13.6 metre long, the lift and location centres have remained at 40 feet. Lifting of trailers requires the lifting system to be fitted with hanging grappler arms which is not as safe or as fast as top lift with motonsed twist locks. The feet of the grappler arms can foul the sides of the wagon pocket, particularly with recent trailers which use small wheels and very low frames.

These new mega trailers' which would be particularly advantageous in Great Bntain, can not be carried in existing wagons because the grappler arms foul the wagon or the fifth wheel can not be set low enough.

The existing trailer retention is also disadvantaged because of lateral loading allowance and vertical kinematic bounce on the tyres. Dummy fifth wheels with extensive vertical and longitudinal adjustment take up important vertical space and are expensive and complicated to operate.

According to the present invention there is provided an intermodal trailer comprising a trailer body mainly within the space envelope of a container or swap body, means of retention on a rail wagon by lower corner castings and means of lifting by upper corner castings both at typical 40 foot container centres. Very small trailer wheels are used and air suspension that when deflated on the ground latches to the trailer underfmme. When lifted onto a rail wagon conventional top lift container equipment is used, the small trailer wheels and suspension are latched to the underside and the trailer located on the existing spigots or twist locks on the pocket wagon. The four corner castings on the trailer and the fixtures on the wagon locate the trailer in the vertical, longitudinal and lateral planes the same as a container or swap body. Lack of a dummy fifth wheel optimises the vertical dimensions in the rail gauge. The pocket in the wagon accommodates the trailer suspension and under fittings in the normal way but wheel scotches are not required and the wheels do not load the wagon floor. Registration and codification of the trailer is similar to a swap body, there being no additional kinematic movements or load paths in the rail mode through the trailer suspension.

A specific embodiment of the invention will now be described by way of example with reference to the accompanying drawings in which: Fig I shows intermodal trailer attached to a tractor unit in the road mode.

Fig 2 shows intermodal trailer prepared for lifting with deflated and latched suspension.

Fig 3a shows adjustable lower front corner castings and alternative adapter transom.

Fig 3b shows section top corner of typical intermodal trailer illustrating detail at top lift position.

Fig 4 shows intermodal trailer lifted into rail pocket wagon.

Referring to the drawings: an intermodal trailer with small wheels and a body mainly within the space envelope of a large container or swap body. The trailer can be top lifted into a rail pocket wagon: the trailer only located on four spigots or twist locks. The trailer suspension is latched to the trailer frame before lifting and combined with lack of fifth wheel on the wagon optimises vertical loading space.

Fig I illustrates road tractor unit with small wheels 1. lntermodal trailer 2, comprising suspension with small wheels 3, top lifting pints 4, bottom rear location 5, optional grappler lifting points 6, side guards 7, landing legs 8, internal posts or body strengthening 9, underrun protection 10, bottom front location corner castings 11, in the raised position.

Fig 2 illustrates intermodal trailer 2 prepared for lifting, comprising suspension 3 in deflated condition automatically latched to trailer body, landing legs 8, bottom front location in lowered position 11, top lifting points 4, overhead lifting equipment 12 set at foot centres, overhead lifting equipment twistlocks 13, bottom rear location 5, internal posts or body strengthening 9, and underrun protection 10 in raised position.

Fig 3a illustrates adjustable lower front corner castings 11 in the lowered position, trailer kingpin 14 clear of the container/swap space envelope 15, and scrap view of spigots on rail wagon 26, alternative adaptor transom with aperture for wagon spigots 18, spigots 19 and corresponding alternative lower corner castings in trailer 20.

Another alternative would allow the trailer lower body to follow the space envelope 15, the front corner casting 11 integrated into the trailer structure (like the rear location 5) and the trailer kingpin 14 accommodated in the wagon body or adjusted to provide clearance.

Fig 3b illustrates top corner section of typical curtain side trailer at lifting position illustrating top lifting points (corner castings) 4, overhead lifting equipment (part view) 12, over head lifting equipment twistlocks 13. Side posts 9 and rollers 21 are coincidental with lift positions. Top post and curtain tracks 22 with curtains 23. A dry van body would be simpler with sliding post and curtain tracks omitted and posts becoming body strengthening sections.

Fig 4 illustrates trailer 2 positioned in rail pocket wagon 24, comprising wagon pocket 25, spigots (or twistlocks) 26 typically for locating containers/swaps and rail suspension system 27. Trailer parts comprise suspension with small wheels 3 latched to trailer frame, trailer bottom front Location 11 and bottom rear location 5 positioned on wagon spigots 26. The trailer is only located on the four spigots 26 (similar to a container/swap) and the trailer wheels 3 do not load the wagon pocket floor 25. Also illustrated is the overhead lifting equipment 12.

The example mainly illustrates an intermodal trailer with transfer from road to rail by a common top lift container system. If the wagon design or rail gauge permits, the advantages of bottom location can be retained and the trailer fitted with conventional trailer grappler lifting points as illustrated in Fig I item 6.

The example mainly illustrates an intermodal trailer within a container/swap space envelope, Fig 3a item 15, for the benefit of space efficiency, location and codification. In the mid lower part of the trailer this envelope is exceeded for trailer suspension, landing legs, side protection and trailer frame if required.

The example illustrates a trailer and tractor unit with small wheels to optimise the rail gauge. Larger wheels could be used if required.

The example illustrates a trailer with a full size curtain side or dry van construction. Any trailer body type could be used.

The example illustrates trailer bodies of a typical 13.8 metre or 45 feet overall length both using 40 foot lifting and lower location centres. The space envelope and registration can recognise differences in front and rear overhangs of these body types.

The example illustrates trailer bodies of a typical 13.8 metre or 45 feet overall length.

Trailer swing radius calculations can allow extra body details or attachments such as reefer units.

The example illustrates a profile of 13.8 metre swap! 45 feet container, 9ft 8in high, which on a typical 825 mm reference plane wagon could operate in the U.K. Network Rail W9 structure gauge. Other body dimensions and rail gauges could be used.

Claims (10)

1. An intermodal road trailer with a body mainly within the space envelope of a container with means of retention on a rail pocket wagon by four lower container castings and means of lifting by four upper container castings. Trailer suspension being outside the container space envelope and latched to the trailer body so that only the lower corner castings provide means of support when the trailer is transported by rail.

2. A trailer as claimed in Claim 1 wherein the suspension is air operated and when deflated latches to the trailer chassis.

3. A trailer as claimed in Claim 1 wherein any wheel size can be utilised particularly the smallest available to optimise the trailer body size.

4. A trailer as claimed in Claim 1 wherein the body is mainly within the spare envelope of a 45 foot container or 13.6 m swap body but any standard modular size can be used.

5. A trailer as claimed in Claim 1 wherein any body type can be used.

6. A trailer as claimed in Claim 1 when a curtainside body can be used and fitted with sliding posts that coincide with the top and bottom corner castings during lifting to aid body strength.

7. A trailer as claimed in Claim 1 wherein conventional grappler arm lifting points on the trailer frame are also fitted.

8. A trailer as claimed in Claim 1 wherein the front lower corner casting can be adjusted vertically to provide clearance to the trailer king pin.

9. A trailer as claimed in Claim 1 wherein the front lower corner casting are adjusted vertically as Claim 8 or permanently set in a higher position and an adaptor transom is provided on the wagon.

10. A trailer substantially as herein described above and illustrated in the accompanying drawings.

10. A trailer substantially as herein described above and illustrated in the accompanying drawings.

Amendments to the claims have been filed as follows

1. An intermodal road trailer with a body mainly within the space envelope of a container with means of retention on a rail pocket wagon by four lower container castings at I.S.O.

centres and means of lifting by four coincidental upper container castings. Trailer suspension being outside the container space envelope and latched up to the trailer body so that only the lower corner castings provide means of support when the trailer is transported by rail, the trailer wheels being clear of the rail body. A trailer that is fitted with small wheels and together with suspension that is latched to the underframe and, by means of top lifting, can be lowered deep inside a rail pocket wagon, with lower than standard support spigots, thus providing the maximum possible trailer body height.

2. A trailer as claimed in Claim 1 wherein the suspension is air operated and when deflated latches to the trailer chassis.

3. A trailer as claimed in Claim 1 wherein any wheel size can be utilised particularly the smallest available to optimise the trailer body size.

4. A trailer as claimed in Claim 1 wherein the body is mainly within the space envelope of a 45 foot container or 13.6 m swap body but any standard modular size can be used.

5. A trailer as claimed in Claim 1 wherein any body type can be used. /0

6. A trailer as claimed in Claim 1 when a curtainside body can be used and fitted with sliding posts that coincide with the top and bottom corner castings during lifting to aid body strength.

7. A trailer as claimed in Claim 1 wherein conventional grappler arm lifting points on the trailer frame are also fitted.

8. A trailer as claimed in Claim 1 wherein the front lower corner casting can be adjusted vertically to provide clearance to the trailer king pin.

9. A trailer as claimed in Claim 1 wherein the front lower corner casting are adjusted vertically as Claim 8 or permanently set in a higher position and an adaptor transom is provided on the wagon.