TW201930106A - Transport apparatus - Google Patents

Abstract

A trailer for hauling a load, the trailer comprising a first dolly having at least one axle, the first dolly configured to be pivotable relative to the trailer a drawbar connected to the first dolly to connect to a towing vehicle, a second dolly having at least one axle, the second dolly configured to be pivotable relative to the trailer; and a telescoping stinger connecting the first dolly and the second dolly, configured to cause the second dolly to pivot depending on pivoting of the first dolly.

Description

Transportation Equipment

The present invention relates to a steerable trailer and a tank for transporting a movable substance including a fluid.

Tanks are used on trucks and trailers to transport liquids such as milk and gasoline. A particular problem is that the liquid in these tanks "shakes" in the tank and causes instability, which creates a safety problem. Liquid sloshing can negatively affect the directional dynamics and safety of trucks and trailers.

Truck trailers (especially long trailers) are sometimes difficult to travel on tortuous and / or narrow roads. This increases transportation costs (increased tire wear, maintenance, and / or fuel costs), and if you must use a larger number of small vehicles or use alternative roads that lead to less tortuous paths that increase the distance involved Inefficient.

The present invention can provide an improved steerable trailer and a container for transporting fluids, or at least a useful option for the public or industry.

According to an exemplary embodiment, a tank for transporting a liquid is provided, the tank comprising:
A tank for receiving a liquid; and at least one plate in the tank, the at least one plate being rotatable from a first position and a second position, wherein the tank of the first position is a single chamber and the second position connects the The tank is divided into a first sub-chamber and a second sub-chamber.

Preferably, when the level of liquid in the tank is raised to the position of the plate in the second position, at least one plate is moved from the first position to the second position.

Preferably, at least one plate is moved from the second position to the first position when the liquid level in the tank drops to a level just above the position of the plate in the second position.

Preferably, at least one plate is movable by a mechanical level detection mechanism.

Alternatively, at least one board can be moved by the controller.

Preferably, the controller is operable to move at least one plate to a first position or a second position (regardless of the level of the fluid).

Preferably, at least one plate in the second position substantially seals the tank into two sub-chambers.

Preferably, at least one of the plates has a rotation axis parallel to the elongated axis of the tank.

Preferably, the first sub-chamber is 25% to 45% of the tank volume.

More preferably, the volume of the first sub-chamber is 30% to 40% of the volume of the tank.

Even more preferably, the volume of the first sub-chamber is about 1/3 of the tank volume.

Preferably, the tank is mounted on a trailer.

Alternatively, the tank is mounted on a truck chassis.

Preferably, the can is a milk can.

Preferably, the can is cleanable when at least one plate is in the first position.

Preferably, at least one plate is two plates.

According to another example embodiment, a trailer for hauling cargo is provided, the trailer comprising:
A first cart having at least one axle, the first cart configured to be pivotable relative to the trailer;
A tow bar, which is connected to the first vehicle to connect to the tow vehicle;
A second trolley, the second trolley having at least one axle, the second trolley configured to be pivotable relative to the trailer; and a telescopic stowage rack, the telescopic stowage rack connecting the first trolley and the second trolley, wherein The pivoting of the first cart pivots the second cart.

Preferably, the second vehicle has a locked configuration and an unlocked configuration, in which the second vehicle is not pivotable and in the unlocked configuration, the second vehicle is pivotable.

Preferably, the locking configuration is speed controlled.

Preferably, the locking is initiated at 60 km / hr.

Preferably, the locking configuration is initiated by the controller.

Preferably, the locking mechanism is a plurality of pins.

Preferably, the cargo is a tank.

Preferably, the can is a milk can.

Alternatively, the cargo is an elongated object.

Alternatively, the cargo is a container.

Alternatively, the cargo is at least one log.

Alternatively, the cargo is at least one utility pole.

Preferably, the first car is a front desk car.

Preferably, the second vehicle is a background vehicle.

Preferably, the first cart has at least two axles.

Preferably, the second trolley has at least two axles.

Alternatively, the second cart has at least three axles.

Preferably, the tractor is the prime mover.

Alternatively, the tractor is a tractor.

Alternatively, the tractor is an intermediate trailer.

Preferably, the intermediate trailer has a second pivotable front desk car, a second pivotable backstage car, and a second telescopic stowage rack connecting the second pivotable front desk car and the second pivotable backstage car, wherein the second The pivoting of the pivotable front vehicle causes the second pivotable background vehicle to pivot.

Preferably, the trailer has a chassis to which the cargo is fixed, the front end of the first car facing the chassis is pivotably connected to the chassis, and the back end of the back car is connected to the chassis.

Preferably, the cargo does not overhang or cantilever significantly on the first or second cart.

According to another example embodiment, a trailer for hauling cargo is provided, the trailer comprising:
A chassis that holds the cargo, the chassis having a front end and a rear end;
A front vehicle having at least one wheel set, the front vehicle having a front end and a rear end coaxial with the front end and the rear end of the chassis;
A front bracket installed on the front desk car, the front bracket can be pivotally connected to the chassis toward the front end of the chassis;
A tow bar connected to the front end of the front car, the tow bar connecting the trailer to the tow car;
A backstage vehicle having at least one wheel set, the backstage vehicle having a front end and a rear end coaxial with the front end and the rear end of the chassis;
An articulated and telescopic stowage rack that connects the rear end of the front car and the front end of the back car; and a rear bracket installed on the back car, the rear support is connected to the chassis toward the rear end, the stand With a locked configuration and an unlocked configuration, the bracket in the locked configuration is fixedly connected to the chassis to move in unison therewith, and the bracket in the unlocked configuration is rotatably connected to the chassis, wherein in the unlocked configuration The hinge of the front car causes a steering effect on the back car.

According to another example embodiment, a trailer for hauling cargo is provided, the trailer comprising:
A cargo holding chassis having a front end and a rear end;
A front desk car having at least one wheel set, the front desk car having a front end and a rear end coaxial with the front end and the rear end of the chassis, the front desk car being pivotally connected to the chassis toward the front end of the chassis;
A tow bar connected to the front end of the front car, the tow bar connecting the trailer to the tow car;
Backstage vehicle having at least one wheel set, the backstage vehicle having front and rear ends coaxial with the front and rear ends of the chassis, the backstage vehicle connected to the chassis toward the rear end, the backstage vehicle having the backstage vehicle fixedly connected to The chassis is in a locked configuration moving in unison with it and the unlocked configuration in which the backstage car is rotatably connected to the chassis; and an articulated and telescopic stowage rack that connects the rear end of the front car and the The front end of the backstage vehicle, where the hinge of the frontstage vehicle causes a steering effect on the backstage vehicle in an unlocked configuration.

It is recognized that the terms "including" and "comprising" may have an exclusive or inclusive meaning in different jurisdictions. For the purposes of this specification, unless otherwise stated, these terms are intended to have an inclusive meaning; that is, these terms will be considered to include the listed elements directly referenced and may also include other unspecified elements or elements.

Citation of any document in this specification does not constitute an admission that such document is prior art; references to any document in this specification can be effectively combined with other documents or references to any document in this specification constitute a general Part of knowledge.

When the liquid is transported inside the tank by truck and the tank is not full, the liquid will shake (move) around the truck / trailer when turning, accelerating, and / or braking. Sloshing can lead to instability during cornering or braking, which may cause the driver to have to slow down more than originally needed; or, in the worst case, this instability may lead to jack-knifing and accidents. The system according to the first embodiment can minimize the influence of liquid sloshing, thereby improving the safety of the truck / trailer.

1a to 1e, a tank 100 for receiving a liquid is shown. The tank 100 in the embodiment shown in FIGS. 1 a and 1 b has a substantially oval cross section (but any other suitable cross section can be used) and is located on the vehicle chassis 102.

The tank 100 includes two plates 104 that pivot on a pivot 106. The first plate 104a is pivoted on a first pivot 106a, and the second plate 104b is pivoted on a second pivot 106b. The plate 104 has a rotation axis substantially parallel to the longitudinal axis of the tank 100. The plate 104 is pivoted between a first open position (shown by a dotted line) and a second closed position (shown by a solid line). In the first (open) position, the plate 104 is positioned substantially vertically, and in the second (closed) position, the plate 104 is positioned substantially horizontally.

As shown in FIG. 1 b, the plate 104 extends along the length of the tank 100. Therefore, in the first open position, the tank 100 is a single chamber, and the second closed position divides the tank 100 into a first sub-chamber 150 below the plate 104 and a second sub-chamber 160 above the plate 104.

The plate 104 seals the inside of the tank 100 so that the contents of the tank 100 cannot freely pass through the partition. The plate can be sealed due to friction or the use of a suitable seal (such as rubber or plastic). When the plate 104 is in the second substantially vertical position, the liquid in the tank 100 flows freely into any portion of the tank 100.

This system minimizes the sloshing effect of the liquid in the tank 100 by dividing the tank 100 into two chambers (once there is enough liquid to fill the first sub-chamber 150), thereby fixing the liquid in the first sub-chamber 150 and eliminate any shaking effects of this liquid volume.

As shown in FIG. 1c, the volume of the liquid 170 in the tank 100 is small, and any sloshing is minimal.

As shown in FIG. 1d, when the liquid level of the liquid 170 is at the level of the plate 104, the plate 104 seals the liquid 170 in the bottom sub-chamber 150 so that the liquid 170 cannot shake. Since there is little or no liquid 170 in the top chamber 160, the amount of sloshing will be minimal.

When more liquid is added as shown in FIG. 1e, the volume of liquid in the tank 100 is higher than the level of the plate 104 in the closed position. The plate seals some of the liquid 170 in the bottom sub-chamber 150 so that the liquid 170 in the sub-chamber 150 cannot shake. Since the volume of the liquid 170 in the top chamber 160 is small, the amount of sloshing will be minimal.
board

In the described embodiment, two plates 104 are shown, but it is contemplated that in other embodiments, more or fewer plates may be included. For example, a single plate can be pivoted on one side of the tank to move between open and closed positions. In other embodiments, additional plates may be included that divide the tank into three or more sub-chambers. Furthermore, it is envisaged that in other embodiments a single plate extending along the length of the tank 100 may be two or more plates, the connection between the plates being sealed in a second position.
Closed plate

When the contents of the tank 100 completely fill the first chamber 150, the plate 104 is closed. This minimizes the fluid in the tank 100 that is affected by acceleration, which is generated by the movement of the tank when the fluid in the first chamber 150 is substantially contained by the plate 104.

The plate 104 may be manually movable, may be moved by a mechanical level detection mechanism, or may be moved by a controller. The controller is operable to lock the plate 104 in the first position or the second position (regardless of the level of the fluid). The plate 104 may be moved by hydraulic or electric actuators or other suitable devices.
Pivot

In the embodiment shown, each plate 104 is mounted on two pivots 106 inside the tank, each pivot being parallel to the longitudinal axis of the tank 100. Each pivot 106 includes a mount at the front end of the tank and another mount at the rear end of the tank; however, additional pivots may be included. Two plates 104 are mounted on the same horizontal plane inside the tank 100, and each plate 104 has a size covering half of the horizontal width of the tank 100 at the height of the plate 104 in the tank 100. Alternatively, as described above, a plate covering the horizontal width of the can 100 at the height of the plate 104 in the can 100 may be used.
Board position

Closed position: In the embodiment shown, the plate 104 is installed at a certain height in one embodiment so that when the plate 104 is closed, the volume of the first chamber 150 is less than half of the total volume of the tank 100. The plate 104 may be located within a tank 100 such as the first sub-chamber 150 (whose volume is between 25% and 45% of the volume of the tank 100). In other embodiments, the first sub-chamber 150 has 30% to 40% of the volume of the tank 100; in another embodiment, the first sub-chamber 150 has about 1/3 of the volume of the tank 100.

Open position: In the illustrated embodiment, in the open position of the plates 104, the plates 104 are against each other and are substantially upright. However, other locations that can easily access the bottom of the tank 100 to clean the tank 100 may be used.
Use Cases

One or more embodiments may prove useful in any application that transports any movable substance, especially in applications where the volume of substance in a tank varies over time. The tank can be mounted on a trailer or truck chassis for transportation by a vehicle. Depending on the substance, different storage containers can be used. In other embodiments, the tank may be installed in a container for transportation via road, rail or sea.

In the case where the amount of liquid in the tank increases during the pickup route, when the liquid level of the liquid in the tank rises above the position of the plate 104 when closed, the plate 104 can be moved from the open position to the closed position. For example, in a milk tanker that collects milk from different positions until the tank 100 is filled, when the level of milk in the tank 100 reaches the level of the pivot 106, the plate 104 can be moved from the open position to the closed position.

In the case where the amount of liquid in the tank 100 decreases during the transportation operation, when the liquid level in the tank 100 drops to a level just above the position of the plate 104 in the second position, the plate 104 moves from the closed position to the open position. For example, in a fuel transport container that transports fuel to different locations, when the fuel level in the tank 100 drops below the level of the pivot 106, the plate 104 can be moved from the closed position to the open position.
Advantage

Therefore, a fuel transportation container having improved safety is provided. Multiple sub-chambers are formed in a single container, and liquid cannot easily move between the chambers when the plate 104 is closed. When the plate is closed to form the lower container 150, the liquid under the plate 104 cannot shake; therefore, the stability of the transportation vehicle is enhanced. Cleaning the tank 100 is simplified in the open position (since the open position provides an unobstructed access to the bottom of the tank 100).
Trailer equipment

According to a second embodiment, a trailer is provided having improved steering capability. Tanker trailers often have large turning radii due to their large size, making it difficult (or even impossible) to drive on tortuous and / or narrow roads. The second embodiment provides a tank truck trailer that reduces the turning radius of the tank truck trailer. Although described with reference to a tanker truck, this trailer design is equally applicable to other large and long cargoes.

In fact, with the relative increase in horsepower to weight ratio of this tractor, other trailers can be connected to form a further configuration that maintains performance dynamics.

The second embodiment is applicable to a single tire shaft. However, this configuration is very limited in terms of cargo carrying capacity and may be subject to regulatory restrictions (depending on jurisdiction). For most applications, a multi-axis cart is preferred.

The connection point of the tractor to the trailer and subsequent trailers is connected by a simple trailer ball. This connection is called a free joint connector, which allows the trailer to move at any straight angle with respect to the horizontal or vertical axis of the trailer ball connector.

At the point of connection, a force called vibration is generated and increases with speed and cargo.

The larger number of trailers increased the number of free joints in the overall configuration, so the increased vibration and increased speed caused the trailer to start swaying in all directions (zooming backwards), ultimately leading to an effect known as knotting . In some applications, knotting may be unwanted.

The second embodiment avoids free connection points anywhere in its design, and instead uses a loop feeder connector, which allows operating a multi-trailer configuration at a safe speed relative to cargo capacity and conditions.

Referring to FIGS. 2 to 9, a trailer 201 is shown having two dependently steerable carts connected by a retractable pivot connection, and the trailer 201 can follow the track of the tractor 203 more closely. Therefore, the second embodiment increases the range of roads on which truck trailers can be used.

The trailer 201 is towed by a tow bar 206 connected to a tractor 203 and includes a chassis 212 that carries a tank. The trailer 201 includes a first cart 210 including a set of axles 270. The first cart 210 is pivotably connected to the chassis 212. The first car 210 when the vehicle is towed in the forward direction is the front car. The front end of the first vehicle 210 facing the chassis 212 is connected to the chassis 212, and the chassis 212 is connected to the tractor 203 via a tow bar 206. The trailer 201 also includes a second vehicle 220, which includes a shaft 260. The second vehicle 220 is a back-end vehicle when the vehicle is towed in a backward direction. The second cart 220 is connected toward the rear end of the chassis 212. The second cart 220 can also be pivotally connected to the chassis 212.

In the illustrated embodiment, the front car 210 has two shafts 270 and the back car 220 has three shafts 260, but the present invention is not limited in this aspect. Any suitable number of axles may be provided on the front and rear carts, the any suitable number of axles including one, two, or three axles on any cart.

In a conventional trailer, the first vehicle 210 can be rotated around the chassis 212 allowing it to steer by a tow arm connected to the tow vehicle 203. The second cart 220 is fixed with respect to the chassis, so the wheels connected to the second cart 220 rotate with the rest of the trailer 201.

However, in the second embodiment, both the first cart 210 and the second cart 220 are rotatable. The first cart 210 is pivotably connected to the second cart 220 by a stinger 250.

The cradle 250 connecting the first cart 210 and the second cart 220 rotates the second (rear) cart 220 by the rotational movement of the first cart 210. The stowage rack 250 is connected to steer the backstage car 220 in the opposite direction to the front stage car 210, so that the trailer 201 rotates at a smaller radius than the turning radius when the backstage car 210 is not pivotable. The stinger 250 is rigidly connected to the rear of the first cart 210. A telescopic (extendable) arm 255 connects the stinger 250 to the front of the second cart 220. The connector 258 pivotally connects the stinger 250 to the telescopic arm 255. The connecting piece 258 connects the first and second carts 210 and 220 so that when the first (front) cart 210 is turned in one direction, the connecting piece 258 turns the second (rear) cart 220 in the opposite direction, thereby reducing Steering ring of trailer 201.

In FIG. 5 a, both the first cart 210 and the second cart 220 are aligned with the chassis 212. In FIGS. 5b to 5h, the first cart 210 is rotated to a gradually larger degree. The graphical progress shows that when the rotation angle of the first cart 210 increases, 1) the rotation of the associated second (rear) cart 220 increases in the opposite direction to the rotation of the first cart 220 and 2) the length of the telescopic arm 255 increase. Therefore, the rotation of the second (rear) trolley 220 is reversed and proportional to the rotation of the first (front) trolley 210.

The stinger 250 is made of two high-strength steel plates, and these two high-strength steel plates are fixed on both sides of the front trolley chassis rail with high-strength 20mm bolts. A 20 mm thick cross plate was welded between the side floor plates to fit a heavy circular feeder receiver. The stinger is a 150mm x 25mm high-strength steel box section. The stinger is about 0.5 to 3 m long, for example the stinger can be 1 m long. Depending on the height of the front cart chassis rail, the stinger 250 may be tilted downward to provide a relatively flat range of motion for the telescopic arm 255.

The telescopic arm 255 is a high-strength steel with a box-shaped cross section of 134 mm × 15 mm. The telescopic boom 255 can be telescopic between a length of 2m to 7m (for example, between 2.5m and 5m), depending on the application requirements and the length of the trailer.

The connection 258 is a traction eye connector or a traction ring feeder housed in a 150 mm × 25 mm high-strength steel in the box-shaped portion of the stinger 250.

Alternatively, FIGS. 7a and 7b show an exemplary pivot connection 258, which is a cast iron tow ball 259 that may be on a cast iron ball seat 257 lined with a Teflon bushing 253 Pivot inside.

In order to avoid any significant weight of the cargo hanging on the trolley (causing knots), it is desirable to place the front trolley as close to the front of the trailer as possible and the rear trolley as close to the rear of the trailer as possible. For a trailer that is approximately 8 meters long (as shown in Figure 2), the cart may be located 5.5m from the center to the center, the front cart center is 1.250m from the front of the trailer and the rear cart center is 1.935m from the rear of the trailer.

Each cart includes multiple axles, each axle having four high-impact steel embedded tires, which have high-impact airbag components. This reduces potential failures under extreme conditions and enables the design to significantly reduce tire roll and side impact. More axles reduce road wear. For example, the trailer 201 may use a high-tension stiffness airbag, an SL9 axle with disc brakes, and double-sided tires on either side, each tire carrying 8 stud heavy rims on the trailing arm attachment. The tires can be Goodyear Steel Belt 22R. These tires can be steel belt walls for high impact tire sliding and resistance.

The telescopic stowage frame allows the trailer to follow the towing path of the tractor to significantly reduce off-tracking, wheel towing and tire rolling without affecting its normal sweep path (SP).

Enabling the angle of forward rotation temporarily increases the width of the trailer, thereby increasing its stability or static rollover threshold (SRT), while reducing the dynamic load transfer rate (DLTR) against tire roll and sideways rolls that occur during speed curves and road inclination Effect of lateral forces.

Trailer carts cannot ride on each other as both carts are connected to a chassis equipped with a movable heavy-duty ball turret, which is designed to absorb adverse forces under extreme road conditions and temperatures. The two carts are limited in rotation by the tractor-controlled circular-feeder connector via a triangular rod connected to the pin of the front cart and then transferred to the rear of the front cart equipped with a controlled circular-feeder , As a direct forward transfer of controlled activation to turn the rear cart in the opposite direction to the front cart.

Cargo placement in a truck trailer configuration is a key factor where a 60/40 percentage ratio (depending on the application requirements) can be used, with 60% of the cargo placed on the tractor and 40% on the trailer.

Trailer with straight arms will have 40% of the total allocated by the axle ratio, which is more than 15% of the front cart and 25% of the rear cart. This equates to 75% of the cargo in front of the trailer center and eliminates the ability of the rear cart to cross the front cart.

Referring to FIG. 6, an arrow F shows a moving direction of the trailer 201 toward the tractor 203. Point E shows the connection position when the tractor and trailer are aligned. Arrow A indicates the direction of connection travel when the two vehicles turn to the right, and arrow B indicates the direction of connection travel when the vehicles turn to the left. When the connection moves in direction A beyond point C, the telescopic boom begins to stretch. Similarly, when the connection moves beyond the point D in the direction B, the telescopic arm begins to stretch.

The cargo carried by the trailer 201 may be any suitable cargo. Examples include, but are not limited to, cans, milk cans, containers, goods, or other elongated objects such as logs or telephone poles. The tractor 203 may be a prime mover, a tractor, an intermediate trailer, or any other suitable vehicle. In one embodiment, the trailer may not have a chassis, but each of the trolleys 210 and 220 may have a bracket and / or a pillar that can secure goods, where the goods serve as a chassis (such as a logging trailer). The cart is pivotable relative to the stand.

An additional trailer using a telescopic stowage rack may be connected to the rear of the trailer 201. Tie bars for additional trailers may be connected to the chassis 212 or to a second cart 220.
locking

The second vehicle 220 may (depending on application requirements) have a locked configuration and an unlocked configuration, in which the second vehicle 220 (relative to the chassis) is not pivotable and the unlocked configuration in which the second vehicle 220 may (relative to the chassis) ) Pivot. In the unlocked configuration, the pivoting of the first cart 210 causes the second cart 220 to pivot.

Improving low-speed turning performance generally has a negative impact on high-speed dynamic performance. At high speed, if the second (rear) trolley 220 is unlocked and therefore pivotable, in a multi-axle trolley configuration, the rear axle of the trolley can exceed the steering capability of the first axle of the trolley, resulting in the opposite of the entire axle Specific wheel scratches, anchor breaks and side pull tires. However, by locking the second car during high speed, safety and high speed dynamic performance can be maintained.

The rotation of the second car 220 can be prevented, and the second car 220 is automatically locked at a speed. The locked configuration may be speed controlled and activated at a specific speed threshold. For example, the lock threshold may be set to 60 km / h, so that when the vehicle speed exceeds 60 km / h, the rotation of the second vehicle 220 relative to the chassis 212 is automatically locked.

Alternatively, the preset position may be that the second (rear) trolley 220 is locked, with the unlocked mechanism actively operating at a lower speed. Any system failure will cause the steering to be locked, which will ensure vehicle safety.

Any suitable mechanism may be used to lock the second cart 220 relative to the chassis 212. Figures 8 and 9 show examples of locking mechanisms that include a locking pin 806 that pivots between an unlocked position and a locked position and is locked in a groove 804 of the chassis 102, the unlocked The pin 806 in the position is substantially horizontal and the pin 806 in the locked position is substantially vertical. The rack 250 can also be locked. Only when the second car 220 is coaxially aligned with the chassis 212 (for example, in the "straight" position) will the lock be activated. Locking and unlocking of the pin 806 can be controlled by the controller.
Test result

The tank design (applied to dairy tanks) with or without locking the second car was tested, and the results are shown in Table 1:
Table 1 Overall performance evaluation of Grove dairy tanks with or without trailer steering
Table 1

In both cases, low-speed cornering performance is clearly better than the minimum acceptable level. The steering mechanism results in a significant gain while reducing the off-track of a low-speed turn of 0.58m. The high-speed dynamic performance of the trailer 201 with the second embodiment of steering is adversely affected by backward amplification beyond limit 2 and the dynamic load transfer rate exceeding its limit of 0.6. These two quantities were measured during a 1.46m lane change operation at 88km / h.

Perform the same 1.46m lane change at a short distance at 60km / h, so that the peak-to-peak lateral acceleration remains unchanged; the results shown in Table 2 are obtained. Therefore, the efficiency of the tractor 203 and the trailer 201 is at an acceptable level at 60 km / h.
Table 2 High-speed dynamic performance of 60km / h with or without trailer steering
Table 2

Table 3 below shows performance evaluations based on various measurements of the tractor 203 and the trailer 201 with and without the second (rear) trolley 220 steering lock.

table 3

The results in Table 3 indicate that with the second vehicle 220 steering locked, the tractor 203 and the trailer 201 have satisfactory performance for all performance measures analyzed. In the case where the steering of the second vehicle 220 is not locked, the tractor 2013 and the trailer 201 have enhanced low-speed turning performance, but at the cost of unsatisfactory high-speed dynamic performance. With the second car 220 turning locked, the high-speed dynamic performance of 60 km / h proved to be satisfactory.

Although the present invention has been illustrated by the description of the embodiments of the present invention and the embodiments have been described in detail, the intention of the applicant is not to limit or in any way limit the details of the scope of the attached patent application. Those of ordinary skill in the art will readily think of other advantages and modifications. Therefore, the invention in its broader aspects is not limited to the specific details, representative devices, methods, and illustrative examples shown and described. Accordingly, these details may be changed without departing from the spirit or scope of the applicant's general inventive concept.

100‧‧‧ cans

102‧‧‧Chassis

104‧‧‧board

104a‧‧‧First board

104b‧‧‧Second board

106‧‧‧ Pivot

106a‧‧‧first pivot

106b‧‧‧Second Pivot

170‧‧‧ liquid

201‧‧‧ Trailer

203‧‧‧Tractor

206‧‧‧Towbar

210‧‧‧ the first car

212‧‧‧Chassis

220‧‧‧The second car

250‧‧‧Shelf

253‧‧‧ Teflon bushing

255‧‧‧ Telescopic Arm

257‧‧‧cast iron ball seat

258‧‧‧Connector

259‧‧‧cast iron towed ball

260‧‧‧axis

270‧‧‧axis

804‧‧‧Groove

806‧‧‧pin

The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the invention and, together with the general description of the invention described above and the detailed description of the embodiments described below, serve to explain the principles of the invention ,among them:

Figure 1a is a cross-sectional end view of a container according to a first embodiment;

Figure 1b is a cross-sectional side view of the container of Figure 1a;

Figure 1c is a cross-sectional end view of the tank;

Figure 1d is another cross-sectional end view of the tank;

Figure 1e is another cross-sectional end view of the tank;

FIG 2 is a side view of a tractor and trailer of the second embodiment;

Figure 3 is a perspective view of a trailer;

Figure 4 is another perspective view of the trailer of Figure 3;

Figures 5a to 5h in a different angular positioning of the steering bottom view of the trailer;

Figure 6 is a diagram showing the movement of a connection;

Figure 7a is a detailed view of the connection;

Figure 7b is a side view of the connection of Figure 7a;

Figure 8 is a locking mechanism; and

Figure 9 shows another locking mechanism.

Domestic storage information (please note in order of storage organization, date, and number)
no

Information on foreign deposits (please note according to the order of the country, institution, date, and number)
no

Claims (17)

A trailer for hauling a cargo, the trailer includes: A first cart, the first cart having at least one axle, and the first cart configured to be pivotable relative to the trailer; A tow bar, the tow bar is connected to the first car to be connected to a tow car; A second cart having at least one axle, and the second cart is configured to be pivotable relative to the trailer; and A telescopic stowage rack that connects the first car and the second car and is configured to cause the second car to pivot according to the pivot of the first car. The trailer according to claim 1, wherein the trailer has a chassis to which the cargo is fixed, the first vehicle is pivotally connected to the chassis toward a front end of the chassis, and the backstage vehicle faces the chassis A rear end is pivotally connected to the chassis. The trailer according to claim 2, wherein the cargo or the chassis has no overhang or cantilever on the first or second vehicle. The trailer according to claim 2, wherein the first vehicle pivots around a point between 10% and 20% of the length of the trailer from the foremost part of the chassis. The trailer according to claim 2, wherein the first vehicle pivots around a point of about 15% of the length of the trailer from the foremost part of the chassis. The trailer according to claim 2, wherein the second vehicle pivots around a point between 20% and 40% of the length of the trailer from the last part of the chassis. The trailer according to claim 2, wherein the second vehicle pivots about a point of about 30% of the length of the trailer from the last part of the chassis. The trailer according to any one of the preceding claims, wherein the second vehicle has a locked configuration in which the second vehicle is not pivotable and an unlocked configuration in which the second vehicle is pivotable. The trailer according to claim 1, wherein the cargo is a can, a milk can, an elongated object, a container, at least one log or at least one telephone pole. The trailer according to claim 1, wherein the first vehicle has two axles. The trailer according to claim 1, wherein the second vehicle has at least two axles or at least three axles. The trailer according to claim 1, wherein the tractor is a prime mover or a tractor. The trailer of claim 1, wherein the tractor is an intermediate trailer. A trailer for hauling a cargo, the trailer includes: A chassis holding the cargo, the chassis having a front end and a rear end; A front desk vehicle having at least one wheel set, the front desk vehicle having a front end and a rear end coaxial with the front end of the chassis and the rear end of the chassis; A front bracket, which is mounted on the front desk car and is pivotably connected to the chassis toward the front end of the chassis; A tow bar connected to the front end of the front car, the tow bar connecting the trailer to a tow car; A backstage vehicle having at least one wheel set, and the backstage vehicle having a front end and a rear end coaxial with the front end of the chassis and the rear end of the chassis; An articulated and telescopic stowage rack that connects the rear end of the front car and the front end of the back car; and A rear bracket mounted on the backstage vehicle, the bracket connected to the chassis toward the rear end, the bracket having a locking configuration in which the bracket is fixedly connected to the chassis to move in unison therewith, and the bracket therein An unlocked configuration rotatably connected to the chassis, wherein in the unlocked configuration, the hinge of the front car causes a steering effect on the back car. A trailer for hauling a cargo, the trailer includes: A chassis to which the cargo is fixed, the chassis having a front end and a rear end; A front desk vehicle having at least one wheel set, the front desk vehicle having a front end and a rear end coaxial with the front end of the chassis and the rear end of the chassis, and the front desk vehicle may face toward the front end of the chassis. Pivotally connected to the chassis; A tow bar connected to the front end of the front car, the tow bar connecting the trailer to a tow car; A backstage vehicle having at least one wheel set, and the backstage vehicle has a front end and a backend coaxial with the front end of the chassis and the back end of the chassis, and the backstage vehicle is connected to the chassis toward the rear end The back car has a locked configuration in which the back car is fixedly connected to the chassis to move in unison therewith, and an unlocked configuration in which the back car is rotatably connected to the chassis; and An articulated and telescopic stowage rack that connects the rear end of the front car with the front end of the back car, wherein in the unlocked configuration, the hinge of the front car is on the back car Causes a turning effect. A tank for transporting liquids comprising: A tank for receiving liquids; and At least one plate in the tank, the at least one plate is rotatable from a first position and a second position, wherein the tank in the first position is a single chamber and the second position divides the tank into a first A sub-chamber and a second sub-chamber. A trailer for hauling a cargo, the trailer includes: A first cart having at least one axle; A tow bar, the tow bar is connected to the first vehicle to connect a tow vehicle; A second cart having at least one axle, the second cart having a locked configuration in which the second cart is not pivotable and an unlocked configuration in which the second cart is pivotable; and A telescopic stowage rack that connects the first car and the second car, wherein the pivoting of the first car in the unlocked configuration pivots the second car.