WO2015113115A1 - Véhicule routier multi-articulé de transport de marchandises - Google Patents

Véhicule routier multi-articulé de transport de marchandises Download PDF

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Publication number
WO2015113115A1
WO2015113115A1 PCT/AU2015/000053 AU2015000053W WO2015113115A1 WO 2015113115 A1 WO2015113115 A1 WO 2015113115A1 AU 2015000053 W AU2015000053 W AU 2015000053W WO 2015113115 A1 WO2015113115 A1 WO 2015113115A1
Authority
WO
WIPO (PCT)
Prior art keywords
trailer
semi
vehicle
vehicle according
dolly
Prior art date
Application number
PCT/AU2015/000053
Other languages
English (en)
Inventor
Hans Prem
Kinh-Luan Viet Mai
Original Assignee
Mechanical System Dynamics Pty Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from AU2014900304A external-priority patent/AU2014900304A0/en
Application filed by Mechanical System Dynamics Pty Ltd filed Critical Mechanical System Dynamics Pty Ltd
Priority to AU2015213251A priority Critical patent/AU2015213251A1/en
Priority to NZ723875A priority patent/NZ723875B2/en
Publication of WO2015113115A1 publication Critical patent/WO2015113115A1/fr
Priority to ZA201606082A priority patent/ZA201606082B/en
Priority to AU2018202120A priority patent/AU2018202120A1/en
Priority to AU2019275568A priority patent/AU2019275568A1/en
Priority to AU2021261977A priority patent/AU2021261977B2/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D53/00—Tractor-trailer combinations; Road trains
    • B62D53/005—Combinations with at least three axles and comprising two or more articulated parts

Definitions

  • This invention concerns multi-articulated goods-carrying road vehicles. It is particularly concerned with such vehicles having lengths of around 20 to 26 metres and GCM of up to 85.5 tonnes.
  • Multi-articulated goods-carrying road vehicles are types of heavy goods combination vehicles and typically comprise either a rigid truck or prime mover and two or more semi-trailers with or without converter dollies.
  • a "heavy goods combination vehicle” is a heavy goods or road transport vehicle with at least one articulation point.
  • a "semi-trailer” is a towed vehicle unit of a heavy goods combination vehicle whose means of attachment to the preceding vehicle unit (a prime mover, another semi-trailer, or a converter dolly) results in some of its vertical load being imposed on said preceding unit through a tow coupling and whose rear is supported by a single axle or multiple axle set (tandem, tri or quad axle set) located towards the rear.
  • An "axle set” or “axle group” is either:
  • a "converter dolly” (also called a “dolly” or “forecarriage”) is a towed vehicle unit of a heavy goods combination vehicle whose tow coupling to the preceding vehicle unit (a rigid truck, a prime mover or another semi-trailer) results in little or none of its vertical load being imposed on said preceding vehicle unit through the tow coupling device (see below) and whose rear is supported by one or more single axles or a tandem or tri-axle set located at or near to the centre of the main load carrying area.
  • the main load bearing or carrying area of a converter dolly usually incorporates a tow coupling device (quick release fifth wheel coupling or ballrace turntable) so that the dolly may be mounted beneath the front of a semi-trailer body, thereby converting the semi-trailer into a "trailer".
  • a converter dolly is also known as a pivoting bogie, a dolly truck or a special truck.
  • a "trailer" in a heavy goods combination vehicle is a towed vehicle unit that can be either a semi-trailer, or a combination of a converter dolly plus a semi-trailer.
  • a "dog trailer” is a trailer with two axle groups of which the front axle group is steered by connection to the preceding vehicle unit by way of a drawbar assembly.
  • a "prime mover” is a vehicle unit of a heavy goods combination vehicle built to tow a semi-trailer or a converter dolly.
  • a "vehicle unit” is either a trailer, a semi-trailer, a converter dolly, or a motor vehicle.
  • a combination vehicle has a plurality of such vehicle units connected by an articulated coupling between each adjacent vehicle unit.
  • a “coupling” is a mechanical assembly which provides connection between one vehicle unit (the leading vehicle unit) and another vehicle unit (the trailing vehicle unit) immediately behind.
  • a “coupling assembly” is an assembly of one or more couplings which connect a drawbar assembly to a vehicle unit immediately in front.
  • a “fifth wheel coupling” or “fifth wheel assembly” provides a connection and means of articulation between a semi-trailer and the vehicle unit immediately ahead (the towing unit).
  • the coupling consists of a kingpin on the front of the semi-trailer, and a horseshoe-shaped component called a fifth wheel on the rear of the towing unit.
  • the kingpin When coupled the kingpin is free to rotate in the fifth wheel so providing articulation between the linked vehicle units.
  • the fifth wheel can tilt fore and aft on a horizontal pin thus providing for vertical angulation between linked vehicle units.
  • the fifth wheel is not free to tilt sideways thereby roll coupling the linked vehicle units. In practice there is some freeplay (or lash) in the connection allowing some sideways tilt under heavy sideways loads and usually evident only when the vehicle is close to rollover.
  • a “ballrace turntable” is a type of coupling used to provide articulation between a semi-trailer and the vehicle unit immediately ahead. In contrast to a fifth wheel coupling it essentially provides no vertical or sideways tilt between the vehicle units thereby attached.
  • a “drawbar assembly” is the portion of a dolly that connects the dolly's frame or chassis to the vehicle unit in front for towing purposes.
  • a “ringfeder” is a generic name (previously a trademark) commonly used worldwide to identify a type of automatic bolt coupling device (pin-type hitch/coupling) utilizing a swivelable cast bell portion with a horizontal opening and a machined pin which connects to a towing eye located on the front of a drawbar assembly.
  • the connection between the towing eye and the pin is a "rotationally free joint" equivalent to a ball joint.
  • the hitch point of a ringfeder coupling is at the longitudinal axis of the pin which engages with the towing eye of the drawbar.
  • the Gross Combination Mass (or GCM) of a combination vehicle is a value specified by the manufacturer as being the maximum of the sum of the maximum laden mass of the prime mover plus the sum of the Axle Loads of all other vehicle units in the combination vehicle.
  • the invention provides a combination vehicle for road transport of heavy goods, said vehicle comprising:
  • first semi-trailer comprising a first semi-trailer body adapted to carry goods and attached directly to the prime mover so as to be towed behind the prime mover
  • said trailer comprising:
  • said arrangement of three axles comprise one tandem axle set plus a second single axle set.
  • tandem axle set is preferably attached to said dolly frame
  • said second single axle set preferably attached to the rear of said second semitrailer.
  • said arrangement of three axles may comprise:
  • Said pivoting connection may comprise a quick release fifth wheel coupling or a ballrace turntable.
  • said arrangement of three axles comprises:
  • the dolly may be considered to be a trailer, comprising two axle groups of which the front axle group is steered by connection to the drawing vehicle.
  • said pivoting connection preferably comprises a quick release fifth wheel turntable for improved load sharing.
  • the tow coupling overhang at the rear of said first semi-trailer is no more than 950mm, more preferably no more than 750mm, and still more preferably no more than 650mm.
  • the rear of said prime mover has exactly two axle sets.
  • the vehicle has a gross combination mass in the range 48 to 65 tonnes.
  • the vehicle is particularly adapted for transportation of materials in bulk where the materials have a bulk density greater than 800 kg/m 3 .
  • the vehicle suits transportation of liquids in bulk, materials that flow (cement and other powders), quarry products, log load and timbers, or grain.
  • the vehicle is well adapted for transportation of ISO standard 20 foot shipping containers (skel type semi-trailers).
  • the vehicle is also well adapted for transportation of general freight in curtainsider (tautliner) type semitrailers.
  • Figure 1 is a side view of a first heavy goods combination vehicle in the prior art and identified in Australia as having an A-double configuration;
  • Figure 2 is a side view of a second heavy goods combination vehicle in the prior art and identified in Australia as having a B-double configuration;
  • Figure 3 is a side view of a third heavy goods combination vehicle in the prior art and identified in Australia as having a "mini B-double" configuration;
  • Figure 4 is a side view of a fourth vehicle known in the prior art and identified in Australia as having an A-double configuration
  • Figure 5 is a side view of a heavy goods combination vehicle according to a first embodiment of the present invention.
  • Figure 6 is a side view of a heavy goods combination vehicle according to a second embodiment of the present invention which is preferred to the first embodiment shown in Figure 5;
  • Figure 7 is a side view of a heavy goods combination vehicle according to a third embodiment of the present invention which is less preferred than the first embodiment shown in Figure 5;
  • Figure 8 is a side view of a vehicle outside the scope of the present invention
  • Figure 9 is an enlarged view of portion of Figure 4;
  • Figure 10 is an enlarged view of portion of Figure 5, which portion is the same as the corresponding portions of Figures 6 and 7.
  • the A-double combination vehicle 110 in Figure 1 is a road transport vehicle comprising a prime mover 112 to which is attached a front semi-trailer 114 followed by a trailer 116. It is shown carrying either two 40 foot ISO shipping containers, but these could alternatively be four 20 foot ISO shipping containers.
  • An A-double vehicle of this type can typically extend up to 36.5 metres in length and have a fully laden weight of up to 85.5 tonnes.
  • the prime mover 112 has a pair of steering wheels 122 and a double-axle (tandem) rear axle group 124 comprising a front axle set 128 and a rear axle set 130.
  • the front semi-trailer 114 has its front supported by the prime mover 112 by means of a quick release fifth wheel coupling 132 and its rear is supported by a tri-axle rear axle group 126.
  • the trailer 116 comprises a rear semi-trailer 118 plus a dolly 120 which supports the front of the rear semi-trailer.
  • the rear semi-trailer 118 and dolly 120 together form the trailer 116.
  • the rear of the rear semi-trailer 118 is supported by a tri-axle rear axle group 134.
  • the dolly 120 has eight road wheels on a tandem axle set 138 attached to the dolly frame 140.
  • the axles in the axle set 138 extend across the dolly frame in a direction transverse to the normal direction of travel of the vehicle.
  • the dolly frame 140 pivots around a vertical axis 135 relative to the rear semi-trailer 118 by means of a fifth wheel coupling 136.
  • the dolly frame 140 is attached to the front semi-trailer 114 by a drawbar assembly 142 attached by a ringfeder coupling 144 at a hitch point 146 on the rear of the front semi-trailer 114.
  • the B-double combination vehicle 210 in Figure 2 is a road transport vehicle comprising a prime mover 212 to which is attached a front semi-trailer 214 and a rear semi-trailer 218.
  • the prime mover 212 is the same as the prime mover 112 in Figure 1 and the rear semi-trailer 218 is the same as the rear semi-trailer 118 in Figure 1.
  • the rear of the front semi-trailer 214 carries a fifth wheel coupling 236 to which is directly coupled the front of the rear semi-trailer 218.
  • Such a configuration has the advantage of improved dynamic stability compared with the A-double in Figure 1 but with the disadvantage of a reduced turning ability in low speed turns, by way of a significantly larger swept path.
  • the B-double vehicle 210 has less axle sets than the A-double vehicle 110, the allowable gross mass of the combination vehicle is reduced.
  • a B-double vehicle of this type can extend up to 26 metres in length and have a fully laden weight of up to 68.5
  • FIG 3 shows a vehicle 310 having a so-called "mini B-double" configuration.
  • this configuration is used in lengths up to 20 metres because that is the maximum length allowed by the road authorities for "general access" to all roads.
  • the vehicle would typically gross up to 57.5 tonne fully laden on routes approved for higher mass limits axle group loads, but is significantly shorter than the B-double shown in Figure 2 in order to provide better low-speed turning characteristics and thus access to a wider range of roads and loading/unloading stations. It is therefore particularly adapted for loading in confined spaces such as when collecting bulk milk from dairy farms, or delivering liquid fuels to retail gasoline filling stations.
  • a prime mover 312 is attached to a front semi-trailer 314 and a rear semi-trailer 318 by respective fifth wheel couplings 332 and 336.
  • the prime mover 312 in Figure 3 is the same as the prime mover 212 in Figure 2 but the front semitrailer 314 has only a tandem axle group 326 supporting its rear, and the rear semitrailer 318 also has only a tandem axle group 334 supporting its rear.
  • the A-double combination vehicle 410 shown in Figure 4 has the same prime mover 412 and front semi-trailer 414 as the corresponding vehicle units in Figure 1, but vehicle 410 has a shortened rear trailer 416 (having a configuration which in Australia is referred to as a dog trailer). In Australia vehicles of this configuration would extend up to 26 metres in length.
  • the lower overall length of the vehicle 410 compared to vehicle 110 allows access to more roads because of its better low-speed manoeuvrability (lower swept path).
  • the front semi-trailer 414 has its rear supported by a tri-axle rear axle group 426.
  • the trailer 416 comprises a rear semi-trailer 418 plus a single-axle dolly 420 which supports the front of the rear semi-trailer.
  • the rear of the rear semi-trailer 418 is supported by a tandem rear axle group 434.
  • the dolly 420 has four road wheels on a single axle set 438 attached to the dolly frame 440.
  • the dolly frame 440 is attached to the front semi-trailer 414 by a drawbar assembly 442 attached by a ringfeder coupling 444 at a hitch point 446 on the rear of the front semi-trailer 414.
  • the A-double combination vehicle 510 in Figure 5 is a road transport vehicle comprising a prime mover 512 to which is attached a front semi-trailer 514 followed by a trailer 516. It is shown carrying two tanks 552 and 554 for transportation of liquid in bulk although many other load retention configurations (including two 20 foot containers) are feasible. It has a length of 20 metres and can gross up to 60.5 tonne fully laden when operating on approved routes at higher mass limits.
  • the prime mover 512 has a pair of steering wheels 522 and a double-axle (tandem) rear axle group 524 comprising a front axle set 528 and a rear axle set 530.
  • the front semi-trailer 514 has its front supported by the prime mover 512 by means of a quick release fifth wheel coupling 532 and its rear is supported by a single rear axle 526.
  • the trailer 516 comprises a rear semi-trailer 518 plus a dolly 520 which supports the front of the rear semi-trailer.
  • the rear of the rear semi-trailer 518 is supported by a single rear axle 534.
  • the dolly 520 has eight road wheels on a tandem axle set 538 attached to the dolly frame 540.
  • the two axles 539 and 541 in the tandem axle set 538 are in close proximity, being spaced at about 1400 mm measured wheel centre to wheel centre.
  • the dolly frame 540 pivots around a vertical axis 535 relative to the rear semi-trailer 518 by means of a ballrace turntable 536 or (less preferably) a quick release fifth wheel turntable.
  • the ballrace turntable option allows less lash freeplay than the fifth wheel coupling option, and thus improves rollover stability.
  • the dolly frame 540 is attached to the front semi-trailer 514 by a drawbar assembly 542 attached by a ringfeder coupling 544 at a hitch point 546 on the rear of the front semi-trailer 514.
  • axle sets are positioned in an unconventional manner beneath the trailer body.
  • the dolly 520 provides a tandem axle set 538 at the front of the trailer while the rear of the trailer has only a single axle rear axle group 524. This allows for a longer extreme axle measurement (distance from first axle to last axle) leading to better bridge loading and improved dynamic stability and manoeuvrability.
  • the tandem axle set would be on the rear and the single axle would be on the dolly as shown for the prior art in Figure 4. But that would only allow for a shorter extreme axle measurement leading to worse bridge loading, worse dynamic stability and worse manoeuvrability.
  • the configuration of the A-double vehicle 510 shown in Figure 5 has particularly good low speed turning characteristics together with good high speed dynamic stability and manoeuvrability. Such a combination in a vehicle of this size has not been achievable previously.
  • the vehicle 510 has such good low-speed turn characteristics that it is preferred to not use a self-steer axle for either of the axles on the dolly 520 because the self-steer axle would unnecessarily, though only slightly, reduce the rollover stability of the vehicle.
  • Another unusual feature of the vehicle 510 is that although the prime mover has a tandem rear axle group to provide the drive, the front semi-trailer 514 is supported at its rear by only a single axle set. This is an important feature which contributes substantially to the high speed dynamic stability and manoeuvrability of the vehicle. It makes possible a particularly short coupling rear overhang where the drawbar 542 is coupled to the front semi-trailer 514. An explanation is provided later in this specification with reference to Figures 9 and 10.
  • the A-double combination vehicle 610 in Figure 6 is a road transport vehicle comprising a prime mover 612 to which is attached a front semi-trailer 614 followed by a trailer 616. Like the embodiment in Figure 5 it has a length of 20 metres which is a length which allows wide access to the road system. But while the vehicle 510 has a maximum GCM of 60.5 tonnes when operating on approved routes in some States in Australia, the vehicle 610 can have a higher maximum GCM of 63.5 tonnes when operating on those same routes.
  • the prime mover 612 and the front semi-trailer 614 are the same as the corresponding vehicle units in Figure 5 except that the distance between the quick release fifth wheel coupling 632 and the rear axle 626 is increased slightly.
  • the trailer 616 comprises a rear semi-trailer 618 plus a dolly 620 which supports the front of the rear semi -trailer 618, and the rear of the rear semi-trailer 618 is supported by a single rear axle 634. But the trailer 616 differs significantly from the trailer 516 in Figure 5.
  • the dolly 620 has eight road wheels on two single axles 639 and 641 attached to the dolly frame 640 and the two axles 639 and 641 are substantially further apart than the corresponding axles in Figure 5, axles 639 and 641 being spaced at 2010 mm measured wheel centre to wheel centre.
  • the distance between the single axles 639 and 641 is therefore greater than the 2000 mm minimum distance prescribed by regulations as sufficient for them to be considered separate single axle sets for the purpose of calculating acceptable loads on road pavements to be used by the vehicle.
  • the configuration of the dolly 620 also allows for a longer extreme axle measurement (distance from first axle to last axle) for the trailer, leading to better bridge loading and improved dynamic stability and manoeuvrability.
  • the dolly frame 640 is somewhat longer than the corresponding dolly frame 540 in Figure 5 and pivots around a vertical axis 635 relative to the rear semi-trailer 518 by means of a quick release fifth wheel coupling. Compared with a ballrace turntable the fifth wheel coupling allows more vertical angulation (fore/aft) at that articulation which is desirable with the more widely spaced axles 639 and 641 to provide for appropriate load sharing.
  • the dolly frame 640 is attached to the front semi-trailer 614 by a drawbar assembly 642 attached by a ringfeder coupling 644 at a hitch point 646 on the rear of the front semi-trailer 614.
  • the drawbar 642 is attached to the dolly frame 640 by a hinge 643 which permits the drawbar 642 to swing vertically.
  • axles on the trailer 616 are positioned in an even more unconventional manner than the corresponding axles in Figure 5. Not only are there, unusually, two axles at the front of the trailer and only a single axle at the rear, but the two axles on the dolly are unusually widely spaced.
  • the trailing axle 641 on the dolly 620 is a self-steer axle. Compared to a conventional (non self-steer) axle this provides an advantage at low speed in improving the swept path during turns and helping to reduce tyre scrub.
  • the leading axle 639 on the dolly 620 is a conventional axle.
  • the trailing axle 641 could alternatively be a conventional axle if it was desired to avoid the complexity of a self- steer axle, but there would be an increase in tyre scrubbing and a reduction in the swept path performance at low speed turns.
  • GCM gross combination mass
  • each dolly has a single ringfeder coupling connected at the centre of the rear of the front semi-trailer and some distance rearward of the centre of the rear axle group. That distance is commonly referred to as the "coupling rear overhang".
  • the hitch point moves laterally in a direction opposite to that of the turn. This causes the dolly to initially be steered and turn and move in a direction opposite the intended turn direction.
  • the tow coupling point moves in the direction of the turn causing the dolly frame to be steered in the desired turn direction.
  • the coupling rear overhang (shown as dimension D4 in Figure 9) is the horizontal distance between the centre 456 of the tri-axle group 426 and the hitch point 446.
  • the coupling rear overhang D4 would be in the order of 2000 to 3000 mm.
  • the coupling rear overhang (shown as D5 in Figure 10) is the much smaller horizontal distance between the centre 556 of the single axle 526 and the hitch point 546.
  • the coupling rear overhang D5 is 600 mm.
  • the coupling rear overhang at the rear of the front semi-trailers of the vehicles 610 and 710 is also 600 mm.
  • the A-double combination vehicle 710 shown in Figure 7 shares most of the structural characteristics of the vehicles 510 and 610 in Figures 5 and 6 respectively.
  • the most significant difference is that the trailer 716 has its axles the "conventional" way around, namely with a single axle 738 on the dolly 720 and a tandem axle set 734 at the rear of the trailer 718.
  • Computer modelling shows that this configuration may not perform as well as the vehicle 510 in Figure 5 because the wheelbases are shorter and a GCM of about 60.5 tonnes is not achievable because of the shorter extreme axle measurement.
  • the combination vehicle 810 in Figure 8 is outside the scope of this invention. It has the same number of axles as the vehicles in Figures 5, 6 and 7 but they are distributed differently. One of the rear axles on the prime mover 812 has been deleted and replaced by an additional axle on the dolly 820. Dynamic modelling shows the vehicle exhibits shortcomings in traction because it has only a single drive axle set 824 whereas the embodiments in Figures 5, 6 and 7 have a tandem rear axle group on the prime mover.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)

Abstract

L'invention concerne un véhicule combiné pour transport routier de marchandises lourdes. Le véhicule comporte : - un élément moteur à l'avant, - une première semi-remorque comportant un premier corps de semi-remorque attaché directement à l'élément moteur et - une remorque attachée pour être remorquée derrière la première semi-remorque. La remorque comporte : - un deuxième corps de semi-remorque, - un diabolo monté sous la partie avant du deuxième corps de semi-remorque et ayant un châssis de diabolo raccordé au deuxième corps de semi-remorque par un raccord pivotant, et - un ensemble timon d'attelage raccordant le châssis de diabolo à la partie arrière de la première semi-remorque. La partie arrière de la première semi-remorque est supportée uniquement par un premier ensemble à essieu simple, et la remorque est supportée par un agencement d'exactement trois essieux.
PCT/AU2015/000053 2014-02-02 2015-02-02 Véhicule routier multi-articulé de transport de marchandises WO2015113115A1 (fr)

Priority Applications (6)

Application Number Priority Date Filing Date Title
AU2015213251A AU2015213251A1 (en) 2014-02-02 2015-02-02 Multi-articulated goods-carrying road vehicle
NZ723875A NZ723875B2 (en) 2015-02-02 Multi-articulated goods-carrying road vehicle
ZA201606082A ZA201606082B (en) 2014-02-02 2016-09-01 Multi-articulated goods-carrying road vehicle
AU2018202120A AU2018202120A1 (en) 2014-02-02 2018-03-24 Multi-articulated goods-carrying road vehicle
AU2019275568A AU2019275568A1 (en) 2014-02-02 2019-12-03 Multi-Articulated Goods-Carrying Road Vehicle
AU2021261977A AU2021261977B2 (en) 2014-02-02 2021-11-05 Multi-Articulated Goods-carrying Road Vehicle

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AU2014900304A AU2014900304A0 (en) 2014-02-02 Multi-articulated Goods-carrying Road Vehicle
AU2014900304 2014-02-02

Related Child Applications (2)

Application Number Title Priority Date Filing Date
US15/507,602 A-371-Of-International US10316526B2 (en) 2014-08-29 2015-08-31 Vertical joint system for a surface covering panel
US16/392,931 Continuation US10982449B2 (en) 2014-08-29 2019-04-24 Vertical joint system for a surface covering panel

Publications (1)

Publication Number Publication Date
WO2015113115A1 true WO2015113115A1 (fr) 2015-08-06

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/AU2015/000053 WO2015113115A1 (fr) 2014-02-02 2015-02-02 Véhicule routier multi-articulé de transport de marchandises

Country Status (3)

Country Link
AU (4) AU2015213251A1 (fr)
WO (1) WO2015113115A1 (fr)
ZA (1) ZA201606082B (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105799786A (zh) * 2016-05-06 2016-07-27 新兴能源装备股份有限公司 一种捆绑式高压气体长管运输半挂车用底盘

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114670935B (zh) * 2022-04-14 2024-03-12 中国煤炭科工集团太原研究院有限公司 一种可快速拆解的支架搬运车

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3004772A (en) * 1959-05-18 1961-10-17 Strick Trailers Tandem axle semi-trailer convertible to single axle semi-trailers and vice versa
US4262920A (en) * 1978-08-09 1981-04-21 Truck Safety Systems, Inc. Steering stabilizer
US7093682B2 (en) * 1998-10-14 2006-08-22 Cooper James W Multi-combination vehicle incorporating a power trailer
WO2013044328A1 (fr) * 2011-09-30 2013-04-04 Mechanical System Dynamics Pty Ltd Système de direction pour remorques

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3484852A (en) * 1967-11-13 1969-12-16 Pacific Car & Foundry Co Dual-purpose single-axle wheeled vehicle for use in tractor-trailer rigs
US4740007A (en) * 1987-03-04 1988-04-26 Lutz David E Truck semi-trailer and full trailer combination in which the semi-trailer and the full trailer can be locked together for backing

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3004772A (en) * 1959-05-18 1961-10-17 Strick Trailers Tandem axle semi-trailer convertible to single axle semi-trailers and vice versa
US4262920A (en) * 1978-08-09 1981-04-21 Truck Safety Systems, Inc. Steering stabilizer
US7093682B2 (en) * 1998-10-14 2006-08-22 Cooper James W Multi-combination vehicle incorporating a power trailer
WO2013044328A1 (fr) * 2011-09-30 2013-04-04 Mechanical System Dynamics Pty Ltd Système de direction pour remorques

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105799786A (zh) * 2016-05-06 2016-07-27 新兴能源装备股份有限公司 一种捆绑式高压气体长管运输半挂车用底盘

Also Published As

Publication number Publication date
AU2018202120A1 (en) 2018-04-19
AU2015213251A1 (en) 2016-09-22
AU2021261977A1 (en) 2021-12-02
AU2021261977B2 (en) 2023-11-09
ZA201606082B (en) 2019-11-27
NZ723875A (en) 2023-08-25
AU2019275568A1 (en) 2020-01-02

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