WO2017037683A1

WO2017037683A1 - Freight trailer

Info

Publication number: WO2017037683A1
Application number: PCT/IB2016/055299
Authority: WO
Inventors: Werner Wilhelm KASK
Original assignee: The Trustees For The Time Being Of The Werner Kask Familietrust
Priority date: 2015-09-04
Filing date: 2016-09-05
Publication date: 2017-03-09
Also published as: ZA201802131B

Abstract

The invention relates to a freight trailer (10) which includes a wheeled chassis (12) carrying a first loading deck (14) and a frame (16) carrying a second loading deck (18). The frame (16) and chassis (12) are movable with respect to one another between a first, haulage configuration and a second, towing configuration in which the frame (16) and chassis (12) are moved apart so as to receive a load on the second loading deck (16). The trailer (10) may include two towage connections, the first towage connection (38) being arranged to connect the trailer (10) to a first vehicle and the second towage connection (40.1, 40.2) being arranged to connect the trailer (10) to a second vehicle. The first towage connection (38) may be in the form of a fifth wheel coupling. The second towage connection (40.1, 40.2) may be in the form of a hitching arrangement having complementary shaped hitching formations which are engageable with one another to connect the trailers (10) to one another when engaged.

Description

FREIGHT TRAILER

BACKGROUND TO THE INVENTION

This invention relates to a freight trailer. In particular, but not exclusively, the invention relates to a collapsible freight trailer and a method of transporting a truck including a horse and trailer combination.

A person familiar with the freight industry will know that the haulage of empty trailers contributes to a significant portion of the costs associates with the transportation of freight. This problem is exacerbated in countries where freight is predominantly transported on the road using trucks. Typically, a truck is loaded with goods at the point of origin, unloaded at the point of delivery and driven back to the point of origin to be reloaded. As a result, the truck is empty on the return trip back to its point of origin. This is obviously not ideal as operational costs are incurred while hauling an empty trailer. In most instances it is simply not possible to carry any load on the return trip as a way of mitigating the losses. In many instances any one freight company has a fleet of trucks transporting freight along the same route. Although it has been suggested in the past, as a possible solution to reduce operational costs, to tow one of the trucks on the return trip using another truck in the same fleet, this is not a feasible solution. Not also does the towing of one truck by another pose a significant danger to both drivers of the trucks and other road users but it is also in many jurisdictions prohibited by law. Statutory restrictions place stringent limitations on allowable practices within the freight industry. For example, the statutory restrictions in many jurisdictions specifically prohibit the towing of one truck by another. Also, the number of vehicles that may be combined in any one horse-trailer combination and the length of such combination are generally limited by legislation. The word "vehicle" is used to denote both powered and non-powered vehicles and, accordingly, include both horses and carriages. For example, according to South African law, the number of vehicles in any horse-carriage combination is limited to three. Therefore, large freight trucks typically include a horse and two trailers which are hitched to one another. According to present, local legislation the combined length of this three vehicle combination has to be less than 22m. In addition to the statutory restrictions already mentioned any possible solution to the problem discussed above should also adhere to other statutory requirements, such as the restrictions on the allowable weight on each axle.

It is an object of this invention to alleviate at least some of the problems experienced in the freight industry and in particular in respect of the haulage of empty trailers on return trips.

It is a further object of this invention to provide a freight trailer that will be a useful alternative to existing trailers being used in the freight industry. SUMMARY OF THE INVENTION

In accordance with a first aspect of the invention there is provided a freight trailer including a wheeled chassis carrying a first loading deck and a frame carrying a second loading deck, wherein the frame and chassis are movable with respect to one another between a first, haulage configuration and a second, towing configuration in which the frame and chassis are moved apart so as to receive a load on the second loading deck.

When in the first haulage configuration, the trailer may typically be capable of carrying a load on the first loading deck (in conventional fashion). When in the second, towing configuration, the trailer may typically be capable of carrying a load on both the the first loading deck and the second loading deck.

In the preferred embodiment of the invention the trailer includes two towage connections, the first towage connection being arranged to connect the trailer to a first vehicle and the second towage connection being arranged to connect the trailer to a second vehicle. For example, the first vehicle may be a horse of a truck and the second vehicle may be another trailer, preferably a trailer in accordance with the first aspect of the invention.

The first towage connection may be in the form of a fifth wheel coupling.

The second towage connection may be in the form of a hitching arrangement having complementary shaped hitching formations which are engageable with one another to connect the trailers to one another when engaged. One hitching formation is preferably carried on the frame while the complementary shaped connecting formation is preferably carried at an end of the trailer which is, in use, its rear end, thereby allowing the frame of one trailer to be connected to the rear of another trailer.

The hitching formation carried at the rear end of the trailer may be mounted movably on the chassis. The hitching formation may be movable between a first, transport position and a second, hitching position, preferably hydraulically.

In one embodiment of the trailer the hitching arrangement is in the form of a ball and socket hitch, for example, wherein the ball is carried at the rear end of the trailer and the socket is carried by the frame.

The frame may be movably connected to the chassis by means of a linkage. The linkage may be pivotally connected to the chassis in order to allow the frame and chassis to pivot relative to one another when moving them between the first, haulage configuration and the second, towing configuration. A first part of the linkage may be pivotally connected to the chassis and a second part of the linkage, which is spaced from the first part, may be pivotally connected to the frame.

The frame may include two sub-sections, namely a first sub-section and a second sub-section, which are movably, preferably pivotally, connected to one another, i.e. so that the frame is collapsible by moving the two subsections relative to one another. The two sub-sections may be pivotally connected to one another, e.g. in order to allow the frame and chassis to pivot relative to one another when moving them between the first, haulage carrying configuration and the second, towing configuration. Alternatively, the two sub-sections may be movably connected to one another such that the two sub-sections are movable relative to each other along an axis which extends from a front of the trailer to a rear thereof (i.e. longitudinally along the length of the trailer). The two sub-sections may be extendable and retractable relative to each other in a telescopic fashion. In the preferred embodiment the one subsection is connected to the chassis while the other subsection carries one of the hitching formations of the second towage connection.

The trailer may include a support for supporting the chassis when the frame and chassis are in the second, haulage configuration. The support may span between the chassis and frame, and in particular between the first and second loading decks so as to keep them spaced apart.

The support may be pivotally connected to the chassis. More specifically, the support may be pivotable relative to the chassis between an inoperative position and an operative position in which it spans between the first and second loading decks so as to keep them spaced apart. The support may include two support members which are displaceable relative to one another in a telescopic fashion.

The trailer may include collapsible front and rear sections, which preferably form part of the first loading deck.

In accordance with a second aspect of the invention there is provided a method of transporting a truck having a powered vehicle and a freight trailer, wherein the method includes:

disconnecting the powered vehicle from the trailer;

configuring the trailer to define a space between a first loading deck and a second loading deck;

receiving the powered vehicle in the space between the loading decks;

connecting the trailer carrying the powered vehicle to a separate vehicle; and

towing the trailer carrying the powered vehicle using the separate vehicle.

The trailer is preferably a trailer in accordance with the first aspect of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will now be described in more detail, by way of example only, with reference to the accompanying drawings in which: Figure 1 shows a side view of a freight trailer in accordance with the invention in use connected to a truck horse;

Figures 2 to 12 show different stages of a method of transporting a truck in accordance with the invention;

Figure 13 shows a side view of another embodiment of a freight trailer in accordance with the invention in use connected to a truck horse;

Figure 14 shows a side view of two of the freight trailers shown in

Figure 13 and two truck horses, which are connected to each other for transportation purposes; and

Figures 15a-g show different stages of another method of transporting a truck in accordance with the invention, by utilising two freight trailers shown in Figure 13.

DESCRIPTION OF THE ILLUSTRATED EMBODIMENT

Referring to the drawings, in which like numerals indicate like features, a non-limiting example of a freight trailer in accordance with the invention is generally indicated by reference numeral 10.

In Figure 1 , a truck 100, including a horse 102 and a freight trailer 10 in accordance with the invention, are shown connected to one another. The trailer 10 is configurable between a first, haulage configuration and a second, towing configuration. These two configurations are clearly visible in Figure 12 in which two trailers 10 in accordance with the invention are illustrated. In Figure 12, the first trailer is indicated by the reference sign 10.1 while the second trailer is indicated by the reference sign 10.2. The first trailer 10.1 is shown in the first, haulage configuration while the second trailer 10.2 is shown in the second, towing configuration. The two trailers 10.1 and 10.2 are identical to one another and are merely shown in two different configurations. More about the configurations is said below. Returning to Figure 1 it can be seen that the trailer 10.1 is towed by a vehicle in the form of the horse 102 of a truck 00. Although it is envisaged that the trailer 10 in accordance with the invention would find particular application in the freight industry, it should be understood that the invention is not limited to this particular use. It is envisaged that the configurable trailer 10 could be used in other applications.

The trailer 10 includes a wheeled chassis 12 carrying a first loading deck 14. Connected to the chassis 12 is a frame 16 carrying a second loading deck 18 when the trailer is in the towing configuration. The frame 16 is connected movably to the chassis 12 so that the frame and chassis are movable between the first, haulage configuration and the second, towing configuration. More specifically, the frame and chassis are movable between the first, haulage configuration and the second, towing configuration by hydraulic means. As shown in the drawings, and in particular Figures 8 to 12, in the second, towing configuration of the frame 16 and chassis 12 define a space 20 between them. To ensure that this space 20 is large enough to receive the horse 102, the frame 16 is connected to the chassis 12 by means of a linkage 22. One end of the linkage 22 is connected to the frame 16 while the other end is connected to the chassis 12. It should therefore be clear that the linkage 22 is pivotaily connected to both the chassis 12 and the frame 16.

The frame 16 and linkage 22 are detachably connectable to the chassis 12 of the trailer 10. In other words, the frame 16 together with the linkage 22 can be removed or detached completely from the chassis 12. It should be understood that the trailer 10, when the frame 16 is detached from the chassis 12, can be used as a standard trailer having a single loading deck 14.

The trailer 10 further includes a support 24 which spans between the first and second loading decks 14, 18 so as to maintain the space 20 between them when the trailer is in its towing configuration. In other words, the support 24 acts as securing means to secure the chassis 12 relative to the frame 16, and accordingly the first deck 14 relative to the second deck 18, when the trailer is in its second, towing configuration. It is however envisaged that instead of being connected between the chassis 12 and the frame 16, the support 24 could, in use, span between the chassis 12, in particular the first loading deck 14, and the horse 102 located on the second loading deck 18. From the above description it should be clear that the function of the support 24 is to maintain the relative position between the loading decks 14 and 18 when the trailer is in the towing configuration.

The support 24 is collapsible onto or into the frame 16 so that it can be moved into a storage position, in which it extends substantially along the frame. The support 24 is illustrated in this storage position in the frame 16 of the trailer 10 in Figure 1. It should be understood that the support 24 is held in this stored position when configuring the trailer between its haulage and towing configurations. It is also envisaged that the support 24 will be held captive in this stored position by the top loading deck 14 when the trailer is in its haulage configuration.

When configuring the trailer 10 between its haulage and towing configurations the frame 16 is also configured between a collapsed configuration and an extended configuration. These two configurations are also shown in Figure 12. To allow the frame 16 to be collapsible it includes two subsections 26.1 and 26.2 which are movably connected to one another. In the illustrated embodiment of the trailer 10, the subsections 26.1 and 26.2 of the frame 16 are connected to one another by means of a pivot pin 28 about which pivot relative to one another to move between their collapsed and extended positions. As shown in Figure 1 , when the trailer 10 is in its haulage configuration the subsection 26.1 of the frame is pivoted relative to the subsection 26.2 so that the frame is in its collapsed configuration. When the trailer 10 is in its towing configuration the subsection 26.1 of the frame extends substantially in line with the subsection 26.2 so that the frame is in its extended configuration. In this extended configuration the two subsections 26.1 and 26.2 create the second loading deck 18 on which the horse 102 is to be received. From the above description it should be understood that the collapsible frame 16 also allows the longitudinal length of the trailer 10 to be adjusted. This is an important consideration in view of statutory restrictions placed on the allowable overall length of any truck and trailer combination.

To allow for further adjustment of the length of the trailer 10 the front and rear sections of the first loading deck 14 are collapsible. In the accompanying drawings the front section is indicated by the reference numeral 30 and the rear section is indicated by the numeral 32. The front section 30 pivots about a pivot axis 34, running perpendicular to the longitudinal length of the first loading deck 14, so that it pivots back onto the loading deck when moving it into its collapsed position. Similarly, the rear section 32 pivots about a pivot axis 36, running perpendicular to the longitudinal length of the first loading deck 14, back onto the first loading deck 14 when moving it into its collapsed position. It should be understood that by moving the front and rear sections 30, 32 into their collapsed positions the longitudinal length of the first loading deck 14 and, accordingly the trailer 10, is reduced. It should also be clear that the available space in which to receive the horse 102 is increased by collapsing the front and rear sections 30, 32 of the trailer 10.1 and 10.2 respectively. In Figure 12 the rear section 32 of the first trailer 10.1 is in its collapsed position to create space for the horse 102.2 carried on the second loading deck 18 of the second trailer 10.2. Similarly, the first section 30 of the second trailer 10.2 is in its collapsed position to create space for the horse 102.2 carried on the second loading deck 18 of the second trailer 10.2.

From the accompanying drawings it can be seen that the tail lights and licence plate of the trailer 10 are carried by the rear section 32. Accordingly, when in the towing configuration the rear section 32 is in its operative position so that the tail light and licence plate are visible from the rear.

The trailer 10 in accordance with the invention has two towage connections for connection with two separate vehicles. In the accompanying drawings the trailer 10 is illustrated to be connectable to a self-powered vehicle, such as the horse 102 of the truck 100, and to a non-powered vehicle, such as a trailer, which is preferably another trailer in accordance with the invention. The first towage connection is illustrated as a fifth wheel coupling 38 which is arranged to connect the trailer 10 to complementary shaped fifth wheel coupling of the horse 102. The fifth wheel coupling 38 is located on the chassis 12 towards its end which is, in use, its front end.

The second towage connection on the other hand is illustrated as a hitching arrangement having complementary shaped hitching formations which are engageable with one another to connect two trailers 10.1 , 10.2 to one another when engaged. One hitching formation 40.1 is carried on the frame 16 and, in particular, on the first subsection 26.1. The hitching formation 40.1 is located at an end of the first subsection 26.1 which is its front end when the trailer 10 is in its towing configuration, i.e. when the subsection

26.1 is folded down and in line with the second subsection 26.2. The other complementary shaped connecting formation 40.2 is carried at an end of the trailer 10 which is, in use, its rear end. The connecting formation 40.2 is carried by the chassis 12 in a position below the first loading deck 14. The positioning of the complementary shaped hitching formations 40.1 and 40.2 allows the frame 16 of one trailer to be connected to the rear of another trailer. This configuration in which two trailers in accordance with the invention are connected or hitched to one another is illustrated in Figure 12.

To facilitate hitching of the trailers to one another the hitching formation

40.2 carried at the rear end of the trailer 10 is mounted movably on the chassis 12. The hitching formation 40.2 is movable between a first, operative position as illustrated in Figure 12 and a second, hitching position as illustrated in Figure 1 1. In the hitching position of Figure 1 1 the hitching formation 40.2 is located at or near ground level. The hitching formation 40.1 carried by the frame 16 of the second trailer 10.2 is typically also located at or near ground level at the start of the hitching process. Accordingly, by aligning the complementary shaped hitching formations of the two trailers 10.1 and 10.2, the hitching of the trailers to one another is made simpler and easier.

In the preferred embodiment of the invention the hitching formation 40.2 is movable hydraulically between its operative and hitching positions.

It is envisaged that the hitching arrangement is in the form of a ball and socket hitch. For example, the first hitching formation 40.1 could be in the form of a socket carried by the frame 16 and the second hitching formation 40.2 could be in the form of a ball carried at the rear end of the trailer. The ball and socket arrangement would allow for quick and easy coupling and decoupling of the trailers 10.1 and 10.2.

It is further envisaged that alternative embodiments not illustrated in the accompanying drawings, the hitching formation 40.2 could be carried by a load transfer mechanism. The transfer mechanism acts to transfer a portion of the load from the position of the hitching formation 40.2, and accordingly the rear axles of the trailer 10, to another position towards the front of the truck 100, and accordingly the axles of the horse 102. The transfer mechanism could be in the form of a movable or swing arm which includes a number of linkages in order to transfer the load. It should be understood that the transfer mechanism aims to reduce the load carried in use on the axles of the trailer 10.1 when the trailer 10.2 is connected to it using the ball and socket connection.

Although the method of transporting a truck using a trailer 10 in accordance with the invention should be clear from the above description, it will now be described briefly for the sake of clarity. The method steps are illustrated in Figures 2 to 12. For the sake of clarity, two identical trucks are illustrated in Figures 2 to 12 and are indicated by the reference signs 100.1 and 100.2 respectively. It follows naturally that the horse and trailer of one truck are indicted by the reference signs 102.1 and 10.1 while the horse and trailer of the other truck is indicated by the signs 102.2 and 10.2. Referring to Figure 2, two trucks 100.1 and 100.2 travelling in the same direction are typically used to carry freight. Each truck has a powered vehicle in the form of a horse 102.1 , 102.2 and a freight trailer 10.1 , 10.2 in accordance with the invention. After unloading their freight, the trailer 10.2 is disconnected from its horse 102.2 so that the trailer 10.2 could be moved into its towing configuration in which the loading decks 14 and 18 define a space 20 between them. However, before moving the loading decks 14 and 18 apart, the frame 16 is moved into its extended position wherein the first subsection 26.1 is aligned with the second subsection 26.2, thereby creating the second loading deck 18. The lowering of the deck 18 can typically be implemented through a hydraulic means/actuator which is configured to pivot the linkage 22 downwardly. With the linkage 22 typically engaging the ground surface, the loading decks 16 and 18 are moved apart to create the space 20. Next, the horse 102.2 is received in the space 20 between the loading decks 14 and 18. As shown in the accompanying drawings, the horse 102.2 is typically reversed onto the second loading deck 18 and into the space 20. If necessary, the front section 30 of the first loading deck 14 could be pivoted into its collapsed position to increase the available space for the horse 102.2 on the second loading deck 18. Now that the horse 102.2 is located on the second loading deck 18 the trailer 10.2 is connected to the trailer 10.1. As mentioned above, in the illustrated embodiment this is done by connecting the first and second hitching formations 40.1 and 40.2 to one another. After connecting the two trailers 10.1 and 10.2 to one another, the trailer 10.2 is towed behind the trailer 10.1.

Reference is now specifically made to Figures13-15g, which illustrate a preferred embodiment of the freight trailer 10 in accordance with the invention. In this embodiment, the subsection 26.1 is longitudinally extendable and retractable from the subsection 26.2 in order to lengthen or shorten the deck 18 (e.g. by hydraulic means). A hydraulically operated, elongate support/support leg 70 is, at one end, pivotally attached/attachable to the chassis 12/deck 14 and generally movable between an inoperative position in which it extends generally parallel to a top surface of the deck 14 (when seen in side view) (i.e. along the length of the deck 14), and an operative position in which the support 70 extends downwardly towards a support/ground surface in order to support the trailer 10 on the ground. More specifically, the support 70 includes a first member 72 which is pivotally mounted to the chassis 12/deck 14 and a second member 74 which is extendable and retractable from the first member 72 in a telescopic fashion.

A lower part of the first member 72 is securable to the deck 18 in order to maintain the space 20 between the decks 14, 18, when the trailer 10 is in its towing configuration. A lower free end of the second member 74 is configured to extend operatively downwardly from the first member 72 to thereby support the trailer 10 on the ground and to lift a front part of the deck 14 as shown in Figure 15b. By lifting the front part of the deck 14, a horse 102 is able to reverse underneath it in order to allow the fifth wheel coupling 38 of the trailer 10 to connect the trailer 10 to a complementary shaped fifth wheel coupling 76 of the horse 102. The fifth wheel coupling 38 is typically swivably mounted to the deck 18 in order to help ensure that the coupling 38 can be aligned with/oriented towards the coupling 76, even when the deck 18 is upwardly angled. More specifically, the coupling 38 includes a swivel, kingpin support plate which is configured to allow the orientation of the coupling 38 to change in order to couple with the coupling 76.

Referring now specifically to Figures 15a-g. Two trucks 100.1 and 100.2 travelling in the same direction are typically used to carry freight. Each truck has a powered vehicle in the form of a horse 102.1 , 102.2 and a freight trailer 10.1 , 10.2 in accordance with the invention. After unloading their freight, the trailer 10.1 is disconnected from its horse 102.1 so that the trailer 10.1 could be moved into its towing configuration in which the loading decks 14 and 18 define a space 20 between them. However, before moving the loading decks 14 and 18 apart, the support 70 is pivoted (e.g. via hydraulic means) downwardly into its operative position and the support 70 is oriented downwardly in order to support a front part of the trailer 10.1 on the ground (see Figures 15a&b).

The lowering of the deck 18 can typically be implemented through a hydraulic means/actuator which is configured to pivot the linkage 22 downwardly. With the linkage 22 typically engaging the ground surface, the first support member 72 is secured to the deck 18 in order to maintain the space 20 (see Figure 15c). Next, the horse 102.1 is received in the space 20 between the loading decks 14 and 18 (see Figure 15d). As shown in the accompanying drawings, the horse 102.1 is typically reversed onto the second loading deck 18 and into the space 20. The support member 74 is then operated to lift the deck 18 (as well as the horse 102.1 ) off the ground as shown in Figure 15e, in order to allow the horse 102.2 to reverse in underneath the deck 18 so that the fifth wheel coupling 76 of the horse 102.2 can couple with the coupling 38 of the trailer 10.1 (see Figure 15f).

When the trailer 10.2 is disconnected from the horse 102.2, the support member 74 thereof is adjusted to extend downwardly at a specific (e.g. calculated) acute angle relative to the chassis 12 of the trailer 10.2, and operated to support the trailer 0.2 on the ground (see Figure 15b). When the horse 102.2 is coupled to the horse 102.1 , the trailer 10.2 can be coupled to the trailer 10.1 by (a) lowering its deck 18 (see Figure 15f) and securing the support member 74 thereto (in a similar fashion as described above) and (b) connecting the hitch formation 40.1 of the trailer 102.2 to the hitch formation 40.2. of the trailer 102.1. More specifically, the support member 74 is typically used in order to lower the hitch formation 40.1 of the trailer 102.2 onto the hitch formation 40.2. of the trailer 102.1.

It should be clear that the trailer 10 in accordance with the invention allows a truck, including a horse and trailer, to be transported using another truck. It is envisaged that this could be particularly useful in the freight industry to transport an empty truck back to its original location in an attempt to reduce operational costs. The trailer 10 in accordance with the invention therefore makes it possible to transport two trucks back to their original location, after unloading their freight, by only driving a single horse. It should be understood that this translates into a substantial cost saving seeing that one of the horses is carried as a load on the trailer 10.2 instead of having to be driven back to its original location under its own power.

Claims

1. A freight trailer including a wheeled chassis carrying a first loading deck and a frame carrying a second loading deck, wherein the frame and chassis are movable with respect to one another between a first, haulage configuration and a second, towing configuration in which the frame and chassis are moved apart so as to receive a load on the second loading deck.

2. The freight trailer of claim 1 , which includes two towage connections, the first towage connection being arranged to connect the trailer to a first vehicle and the second towage connection being arranged to connect the trailer to a second vehicle.

3. The freight trailer of claim 2, wherein the first towage connection is in the form of a fifth wheel coupling.

4. The freight trailer of claim 2 or claim 3, wherein the second towage connection is in the form of a hitching arrangement having complementary shaped hitching formations which are engageable with one another to connect the trailers to one another when engaged.

5. The freight trailer of claim 4, wherein one hitching formation is carried on the frame while the complementary shaped connecting formation is carried at an end of the trailer which is, in use, its rear end, thereby allowing the frame of one trailer to be connected to the rear of another trailer.

6. The freight trailer of claim 5, wherein the hitching formation carried at the rear end of the trailer is mounted movably on the chassis.

7. The freight trailer of claim 6, wherein the hitching formation carried at the rear end of the trailer is movable between a first, transport position and a second, hitching position.

8. The freight trailer of claim 6, wherein the hitching formation carried at the rear end of the trailer is hydraulically movable between a first, transport position and a second, hitching position.

9. The freight trailer of any of claims 4 to 8, wherein the hitching arrangement is in the form of a ball and socket hitch.

10. The freight trailer of any of the preceding claims, wherein the frame is movably connected to the chassis by means of a linkage.

11 . The freight trailer of claim 10, wherein the linkage is pivotally connected to the chassis in order to allow the frame and chassis to pivot relative to one another when moving them between the first, haulage configuration and the second, towing configuration.

12. The freight trailer of claim 1 1 , wherein a first part of the linkage is pivotally connected to the chassis and a second part of the linkage, which is spaced from the first part, is pivotally connected to the frame.

13. The freight trailer of any of the claims, wherein the frame includes a first sub-section and second sub-section which are movably connected to one another.

14. The freight trailer of claim 13, wherein the two sub-sections are pivotally connected to one another.

15. The freight trailer of claim 13, wherein the two sub-sections are movably connected to one another such that the two sub-sections are movable relative to each other along an axis which extends from a front of the trailer to a rear thereof.

16. The freight trailer of claim 15 wherein the two sub-sections are extendable and retractable relative to each other in a telescopic fashion.

17. The freight trailer of any of claims 4 to 9, wherein the second subsection is connected to the chassis while the first subsection carries one of the hitching formations of the second towage connection.

18. The freight trailer of any of the preceding claims, which includes a support for supporting the chassis when the frame and chassis are in the second, haulage configuration.

19. The freight trailer of claim 18, wherein the support spans between the chassis and frame.

20. The freight trailer of claim 18, wherein the support spans between the first and second loading decks so as to keep them spaced apart.

21 . The freight trailer of any of claims 18-20, wherein the support is pivotally connected to the chassis.

22. The freight trailer of claim 21 , wherein the support is pivotable relative to the chassis between an inoperative position and an operative position in which it spans between the first and second loading decks so as to keep them spaced apart

23. The freight trailer of any of claims 18-20, wherein the support includes two support members which are displaceable relative to one another in a telescopic fashion.

24. The freight trailer of any of the preceding claims, wherein the trailer includes collapsible front and rear sections.

25. The freight trailer of claim 24, wherein the collapsible front and rear sections form part of the first loading deck.

26. A method of transporting a truck having a powered vehicle and a freight trailer, wherein the method includes:

disconnecting the powered vehicle from the trailer; configuring the trailer to define a space between a first loading deck and a second loading deck;

receiving the powered vehicle in the space between the loading decks;

connecting the trailer carrying the powered vehicle to a separate vehicle; and

towing the trailer carrying the powered vehicle using the separate vehicle.

27. The method of claim 26, wherein the trailer is a freight trailer as claimed in any of claims 1 to 25.