WO2019132673A1 - Appareil de transport - Google Patents

Appareil de transport Download PDF

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Publication number
WO2019132673A1
WO2019132673A1 PCT/NZ2018/050184 NZ2018050184W WO2019132673A1 WO 2019132673 A1 WO2019132673 A1 WO 2019132673A1 NZ 2018050184 W NZ2018050184 W NZ 2018050184W WO 2019132673 A1 WO2019132673 A1 WO 2019132673A1
Authority
WO
WIPO (PCT)
Prior art keywords
dolly
trailer
chassis
tank
load
Prior art date
Application number
PCT/NZ2018/050184
Other languages
English (en)
Inventor
William Mark Tarahina Groves
Original Assignee
Innovative Transport Limited
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 AU2017905211A external-priority patent/AU2017905211A0/en
Application filed by Innovative Transport Limited filed Critical Innovative Transport Limited
Priority to AU2018398234A priority Critical patent/AU2018398234A1/en
Publication of WO2019132673A1 publication Critical patent/WO2019132673A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
    • B60P3/00—Vehicles adapted to transport, to carry or to comprise special loads or objects
    • B60P3/22—Tank vehicles
    • B60P3/2205—Constructional features
    • B60P3/2225—Constructional features the tank being part of the vehicle frame
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
    • B60P3/00—Vehicles adapted to transport, to carry or to comprise special loads or objects
    • B60P3/22—Tank vehicles
    • B60P3/2205—Constructional features
    • B60P3/2215—Mounting of tanks to vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
    • B60P3/00—Vehicles adapted to transport, to carry or to comprise special loads or objects
    • B60P3/22—Tank vehicles
    • B60P3/2205—Constructional features
    • B60P3/2235—Anti-slosh arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
    • B60P3/00—Vehicles adapted to transport, to carry or to comprise special loads or objects
    • B60P3/22—Tank vehicles
    • B60P3/24—Tank vehicles compartmented
    • B60P3/243—Tank vehicles compartmented divided by rigid walls
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
    • B60P3/00—Vehicles adapted to transport, to carry or to comprise special loads or objects
    • B60P3/40—Vehicles adapted to transport, to carry or to comprise special loads or objects for carrying long loads, e.g. with separate wheeled load supporting elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D13/00—Steering specially adapted for trailers
    • B62D13/02—Steering specially adapted for trailers for centrally-pivoted axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D53/00—Tractor-trailer combinations; Road trains
    • B62D53/04—Tractor-trailer combinations; Road trains comprising a vehicle carrying an essential part of the other vehicle's load by having supporting means for the front or rear part of the other vehicle
    • B62D53/06—Semi-trailers
    • B62D53/061—Semi-trailers of flat bed or low loader type or fitted with swan necks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D63/00—Motor vehicles or trailers not otherwise provided for
    • B62D63/06—Trailers
    • B62D63/068—Trailers with more than two axles or more than four wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65D—CONTAINERS FOR STORAGE OR TRANSPORT OF ARTICLES OR MATERIALS, e.g. BAGS, BARRELS, BOTTLES, BOXES, CANS, CARTONS, CRATES, DRUMS, JARS, TANKS, HOPPERS, FORWARDING CONTAINERS; ACCESSORIES, CLOSURES, OR FITTINGS THEREFOR; PACKAGING ELEMENTS; PACKAGES
    • B65D90/00—Component parts, details or accessories for large containers
    • B65D90/52—Anti-slosh devices

Definitions

  • This invention relates to a steerable trailer and a tank for the transport of moveable substances including fluids.
  • Tanks are used on trucks and trailers to transport liquids such as milk and petrol.
  • liquids such as milk and petrol.
  • One particular issue is that the liquid in such tanks 'sloshes' inside the tanks, causing instability which creates safety problems. Liquid sloshing negatively influences the directional dynamics and the safety of trucks and trailers.
  • the present invention may provide an improved steerable trailer and a container for the transport of fluids or at least provide the public or industry with a useful choice.
  • a tank for transporting liquids comprising: a tank for receiving liquids; and at least one plate in the tank rotatable from a first position in which the tank is a single chamber and a second position that divides the tank into a first sub chamber and a second sub chamber.
  • the at least one plate moves from the first position to the second position when the level of the liquid in the tank raises above the position of the plates in the second position.
  • the at least one plate moves from the second position to the first position when the level of the liquid in the tank drops to a level just above the position of the plates in the second position.
  • the at least one plate is moveable by a mechanical level detection mechanism.
  • the at least one plate is moveable by a controller.
  • the controller is operational to move the at least one plate to either the first position or the second position irrespective of the level of fluid.
  • the at least one plate in the second position substantially seals the tank into two sub chambers.
  • the at least one plate has an axis of rotation parallel with the tank elongated axis.
  • the first sub chamber is between 25% and 45% of volume of the tank.
  • the first sub chamber is between 30% and 40% of volume of the tank.
  • the first sub chamber is approximately 1/3 of volume of the tank.
  • the tank is mounted on a trailer.
  • the tank is mounted on a truck chassis.
  • the tank is a milk tank.
  • the tank is cleanable when the at least one plate is in the first position.
  • the at least one plate is two plates.
  • a trailer for hauling a load 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, wherein pivoting of the first dolly causes the second dolly to pivot.
  • the second dolly having a locked configuration in which the second dolly is non- pivotable and an unlocked configuration in which the second dolly is pivotable.
  • the locked configuration is speed controlled.
  • Preferably locking is activated at 60km/hr.
  • the locked configuration is activated by a controller.
  • the locking mechanism is a plurality of pins.
  • the load is a tank.
  • the tank is a milk tank.
  • the load is an elongated object
  • the load is a container.
  • the load is at least one log.
  • the load is at least one power pole.
  • the first dolly is a front dolly.
  • the second dolly is a rear dolly.
  • the first dolly has at least two axles.
  • the second dolly has at least two axles.
  • the second dolly has at least three axles.
  • the towing vehicle is a prime mover.
  • the towing vehicle is a tractor.
  • the towing vehicle is an intermediate trailer.
  • the intermediate trailer has a second pivotable front dolly, a second pivotable back dolly, and a second telescoping stinger connecting the second pivotable front dolly and the second pivotable back dolly, wherein pivoting of the second pivotable front dolly causes the second pivotable back dolly to pivot.
  • the trailer has a chassis to which the load is secured, the first dolly pivotably connected to the chassis towards a front end of the chassis and the rear dolly connected to the chassis towards a rear end of the chassis.
  • the load does not significantly overhand or canteliver over the first or the second dolly.
  • a trailer for hauling a load comprising: a chassis to which the load is secured, the chassis having a front end and a rear end; a front dolly having at least one wheel set, the front dolly having a front end and a rear end coaxial with the chassis front end and rear end; a front bolster mounted over the front dolly and pivotably connected to the chassis towards the front end of the chassis; a drawbar connected to the front end of front dolly, the drawbar connecting the trailer to a towing vehicle; a rear dolly having at least one wheel set, the rear dolly having a front end and a rear end coaxial with the chassis front end and rear end; an articulated and telescoping stinger connecting the rear end of the front dolly and the front end of the rear dolly; and a rear bolster mounted over the rear dolly, the bolster connected to the chassis towards the rear end, the bolster having a locked configuration in which the bolster is fixedly connected to the chassis to move in uni
  • a trailer for hauling a load comprising: a chassis to which the load is secured, the chassis having a front end and a rear end; a front dolly having at least one wheel set, the front dolly having a front end and a rear end coaxial with the chassis front end and rear end, the front dolly pivotably connected to the chassis towards the front end of the chassis; a drawbar connected to the front end of front dolly, the drawbar connecting the trailer to a towing vehicle; a rear dolly having at least one wheel set, the rear dolly having a front end and a rear end coaxial with the chassis front end and rear end, the rear dolly connected to the chassis towards the rear end, the rear dolly having a locked configuration in which the rear dolly is fixedly connected to the chassis to move in unison therewith and an unlocked configuration in which the rear dolly is rotatably connected to the chassis; and an articulated and telescoping stinger connecting the rear end of the front dolly and the front end of
  • Figure la is a cross-sectional end view of a container according to a first embodiment
  • Figure lb is a cross-sectional side view of container of Figure la;
  • Figure lc is a cross-sectional end view of a tank
  • Figure Id is another cross-sectional end view of a tank
  • Figure le is another cross-sectional end view of a tank
  • Figure 2 is a side view of a towing vehicle and trailer according to a 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-h are bottom views of trailers positioned at different steer angles
  • Figure 6 is a diagram showing movement of a connection
  • Figure 7a is a detailed view of a connection
  • Figure 7b is a side view of the connection of Figure 7a;
  • Figure 8 is a locking mechanism
  • Figure 9 is a further locking mechanism.
  • the system according to a first embodiment may minimise the effect of liquid sloshing, thus increasing safety of the truck/trailer.
  • FIG. la a tank 100 for receiving liquids is shown.
  • the tank 100 in the embodiments shown in Figures la and lb has a substantially ovular cross section (though any other suitable cross section may be used) and sits on a vehicle chassis 102.
  • the tank 100 includes two plates 104 pivoted on pivots 106.
  • the first plate 104a pivots on a first pivot axis 106a
  • the second plate 104b pivots on a second pivot axis 106b.
  • the plates 104 have axes of rotation substantially parallel to the longitudinal axis of the tank 100.
  • the plates 104 pivot between a first open position (shown by the dashed lines) and a second closed position (shown by the solid lines). In the first (open) position the plates 104 are positioned substantially upright, and in the second (closed) position, the plates 104 are positioned substantially horizontally.
  • the plates 104 run along the length of the tank 100, as shown in Figure lb.
  • the tank 100 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 plates 104 and a second sub chamber 160 above the plates 104.
  • the plates 104 seal the interior of the tank 100 such that contents of the tank 100 cannot freely pass through the division.
  • the plates may seal because of friction or because a suitable seal such as rubber or plastic is used.
  • This system minimises the sloshing effect of liquids inside the tank 100 by dividing the tank 100 into two chambers once there is enough liquid to fill the first sub chamber 150 thus securing the liquid within the first sub chamber 150 and eliminating any sloshing effect for that volume of liquid.
  • the volume of liquid 170 inside the tank 100 is small, and any sloshing would be minimal.
  • the plates 104 seal liquid 170 within a bottom sub chamber 150 such that the liquid 170 is unable to slosh. As there is little or no liquid 170 in the top chamber 160 the amount of sloshing is minimal.
  • two plates 104 are shown, however it is envisaged that in other embodiments, more or fewer plates may be included.
  • a single plate may be pivoted on one side of the tank to move between open and closed positions.
  • further plates may be included which divide the tank into three or more sub chambers.
  • the single plate running the length of the tank 100 may be two or more plates, the join between the plates being sealed in the second position.
  • the plates 104 close when the content in the tank 100 completely fills the first chamber 150. This minimises the fluid located within a tank 100 which is subject to the acceleration that arises from the movement of the tank as the fluid within the first chamber 150 is substantially contained by the plates 104.
  • Plates 104 may be manually movable, moveable by a mechanical level detection mechanism, or moveable by a controller.
  • a controller may be operational to lock the plates 104 in either the first or second position irrespective of the level of fluid.
  • the plates 104 may be moved by an hydraulic or electric actuator or other suitable device. Pivots
  • each plate 104 is mounted inside the tank on two pivots 106, each pivot axis parallel to the longitudinal axis of the tank 100.
  • Each pivot 106 includes a mounting at the front end of the tank and another at the rear of the tank, however additional pivots may be included.
  • the two plates 104 are mounted on the same horizontal plane inside the tank 100 and each plate 104 has dimensions to cover half of the horizontal width of the tank 100 at the height of the plates 104 in the tank 100.
  • one plate to cover the horizontal width of the tank 100 at the height of the plates 104 in the tank 100 may be used.
  • the plates 104 are in one embodiment installed at a height such that when the plates 104 are closed, the first chamber 150 has a volume less than half the total volume of the tank 100.
  • the plates 104 may be positioned within a tank 100 such as the first sub chamber 150 has between 25% and 45% of volume of the tank 100.
  • the first sub chamber 150 has between 30% and 40% of volume of the tank 100, and in yet another embodiment the first sub chamber 150 has approximately 1/3 of volume of the tank 100.
  • Open position In the shown embodiment, in the open position of the plates 104 the plates 104 rest against each other, and are substantially erect. However other positions that provide for easy access to the bottom of the tank 100 for cleaning the tank 100 may be utilised.
  • Tanks may be mounted on a trailer, or on a truck chassis for transportation by a vehicle. Depending on the substance different storage vessels may be used. In other embodiments, the tanks may be mounted in a container for transport by road, rail or sea.
  • the plates 104 may move from the open position to the closed position when the level of the liquid in the tank raises above the position of the plates 104 in the closed position.
  • the plates 104 may move from the open position to the closed position when the level of milk within the tank 100 reaches the level of the pivots 106.
  • the plates 104 move from the closed position to the open position, when the level of the liquid in the tank 100 drops to a level just above the position of the plates 104 in the second position.
  • the plates 104 may move from the closed position to the open position when the level of fuel within the tank 100 drops below the level of the pivots 106.
  • Tanker truck trailers usually have a large turning radius due to their large size, making it difficult or even impossible to run on winding and/or narrow roads.
  • the second embodiment provides a tanker truck trailer which reduces the turning radius of tanker truck trailers. While described with reference to a tanker truck the trailer design is equally applicable to other large and long loads.
  • the connecting points for tow vehicle to trailer and subsequent trailers employs a simple tow ball connection.
  • This connection is called a freedom joint connector which allows a trailer to move in any direct angle relative to the horizontal or vertical axis of the tow ball connector.
  • tremor a force called tremor is created and increases with speed and load increase.
  • the second embodiment may avoid freedom connection points anywhere in its design and uses ring feeder connectors instead, which allows for multi-trailer configurations to be operated at safe speeds relative to loading capacities and conditions.
  • a trailer 201 is shown having two dependently steerable dollies connected by a telescopic, pivotal connection, the trailer 201 can follow the track of a towing vehicle 203 much more closely.
  • the second embodiment increases the range of roads which the truck trailers can be used on.
  • the trailer 201 is drawn by draw bar 206 connected to a towing vehicle 203 and includes a chassis 212 carrying a tank.
  • the trailer 201 includes first dolly 210 including a set of axles 270.
  • the first dolly 210 is pivotally connected to the chassis 212.
  • the first dolly 210 when the vehicle is towed in a forward direction is the front dolly.
  • the first dolly 210 is connected to the chassis 212 towards a front end of the chassis 212 which connects to the towing vehicle 203 via the draw bar 206.
  • the trailer 201 also includes a second dolly 220 including axles 260, which when the vehicle is towed in a forward direction is the rear dolly.
  • the second dolly 220 is connected towards a rear end of the chassis 212.
  • the second dolly 220 is also pivotally connected to the chassis 212.
  • the front dolly 210 has two axles 270
  • the rear dolly 220 has three axles 260, however the invention is not limited in this respect. Any suitable number of axles may be provided on the front and rear dollies, including one, two or three axles on either dolly.
  • the first dolly 210 is able to rotate about the chassis 212 allowing it to be steered by the tow arm connected to the towing vehicle 203.
  • the second dolly 220 is fixed relative to the chassis hence the wheels attached to the second dolly 220 turn with the rest of the trailer 201.
  • both the first dolly 210 and second dolly 220 are rotatable.
  • the first dolly 210 is pivotally connected to the second dolly 220 by a stinger 250.
  • the stinger 250 connecting the first dolly 210 with the second dolly 220 steers the second (rear) dolly 220 by the rotating motion of the first dolly 210.
  • the stinger connection 250 causes the rear dolly 220 to be steered in the opposite direction as the front dolly 210, causing the trailer 201 turn in a smaller radius compared the turning radius when the rear dolly 210 is non pivotable.
  • the stinger 250 is rigidly connected to the rear of the first dolly 210.
  • a telescopic (extendable) arm 255 connects the stinger 250 to the front of the second dolly 220.
  • a connection 258 pivotally connects the stinger 250 to the telescopic arm 255.
  • connection 258 joins the first 210 and second 220 dollies such that when the first (front) dolly 210 is steered in one direction the connection 258 steers the second (rear) dolly 220 in the opposite direction, thus reducing the turning circle of the trailer 201.
  • first dolly 210 and second dolly 220 are both aligned with the chassis 212.
  • first dollies 210 are rotated to a progressively greater extent.
  • the figure progression shows that when the rotation angle of the first dolly 210 increases, 1) the rotation of associated second (rear) dollies 220 increases in a direction opposite to the rotation of the first dolly 220 and 2) the telescoping arms 255 increases in length.
  • the second (rear) dolly 220 rotates oppositely and proportionately to rotation of the first (front) dolly 210.
  • the Stinger 250 is constructed with two flat plate high tensile steel fixed to each side of the front dolly chassis rails with high tensile 20mm bolts. A 20mm thick cross plate is welded between side chassis plates to fit heavy duty ring feeder receiver.
  • the stinger is a 150mm x 25mm high tensile steel box section. It is approximately 0.5-Bm long, for example it may be lm long.
  • the Stinger 250 may be angled downward to provide the telescopic arm 255 with a relatively flat range of motion.
  • the telescopic arm 255 is a slide pole 134mmxl5mm box section high tensile steel. It may telescope between a length of 2 and 7m, for example between 2.5 and 5m, depending on the application requirements and the length of the trailer.
  • connection 258 is a towing eye connector or towing ring feeder that is housed inside the Stinger 250 box section 150mm x 25mm high tensile steel.
  • FIGS 7a and 7b show an example pivotal connection 258 is a cast iron tow ball 259 pivotable inside a cast iron ball mount 257 lined with a Teflon bush 253.
  • the dollies may be located at 5.5m centre to centre, the front dolly centre being 1.250m from the front of trailer and the rear dolly centre being 1.935m from the rear of trailer.
  • Each dolly includes multiple axles, with each having four high impact steel embedded tyres with high force impact air bag componentry. This may reduce potential failure in extreme conditions enabling the design to significantly reduce tyre roll and side impact force.
  • the greater number of axles reduces road pavement wear.
  • the trailer 201 may use a high tension stiffness air bag, with a SL9 axle having disc brakes, twin tyre either side, each tyre carried on 8 stud heavy duty rims on trailing arm fitment.
  • the tyres maybe Goodyear Steel Belt 22R. These tyres may be steel belted walls for high impact roll tyre slippage and drag resistance.
  • the telescoping stinger may allow the trailer to follow the towing vehicles tow path significantly reduces off-tracking , wheel drag and tyre roll without affecting its normal Sweep Path (SP).
  • SP Sweep Path
  • the angles of enabled positive turning temporarily increases the trailer width thus increasing it's stability or Static Roll Over Threshold (SRT) simultaneously reducing the effects of Dynamic Load Transfer Rate (DLTR) in terms of tyre roll and side transverse forces created during speed in curves and adverse camber.
  • SRT Static Roll Over Threshold
  • the trailer dollies cannot over ride one another as the dollies are both connected to the chassis with active heavy-duty ball race turn tables designed to absorb adverse forces in extreme road conditions and temperatures. Both dollies are restricted to turning initiated by the tow vehicle controlled ring feeder connector through a triangular pull bar connected with pins to the front dolly then transferred to the rear of the front dolly fitted with a controlled ring feeder as a direct positive transfer of controlled initiation to turn the rear dolly in an opposite direction to the front dolly.
  • Load placement in a truck trailer configuration is a critical factor where a sixty/forty percent ratio may be used (depending on the application requirements) where 60% of load is placed on the tow vehicle and 40% is placed on the trailer.
  • the stinger trailer will have a total of 40% distributed by axle proportion as 15% over front dolly and 25% over rear dolly. This equates to 75% of the load being forward of the trailer centre eliminating the ability for the rear dolly to override the front dolly.
  • arrow F shows the direction of movement of the trailer 201, towards the towing vehicle 203.
  • Point E shows the connection position when the tow vehicle and trailer are aligned.
  • Arrow A shows the direction the connection travels when the two vehicle turns right, and
  • Arrow B shows the direction of the connection travels as the vehicle turns left.
  • the connection moves in the direction A beyond point C, the telescoping arm begins to extend.
  • the connection moves in the direction B beyond point D, the telescoping arm begins to extend.
  • the load carried by the trailer 201 may be any suitable load. Examples include but are not limited to containers tanks, milk tanks, containers, loads, or other elongated objects such as logs or power polls.
  • the towing vehicle 203 may be a prime mover, tractor, intermediate trailers, or any other suitable vehicle.
  • the trailer may not have a chassis instead each dolly 210, 220 may have a bolster and/or stanchions to which the load may be secured, with the load acting as the chassis, such as logging trailers.
  • the dollies being pivotable relative to the bolsters.
  • Additional trailers employing the telescoping stinger may be attached to the rear of trailer 201.
  • the draw bar for the additional trailer may either be attached the chassis 212 or to second dolly 220.
  • the second dolly 220 may (depending on the application requirements) have a locked configuration in which the second dolly 220 is non-pivotable (relative to the chassis) and an unlocked configuration in which the second dolly 220 is pivotable (relative to the chassis). In the unlocked configuration pivoting of the first dolly 210 causes the second dolly 220 to pivot.
  • Improving low speed turning performance generally has a negative impact on high speed dynamic performance.
  • the second (rear) dolly 220 is not locked and thus pivotable, in a multi axle dolly configuration the rear axles of the dolly may override the steering ability of the first axle of the dolly, causing opposing wheel drag throughout the axles, stalling and dragging tyres sideways resulting in specific scuffing.
  • the second dolly by locking the second dolly during high speeds, safety and high-speed dynamic performance can be maintained.
  • Rotation of the second dolly 220 may be prevented and the second dolly 220 locked automatically at speed.
  • the locking configuration may be speed controlled, and activated over a certain speed threshold.
  • the locking threshold may be set at 60 km/h such that when the vehicle speed exceeds 60 km/h, rotation of the second dolly 220 relative to the chassis 212 is automatically locked.
  • the default position may be that second (rear) dolly 220 is locked with the unlocking mechanism actively operating at lower speeds. Any system failure would then result in the steering being locked which would ensure vehicle safety.
  • FIGS 8 and 9 show examples of locking mechanisms including locking pins 806 which pivot between an unlocked position, in which the pins 806 are substantially horizontal, and a locked position, in which the pins 806 are substantially vertical and are locked within recesses 804 of the chassis 102.
  • the stinger 250 may also be locked. Locking would only be activated when the second dolly 220 is coaxially aligned with the chassis 212, eg in the 'straight' position. Locking and unlocking of the pins 806 may be controlled by a controller.
  • the steering mechanism results in significant gains with a reduction in low speed off-tracking of 0.58m.
  • the high-speed dynamic performance for the trailer 201 of the second embodiment with steering is adversely affected with the rearward amplification exceeding the limit of 2 and the dynamic load transfer ratio exceeding its limit of 0.6. These two quantities are measured during a 1.46m lane change manoeuvre undertaken at 88km/h.
  • Table 3 shows a performance assessment according to various measures of the towing vehicle 203 and trailer 201 with and without the second (rear) dolly 220 steering locked.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Health & Medical Sciences (AREA)
  • Public Health (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
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Abstract

La présente invention concerne une remorque pour tirer une charge, la remorque comprenant un premier chariot ayant au moins un essieu, le premier chariot étant configuré pour pouvoir pivoter par rapport à la remorque et une barre de traction reliée au premier chariot pour se connecter à un véhicule de remorquage, un second chariot ayant au moins un essieu, le second chariot étant configuré pour pouvoir pivoter par rapport à la remorque ; et une flèche télescopique reliant le premier chariot et le second chariot, configurée pour amener le second chariot à pivoter en fonction du pivotement du premier chariot.
PCT/NZ2018/050184 2017-12-29 2018-12-21 Appareil de transport WO2019132673A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU2018398234A AU2018398234A1 (en) 2017-12-29 2018-12-21 Transport apparatus

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AU2017905211 2017-12-29
AU2017905211A AU2017905211A0 (en) 2017-12-29 Transport apparatus

Publications (1)

Publication Number Publication Date
WO2019132673A1 true WO2019132673A1 (fr) 2019-07-04

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ID=67063986

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PCT/NZ2018/050184 WO2019132673A1 (fr) 2017-12-29 2018-12-21 Appareil de transport

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AR (1) AR114068A1 (fr)
AU (1) AU2018398234A1 (fr)
TW (1) TW201930106A (fr)
WO (1) WO2019132673A1 (fr)

Citations (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2741489A (en) * 1953-06-01 1956-04-10 Henry W Bigge Load carrying vehicle
US4226436A (en) * 1978-07-24 1980-10-07 Donaldson Jack D Application for locking device for telescoping reaches of logging trailers
US4331342A (en) * 1979-05-08 1982-05-25 Lely Cornelis V D Tank wagon
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FR2759681A1 (fr) * 1997-02-14 1998-08-21 Mauguin Sa Dispositif prevu pour etre attele a un vehicule tracteur, du type comportant une citerne mobile prevue pour deverser du liquide
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DE202006012427U1 (de) * 2006-08-11 2006-11-16 Lätzsch GmbH Kunststoffverarbeitung Schwallwand eines mobilen Behälters
DE102009043842A1 (de) * 2009-08-24 2011-03-10 H & W Trading Gmbh Fest-Flüssig-Anhänger
US9555831B1 (en) * 2013-03-14 2017-01-31 Gale Dahlstrom Tractor-trailer with convertible steering arrangement

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US4226436A (en) * 1978-07-24 1980-10-07 Donaldson Jack D Application for locking device for telescoping reaches of logging trailers
US4331342A (en) * 1979-05-08 1982-05-25 Lely Cornelis V D Tank wagon
US4441730A (en) * 1980-03-11 1984-04-10 Sverre Damm Steering device for many-axled goose-neck trailers
US4484758A (en) * 1982-11-26 1984-11-27 Harley Murray, Inc. Self-steering trailer
US4660848A (en) * 1985-06-24 1987-04-28 X-Ten Corporation Chassis with telescoping articulated stinger
US5035439A (en) * 1989-05-02 1991-07-30 Petrillo Patrick G Method and means for providing rear steerability in a trailer assembly
FR2759681A1 (fr) * 1997-02-14 1998-08-21 Mauguin Sa Dispositif prevu pour etre attele a un vehicule tracteur, du type comportant une citerne mobile prevue pour deverser du liquide
DE202005012041U1 (de) * 2005-07-28 2005-11-24 Franke, Hubert Transportcontainer für Schüttgut und alternativ Flüssigkeit
DE202006012427U1 (de) * 2006-08-11 2006-11-16 Lätzsch GmbH Kunststoffverarbeitung Schwallwand eines mobilen Behälters
DE102009043842A1 (de) * 2009-08-24 2011-03-10 H & W Trading Gmbh Fest-Flüssig-Anhänger
US9555831B1 (en) * 2013-03-14 2017-01-31 Gale Dahlstrom Tractor-trailer with convertible steering arrangement

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AR114068A1 (es) 2020-07-15
TW201930106A (zh) 2019-08-01

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