NL2004479C2

NL2004479C2 - Reconfigurable mobile semi-trailer combination and method of reconfiguring such a combination.

Info

Publication number: NL2004479C2
Application number: NL2004479A
Authority: NL
Inventors: Gerrit Frits Hofma
Original assignee: Coco B V
Priority date: 2010-03-30
Filing date: 2010-03-30
Publication date: 2011-10-04

Description

P89659NL00 TITLE: Reconfigurable mobile semi-trailer combination and method of reconfiguring such a combination

FIELD AND BACKGROUND OF THE INVENTION

The invention relates to a mobile semi-trailer combination and to a method for reconfiguring such a mobile trailer combination. For road transport 5 of goods various types of combinations are known, such as a rigid vehicle towing a trailer or a semi-trailer, an articulated vehicle towing a trailer, an articulated vehicle towing a semi-trailer also known as a "B-double", or an articulated vehicle towing a semi-trailer resting on a dolly (sometimes referred to as a "road train"). For all these combinations regulations are in place with 10 respect to safety and dimensions of the vehicle.

In the European Union, the maximum length for goods vehicles is set by EC directive 96/53/EC and is limited to 16.5 m for articulated vehicles and 18.75 m for full-trailer combinations. The directive does not set an absolute weight limit, but specifies certain limits which, if met, guarantee free 15 circulation of vehicles within the EU. The harmonised maximum weight for international transport is 40 tonnes. The cargo capacity of combinations for container transport can also be expressed in TEU (Twenty- feet Equivalence Unit) which stands for the equivalent of a standard 20 ft long container.

For domestic transport some countries inside and outside the EU, e.g.

20 the Netherlands, permit longer and heavier goods vehicles with more than one articulation, or are considering such permission. For example, vehicles weighing up to 60 tonnes and up to 25.25 m long, which can accommodate three TEU, are allowed in some EU countries. In the Netherlands, the Directorate of the office for road traffic has issued a rule of policy for an 25 exemption on the restrictions allowing such Longer and Heavier Goods Vehicles (LHV).

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However, such exemptions are typically applicable to particular roads only. This complicates the logistics and planning of transportation involving the use of LHVs and limits advantages of the use LHVs.

5 SUMMARY OF THE INVENTION

It is an object of the present invention to provide a mobile trailer combination of which the length is adaptable to different maximum lengths allowed on different roads.

10 According to the invention, this object is achieved by providing a mobile trailer combination according to claim 1. The invention can also be embodied in a method for reconfiguring a mobile trailer combination according to claim 11.

Such a mobile trailer combination can be configured as a long trailer 15 combination as well as a short trailer combination with a length shorter than the length of the long trailer combination. The length of the vehicle can be changed to a large extent, so that for example reconfiguration between an LHV and a vehicle within the constraints of normal commercial vehicles or reconfiguration between a three TEU and a two TEU configuration can be 20 achieved. This allows a more flexible use of the trailer combination, for example as an LHV with three TEU until a first point of delivery and then as a conventional vehicle with two TEU load capacity to one or more further points of delivery, without being restricted to roads on which LHVs are allowed.

25 Particular elaborations and embodiments of the invention are set forth in the dependent claims.

Further features, effects and details of the invention appear from the detailed description and the drawings.

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BRIEF DESCRIPTION OF THE DRAWINGS

Fig. 1 is a side view of an embodiment of a mobile semi-trailer combination according to the invention in a long (LHV) configuration; 5 Fig. 2 is a side view of a front semi-trailer of the mobile semi-trailer combination of Fig. 1;

Fig. 3 is a side view of a rear semi-trailer of the mobile semi-trailer combination of Fig. 1 adjusted to its shortest length;

Fig. 4 is a top view of the rear semi-trailer of Fig. 3 in a long 10 configuration;

Fig. 5 is a top view of the rear semi-trailer in the configuration shown in

Fig. 3;

Fig. 6 is a top view of the front semi-trailer of Fig. 2 and a front portion of the rear semi-trailer of Figs. 3-5; 15 Fig. 7 is a side view of the mobile semi-trailer combination of Fig. 1 in a short configuration;

Fig. 8 is a side view of the mobile semi-trailer combination of Figs. 1 and 7 with the rear trailer in its longest configuration;

Fig. 9 is a side view of the mobile semi-trailer combination of Fig. 8 with 20 the front end of the rear semi-trailer slid into the front semi-trailer; and Fig. 10 is a side view of another mobile semi-trailer combination according to the invention.

DETAILED DESCRIPTION 25 A mobile semi-trailer combination 1 composed of a front semi-trailer 2 and a rear semi-trailer 3 is towed by a tractor 4 (Fig. 1). The front semi-trailer 2 is connected to the tractor 4 by a front coupling 5 of the kingpin-plate type. The rear semi-trailer 3 is connected to the front semi-trailer 2 by a rear 4 coupling 6 also of the kingpin-plate type. The front semi-trailer 2 carries a 20 ft container 29 and the rear semi-trailer carries a 40 ft container 30.

The front semi-trailer 2 (shown in more detail in Fig. 2) has a support frame 14 carrying the container 29, a coupling chassis and an extendable 5 ground support member 10 for supporting the front end of the front semitrailer 2 when it is parked. A coupling chassis 7 at the rear of the front semitrailer 2 has two wheel axes with wheels 8, 9. A plate 11 of the rear kingpin-plate coupling 6 is mounted on the coupling chassis 7. A kingpin 12 of the front kingpin-plate coupling 5 is mounted at the front of the front semi-trailer 10 2 under the support frame 14. In this embodiment, the coupling chassis 7 is displaceable back and forth in a driving direction 13 with respect to the support frame 14 between different positions (see Figs. 4 and 5 as well as Figs. 1, and 7-9).

As is shown in Figs. 3 - 5, the rear semi-trailer 3 has a main frame 26 15 and three wheel axles 15-17. A front frame portion 18 of the rear semi-trailer 3 extends forwardly of the first wheel axle 15 and the main frame 26 in a direction of traffic 13. The front frame portion 18 has a front frame coupling member 27 complementary with the coupling member 11 of the coupling chassis 7. The front frame portion 18 is guided in longitudinal direction of the 20 semi-trailer 3 in a guide 34 of the main frame 26 between an extended position (Fig. 4) and a position wherein the front frame portion 18 is partially retracted (Fig. 5). Thus, the distance over which the front frame portion 18 projects from the main frame 26, and accordingly the distance from the coupling member 27 to the main frame 26, is adjustable. In the present example, the guide 34 is in 25 the form of a single box girder 34, which provides a better stiffness to weight relationship than for instance a guide constituted by two laterally and/or upwardly of downwardly open girders. Preferably, the coupling member 11 of the coupling chassis 7 is of the same type as the front coupling member 12 at the front of the front semi-trailer 3 and so that the rear semi-trailer 3 can also 30 be coupled to the truck 4 by means of the front frame coupling member 27. The 5 front frame coupling 27 is mounted to a central backbone portion 32 of the front frame portion 18.

The front frame portion 18 is further provided with a container support frame 19 having container support arms 20, 21 extending sideward with 5 respect to the front frame portion 18. The container support arms 20, 21 are part of the container support frame portion 19 of which the position is adjustable in driving direction along backbone portion 32. Accordingly, also the position of the front frame coupling 27 relative to the container support arms 20, 21 is adjustable in driving direction. In this embodiment the most 10 forwardly located container support arms 20 are inwardly pivotable as indicated by arrows 28 in Fig. 5, about hinges 22, 23, allowing the pivotable support arms 20 to be accommodated within front frame portion 18. In the extended position the container support arms 20 span a width 31 equal to the width of the support frame 14 of the front semi-trailer 2. The container 15 support arms 21 are fixed end portions of a single support beam. A further container support beam 24 is located at the rear of the rear semi-trailer 3. The container support beam 24 at the rear is mounted on a slideable rear frame portion 25 allowing to adjust the length of the rear semi-trailer 3 (see Figs. 4, 5). Container support arms may, instead of being pivotable, be retractable or 20 demountable, which also results in a front end portion of the front frame portion 18 being free from laterally projecting parts. Furthermore, instead of two separate support arms 20 projecting on opposite sides of the front frame portion 18, a single container support beam or girder may be provided that extends over the total carrier platform width of the rear semi-trailer 3.

25 The slidable rear frame portion 25 and front frame portion 18 allow adjustment of the length of the rear semi-trailer 3. The length of the rear semi-trailer 3 may for instance be capable of being adjusted for carrying one container of 40 feet or 45 feet, two containers of 20 feet each or one container of 20 feet. Depending on the container length and the desired vehicle 30 confirmation, either the fixed support arms 21 or the pivotable front support 6 arms 20 may support the front end of the container. Besides containers, the semi-trailers can also be loaded with so called swap bodies, cradles or other cargo carriers.

The front semi-trailer 2 and rear semi-trailer 3 are connectable in a long 5 mutually pivotable configuration as shown in Fig. 1 and in a short, mutually rigid configuration as shown in Fig. 7. In the long configuration the frame portion 18 of the rear semi-trailer 3 is pivotably connected to the coupling chassis 7 of the front semi-trailer 2 by the coupling 6. In the short configuration, the front frame portion 18 of the rear semi-trailer 3 is rigidly 10 connected to the support frame 14 of the front semi-trailer 2, the container support arms 20 being pivoted inwardly. The front frame portion 18 of the rear semi-trailer 3 projects between longitudinal beams of the support frame 14 of the front semi-trailer 2. The front frame coupling member 27 in this example (the kingpin), is coupled to the plate 11 and the fixation of the connection 15 between the front semi-trailer 2 and the rear semi-trailer 3 is provided by the immobilization of the front frame portion 18 in the support frame 14. As is best seen in Fig. 6, the support frame 14 is adapted for receiving the front frame portion 18 of the rear semi-trailer 3 such that the front frame portion 18 projects in the support frame 14 of the front semi-trailer 2. In this manner, the 20 external width of the front frame portionl8 closely fits in the internal width of the frame 14. When the container support arms 20 are pivoted inwardly, the width of the front end portion of the rear semi-trailer 3 is reduced to the width 32 of the front frame portion 18. Thus, the free space in the support frame 14 required for allowing the front frame portion 18 to be inserted therein is 25 reduced.

When retractable or inwardly pivotable container support arms are provided, the arms are preferably retractable or pivotable to a position completely within the contour of the front frame portion in frontal cross-sectional view, so that the container support arms require no additional space 30 in the support frame 14.

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As a result of the front frame portion 18 of the rear semi-trailer 3 projecting in the support frame 12 of the front semi-trailer 2 over a substantial distance, the length of the mobile semi-trailer combination is reduced. When the front frame 18 is also partially slided in the guide 34, the length of the 5 mobile semi-trailer combination is further reduced. When the rear frame portion 25 is retracted in the main frame 26, the length of the mobile semitrailer combination is reduced even further.

Prior to reconfiguration of the mobile semi-trailer combination 1 into the short configuration, a container 30 on the rear semi-trailer 3 is to be removed 10 to allow the length of the rear semi-trailer 3 to be reduced. Adjustment of the length can be performed while the semi-trailers 2, 3 are coupled, but also in uncoupled condition. Also prior to the actual adjustment of the length to the shortened length, the container support arms 20 are pivoted inwardly into the front frame portion 18 of the rear semi-trailer 3. Next, the coupling chassis 7 15 of the front semi-trailer 2 is placed in the inward retracted position. This can for instance be done by blocking the wheels 8, 9 of the coupling chassis 7 and driving the truck 4 backwards, but also by pushing the chassis 7 underneath the support surface 14. The front frame 18 of the rear semi-trailer 3 is inserted into the support frame 14 of the front semi-trailer 2 and pushed partially into 20 the guide 34 of the main frame 26 of the rear semi-trailer 3. This may be carried out by reversing the front semi-trailer 2 with the brakes of the axles 16, 17, 18 of the rear semi-trailer applied so that the rear trailer is prevented from rolling backwardly. When the semi-trailers 2, 3 were uncoupled prior to displacing the coupling chassis 7, the rear semi-trailer 3 can be coupled and 25 inserted after the coupling chassis 7 has been displaced to its retracted position. Also, the rear frame portion 25 is pushed to the retracted position. In the short configuration, the mobile semi-trailer combination has a reduced length equal to the size of two 20 ft containers 29 or one 40 or 45 ft container and is within the normal maximum length of commercial vehicles.

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For reconfiguration of the mobile semi-trailer combination into the long configuration, the steps described above are carried out in reversed sense.

The adjustment of the length of the rear semi-trailer 3, the displacement of the coupling chassis 7 and the insertion of the front frame 5 portion 18 in the support frame 14 can in principle be carried out in any order, although it is recommended that the coupling members 11, 27 of the front and rear semi-trailers are coupled before the coupling chassis 7 is moved forward and the front frame portion 18 is inserted into the support frame 14.

In another embodiment, the front semi-trailer is further provided with a 10 bay equipped with releasable fasteners for receiving and immobilizing the front frame of the rear semi-trailer to the support frame of the front semitrailer, so that the mobile semi-trailer combination is connectable in a short mutually rigid configuration without a connection via the coupling for articulated coupling of the front semi-trailer to the rear semi-trailer.

15 In its long configuration as shown in Fig. 1, a semi-trailer combination and the tractor coupled thereto have two points of articulation: one between the tractor and the front semi-trailer and one between the front semi-trailer and the rear semi-trailer. Driving backwards with a vehicle having such a double articulation is quite difficult. According to the present embodiment of 20 the invention, the container can be positioned on the rear semi-trailer 3 in a position (see Figs. 8 and 9) shifted slightly backwards relative to the position shown in Fig. 1.

To this end, the most forwardly located container support arms 20 can be repositioned by dismounting and remounting in a position 20' shown in Fig. 25 4 in which the container locks at the distal ends of the arms 20' are positioned slightly backward from the position of the container locks if the container arms 20 are positioned in the most forward position 20. Alternatively, the repositioning of the container locks can be achieved by providing that the container arms are pivotable between two operating positions for carrying a 30 container.

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If the container 30 is positioned on the rear semi-trailer 3 in the rearward position shown in Figs. 8 and 9, a front end of the frame of the rear semi-trailer 3 projects forwardly of the container 30. From the driving configuration shown in Fig. 8, the front frame end of the rear semi-trailer 3 5 can be inserted into the front semi-trailer 2 by reversing the front semi-trailer 2 relative to the rear semi-trailer 3 while the coupling chassis 7 of the front semi-trailer 2 is also maintained stationary, until the configuration in Fig. 9 has been reached. In the configuration shown in Fig. 9, articulation between the front semi-trailer 2 and the rear semi-trailer 3 is prevented, because the 10 front frame end of the rears semi-trailer 3 projecting forwardly of the container 30 is guided in the rear end portion of the front semi-trailer 2.

The elimination of one of the two articulations facilitates reversing of the tractor trailer combination, since the front and rear semi-trailers 2, 3 are prevented from mutual jackknifing. In the extended LHV driving 15 configuration shown in Fig. 8, the distance between the containers 29, 30 on the front and rear semi-trailers 2, 3 is larger than in the normal LHV driving configuration shown in Fig. 1. This entails a slightly increased drag. Whether the extended driving configuration shown in Fig. 8, which, in practice, can be selected only before loading of the container 30 and which allows reversing in 20 the configuration shown in Fig. 9 will depend on the extent of maneuvering including reversing that is anticipated, the skill of the driver and the distance to be covered in the LHV configuration. Also the smallest radius of bends to be negotiated along the route may affect the decision to opt for the configuration shown in Fig. 8.

25 In another embodiment shown in Fig. 10, a mobile semi-trailer combination 101 is composed of two of the front (type) semi-trailers 2 and one rear (type) semi-trailer 103. The two front type semi-trailers 2 are coupled so as to articulatable relative to each other about the coupling between the coupling chassis 7 of the front one of the front type semi-trailers and the front 30 end of the rear one of the front type semi-trailers 2. The rear one of the front 10 type semi-trailers 2 and the rear semi-trailer 103 are coupled such that articulation between these semi-trailers is blocked. Together, the rear one of the front type semi-trailers 2 and the rear semi-trailer 103 can carry two TEU. Thus, the semi-trailer combination 101 is in a long LHV type configuration 5 allowing the transportation of three TEU.

By uncoupling the rear semi-trailer 103 carrying the rearmost 20 ft container 29, the rear doors of the middle 20 ft container can be made accessible for loading and unloading.

With the coupling chassis 7 of the front one of the front (type) semi-10 trailers 2 slid forward to a position as shown in Fig. 7, the front type semitrailers 2 can be coupled to each other in a short configuration blocked against mutual articulation. With the coupling chassis 7 of the rear one of the front (type) semi-trailers 2 slid forward, the rear type semi-trailer 103 can be coupled to the rear one of the front type semi-trailers 2 in a short configuration 15 with the front frame portion of the rear semi-trailer 103 inserted into the rear one of the front type semi-trailers 2, so that also mutual articulation between the rear semi-trailer 103 and the rear one of the front type semi-trailers 2 is blocked. Moreover, the rear frame portion of the rear semi-trailer 103 can be retracted in a manner similar to the rear frame portion 25 as illustrated by 20 Figs. 4 and 5. Thus, the semi-trailer combination 101 can be brought in a normal two TEU configuration, which is allowed to circulate on most roads without special permission, without having to leave back one of the semitrailers.

Alternatively, at a point of delivery, one of the front type semi-trailers 2 25 or the rear semi-trailer 103 can be uncoupled and left behind. Subsequently, the combination can for instance travel further as a conventional commercial vehicle with a two TEU cargo capacity in the short configuration, which is allowed to circulate on most roads without special permission.

Furthermore, by adding yet another front type semi-trailer 2 as the 30 front, middle or rear one of the front type semi-trailers 2 an additional semi- 11 trailer can be added to be transported along with the configuration having an overall length as shown in Fig. 10 and three TEU transport capacity, i.e. within standard maximum dimensions of an LHV combination.

Thus, a large variety of configurations within LHV and standard 5 maximum dimensions is allowed by the insertability of the front frame portion of the rear semi-trailer into a front type semi-trailer in combination with the ability to shift the position of the coupling chassis of each front type semitrailer in longitudinal direction and adjustability of the distance over which the front and rear portions of the rear semi-trailer project from the wheel set. 10 This large variety of configurations allows a particularly large flexibility in logistic planning of road transport including circulation over some roads in LHV mode and circulation over roads where circulation is allowed in standard mode only.

While the invention has been illustrated and described in detail in the 15 drawing and foregoing description, such illustration and description are to be considered illustrative or exemplary and not restrictive; the invention is not limited to the disclosed embodiments. For example instead of couplings of the kingpin-plate type, other suitable types of coupling can be implemented. Furthermore, the number of wheel axes of each of the semi-trailers, may be 20 larger or smaller. Furthermore, where transportation of a 40 ft container or two 20 ft containers directly adjacent each other is described, it is generally also possible to transport a 45 ft container within the applicable maximum length according to standard or LHV regulations. Alternatively, single or double module swap bodies specifically designed for road transport can be 25 transported. Typical standard modular lengths of such swap bodies are 7.15 m, 7.45 m and 7.82 m.

Other variations to the disclosed embodiments can be understood and effected by those skilled in the art in practicing the claimed invention, from a study of the drawings, the disclosure, and the appended claims.

Claims

A mobile trailer combination, comprising: a front trailer (2) with a front frame part (14) and, at a rear, a coupling frame (7) provided with a coupling part (11); and a rear trailer (3) with a wheel set (15), a front frame part (18) extending forward of the wheel set (15) in the direction of travel (13) with a coupling part (27) complementary to the coupling part (11) of the coupling frame (7), and laterally projecting container support arms (20) which can be dismantled, retracted or swiveled in; wherein the front and rear trailers (2, 3) are connectable in a long mutually pivotable configuration and in a short mutually rigid configuration; wherein in the long configuration the coupling part (27) of the front frame part (18) of the rear semi-trailer (3) is pivotally coupled to the coupling (6) of the coupling frame (7) of the front semi-trailer (2); and wherein in the short configuration the front frame part (18) of the rear semi-trailer (3) is rigidly coupled to the front frame part (14) of the front semi-trailer (2), said container support arms (20) being disassembled, retracted or swiveled, and the front frame portion (18) of the rear semi-trailer (3) projects into the front frame portion (14) of the front semi-trailer (2). 20

Semi-trailer combination according to claim 1, wherein the coupling frame (7) is displaceable in driving direction (13) relative to the front frame part (14) of the front semi-trailer between a retracted position in which the coupling part (11) of the coupling frame (7) is inside the front frame part (14) of the front semi-trailer (2) is situated and an extended position in which the coupling part (11) of the coupling frame (7), viewed in the direction of travel (13), is located behind the front frame part (14) of the front semi-trailer (14) 2).

Semi-trailer combination according to claim 1 or 2, wherein said container support arms (20) are retractable or pivotable within the front frame part (18) of the rear semi-trailer (3). 5

Semi-trailer combination according to one of the preceding claims, wherein said container support arms (20, 21) form part of a container support frame (19) of the front frame part (18) of the rear trailer (3) in a direction of travel relative to a Backbone part (32) of the front frame part (18) of the rear-trailer adjustable position.

5. Semi-trailer combination as claimed in any of the foregoing claims, wherein said container supporting arms (20) extend in a mounted, extended or swiveled position over a width equal to the width of the front frame part (14) of the front semi-trailer (2).

6. Semi-trailer combination as claimed in any of the foregoing claims, wherein in the short configuration the coupling (27) of the frame part (18) of the rear trailer (3) is coupled to the coupling (6) of the coupling frame (7) of the front trailer (3).

7. Semi-trailer combination as claimed in any of the foregoing claims, wherein the front frame part (14) of the front semi-trailer (2) comprises a recording structure with locking means for receiving and locking the front frame part (18) of the rear semi-trailer (3).

A semi-trailer combination according to claim 7, wherein in the short configuration the front frame part (18) of the rear semi-trailer (3) is rigidly coupled to the recording structure, and wherein the coupling part (11) of the coupling frame (7) is free of. direct engagement with the coupling (27) of the front frame part (18) of the rear trailer (3).

9. Semi-trailer combination as claimed in any of the foregoing claims, wherein the rear trailer (3) is adjustable in length.

The trailer combination according to claim 9, wherein the front frame part (18) of the rear trailer (3) is adjustable in length.

A method for reconfiguring a trailer assembly, comprising: providing a wheeled trailer combination (1) according to any one of the preceding claims; for configuring a short configuration, starting from the long configuration; moving the coupling frame (7) to the retracted position; disassembling, retracting or pivoting said container support arms (20); and coupling the rear semi-trailer (3) to the front semi-trailer (2), wherein the front frame part (18) of the rear semi-trailer (3) is moved at least partially forward into the front frame part (14) of the front semi-trailer (2) stabbed; or for configuring a long configuration from the short configuration; for configuring a long configuration, starting from the short configuration; moving the coupling frame (7) to the extended position; mounting, pulling out or pivoting said container support arms (20) to support a container (30); and coupling the coupling (27) of rear semi-trailer (3) to the coupling (6) of front semi-trailer (2) on the coupling frame (7). 5

The method of claim 11, further comprising disconnecting the rear trailer (3) from the front trailer (2) prior to moving the coupling chassis (7).

A method according to claim 11 or 12, wherein, for configuring a short configuration, the movement of the coupling frame (7) to the retracted position takes place after coupling of the rear trailer (3) to the front trailer (2) .

The method of any one of claims 11-13, further comprising, for configuring a long configuration, extending the rear trailer (3).