AU2005220210A1 - Tipper Body and Chassis Construction - Google Patents

Description

P/00/011 28/5/91 Regulation 3.2

AUSTRALIA

Patents Act 1990

ORIGINAL

COMPLETE SPECIFICATION STANDARD PATENT Name of Applicant: Actual Inventors Address for service is: Roadwest Transport Equipment Sales Peter Frank Lombardi Ravi Subramaniam WRAY ASSOCIATES Level 4, The Quadrant 1 William Street Perth, WA 6000 Attorney code: WR Invention Title: Tipper Body and Chassis Construction The following statement is a full description of this invention, including the best method of performing it known to me:- L -2c "Tipper Body and Chassis Construction"

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Field of the Invention

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This invention relates to bulk solids material handling, and in particular to a _vehicle for transporting bulk solids. This invention has particular application in bulk solids transporting vehicles that have a body that contains bulk solids, and is c emptied by tipping the body about a pivot axis.

SBackground Bulk solids transporting vehicles have long been used for transport of bulk solids such as rock and ore from mine sites. Typically, these vehicles which often have rear or side tipping bodies for discharging of their loads, are loaded using overhead hoppers, forklifts, front end loaders, or excavator buckets, with front end loaders being most common. In applications on mine-sites, the vehicles can be quite large, having a payload 80 tonnes or more. Where the vehicle is to be used on the roads, the maximum payload is likely to be between 35 and tonnes.

In loading these vehicles, the loader can deliver as a batch, between 3% and of the payload of the vehicle. Often, the loader will drop ore including large rocks into the vehicle. With the weight of a batch being loaded possibly lying between one and ten tonnes, the initial load dropped into an empty vehicle body can deliver energy from the impact on the structure of the vehicle body and chassis. Hitherto, to deal with this problem, the vehicle body has been constructed with longitudinal structural members or a structural frame comprising longitudinal members and cross-members (a ladder configuration) providing support under the base of the body to give some strength against energy imparted from impacts from rocks as the vehicle is loaded.

Such an arrangement of longitudinal structural members or a structural frame comprising longitudinal members and cross-members is provided in addition to the chassis of the vehicle. While some deformation over time in the longitudinal structural members or structural frame can be tolerated as normal wear and tear, O any significant structural deformation in the chassis will render the vehicle Sunserviceable.

S 5 The preceding discussion of the background to the invention is intended to facilitate an understanding of the present invention. However, it should be iappreciated that the discussion is not an acknowledgement or admission that any of the material referred to was part of the common general knowledge in Australia or elsewhere as at the priority date of the application.

It is an object of this invention to provide a vehicle for transporting bulk solids which overcomes disadvantages inherent in the aforementioned configuration, or at least provides an alternative to the aforementioned arrangement.

Throughout the specification, unless the context requires otherwise, the word "comprise" or variations such as "comprises" or "comprising", will be understood to imply the inclusion of a stated integer or group of integers but not the exclusion of any other integer or group of integers.

Disclosure of the Invention The inventors have developed a new and alternative structural configuration for a vehicle having a body for transporting bulk solids, where the body of the vehicle is supported with the central load receiving portion of its base located in spaced configuration above the chassis of the vehicle, and at least the base of the body is formed of resiliently deformable material which provides structural support for the load. The base of the body is able to yield under impact from material as it is loaded. In use, the base of the body need only withstand the impact of the first material loaded into the body without transmitting the energy of the impact directly to the underlying vehicle chassis, as it is the first material loaded that dissipates energy directly into the base, and over a small area of the base. As subsequent material is loaded on top of earlier loaded material, the earlier loaded material spreads the energy over a larger area of the base. Ultimately, as -4-

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loading proceeds, the base of the body may deflect to the extent that it rests on the upper surface of the vehicle chassis, but when this state of affairs is reached, 0 energy from impacting material being loaded will dissipate though the material Salready loaded and any energy impacting on the base of the body and the underlying chassis of the vehicle will be well dispersed, so as not to cause _damage to the chassis.

Thus, in accordance with the invention there is provided a vehicle for transporting bulk solids, the vehicle having a body provided to contain bulk solids said body 0having a base and sides, said vehicle having a chassis, said body resting above said chassis on elevating mounts located around the periphery of said body, said base being spaced from said chassis when unloaded, at least said base of said body being formed of resiliently deformable sheet material which provides structural support for the load. The mounts are elevating in the sense that they locate the body, when empty, spaced above the chassis by an air gap, and not in direct contact with the chassis. The air gap provides space for the body to yield under the impact energy of material, rocks etc being loaded, to minimise contact of the body with the chassis, and minimise energy directly impacting the chassis.

In use, when loading of the body commences, the bulk material is always emptied into the middle of the body, away from the peripheral positions, so the probability of the first part of a load impacting in close proximity to the elevating mounts and dissipating energy into the chassis through the elevating mounts, is remote. As loading proceeds, the body may come into contact with the chassis though the weight of the load deforming the body, but the impact from material being loaded will be diffused through material already loaded, and not concentrated on a particular point of the chassis which could give rise to damage to the chassis.

Preferably said elevating mounts include hinged mounting points located along a lower edge of said body.

Preferably said elevating mounts include hydraulic rams preferably also utilised for tipping said body about said hinged mounting points for discharging load from I, 5 said body, said hydraulic rams being in use maintained under pressure in a loaded condition.

IPreferably said elevating mounts also include raised pads located on said chassis under said base, and proximal to forward and rearward sides of said S 5 body. Preferably said raised pads are formed of a substantially non-resilient material such as mild steel.

Preferably said elevating mounts provide a void between said base and said 0 chassis, said void being located along the longitudinal extent of said chassis, between said raised pads, where with the body unloaded, the base does not contact the chassis.

Preferably the chassis is formed of a pair of longitudinal rails having spaced cross-members, and said raised pads each comprise a plate member secured to an upper portion of the longitudinal rails.

Preferably said elevating mounts also include at least two further plate member secured to the underside of the base of said body, to rest on each said plate member. There may be only two further plate members which extend laterally across the underside of the base of said body, or four discrete further plate members located so as to be in alignment with the plate members attached to the chassis, or a combination of the two arrangements (ie one further lateral plate member and two further aligned plate members).

Alternatively the chassis is formed of a pair of longitudinal rails having spaced cross-members, and said elevating mounts comprise at least two plate members secured to the underside of the base of said body to rest on the longitudinal rails.

Preferably, in use, in the unloaded condition, the body will not contact the chassis through the raised pads/plate members, however as the body is loaded, the body may come into contact with the chassis through the raised pads/plate members.

,n -6- Preferably said hinged mounting points are located along the side of the vehicle to configure said vehicle as a side tipping vehicle. The vehicle may be a truck or O a trailer for a prime mover or in a road train.

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Preferably said sides of said body are also formed of resiliently deformable sheet 0 5 material. Reinforcing can be provided through external flanges at the end, and N coaming along longitudinal edges to prevent outward flexing of the walls.

n Preferably the fixed walls and base are fully welded, to form a rigid structure.

SFurther reinforcing can be provided by welding a web at the intersection between at least fore and aft walls and the base.

Preferably said resiliently deformable sheet material comprises sheet having at least 370 Brinell hardness. The sheet material may be quench tempered plate, wear grade steel, high impact steel or high tensile steel. In practice sheet having Brinell hardness of 400, 450, 500, 550, or 600 may be employed. A yield strength of from 1000 to 1800 Mpa, is preferred, with 1200 to 1500 Mpa being most suitable.

Preferably the base is formed of a single sheet of said resiliently deformable sheet material.

Preferably the base is substantially flat.

Preferably the base is of unreinforced single sheet construction to allow the base to flex.

Brief Description of the Drawings Three preferred embodiments of the invention will now be described in the following description of a trailer for transporting bulk solids, made with reference to the drawings in which: Figure 1 is a third angle orthographic projection of the trailer according to the first embodiment of the invention; -7- Figure 2 is a third angle orthographic projection of the trailer of figure 1 showing the discharge door in the open position; O Figure 3 is a third angle orthographic projection of the trailer of figure 1 0 showing the discharge door in the open position and the body in the tipping position to discharge the load; _Figure 4 is an orthogonal projection from the right rear of the trailer of figure 1; Figure 5 is an orthogonal projection from the right rear of the trailer of 0 figure 1 showing the discharge door in the open position; N 10 Figure 6 is an orthogonal projection from the right rear of the trailer of figure 1 showing the discharge door in the open position and the body in the tipping position to discharge the load; Figure 7 is an orthogonal projection from the left front of the trailer of figure 1 showing the discharge door in the open position and the body in the tipping position to discharge the load; Figure 8 is a longitudinal section through A-A in figure 1, of the chassis and body of the trailer of the first embodiment; Figure 9 is also a longitudinal section through A-A in figure 1, of the chassis and body of the trailer of the first embodiment showing deflection of the base of the body under load; Figure 10 is a lateral section through B-B in figure 1, of the chassis and body of the trailer of the first embodiment.

Figure 11 is an orthogonal projection from the right rear of the trailer of the second embodiment showing the discharge door in the open position; Figure 12 is an orthogonal projection from the left front of the trailer of the second embodiment showing the discharge door in the open position and the body in the tipping position to discharge the load; Figure 13 is a lateral section through the trailer of the second embodiment, equivalent to the view of the first embodiment in figure Figure 14 is an orthogonal projection from the left front of the trailer of the third embodiment showing the discharge door in the open position and the body in the tipping position to discharge the load; and tn -8- Figure 15 is a lateral section through the trailer of the third embodiment, equivalent to the view of the first embodiment in figure 0 Best Mode(s) for Carrying Out the Invention All of the embodiments are a trailer 11 for a road train, suitable for both on-road and off-road use. The first embodiment of the trailer is illustrated in figures 1 to Referring to figure 1 in particular, the trailer 11 has an open-topped body 13 supported on a chassis 15. The chassis 15 has a triple axle and wheel assembly 17, 19, 21 at the rear 23 thereof, and has a mount 25 at the front 27 for fitting a king pin for receiving in a turn-table of a prime-mover or dolly. A skip plate 28 is provided undemrneath the chassis 15 at the front 27 of the trailer. The skip plate 28 is lubricated and contacts the top of the turn-table of the prime-mover or dolly.

The chassis 15 has a pair of landing legs 29 which are manually jacked down to support the trailer when not connected to the turn-table.

Referring also to figure 7, the chassis 15 has two longitudinal rails 31 and 33, each being formed of a web 35 and an upper and lower flange 37. The web is thick mild steel, and flange is 130mm x 16mm flat bar, fully fillet welded together (both sides) for structural strength. Referring to figure 7 and 8, the longitudinal rails 31 and 33 are joined (fully fillet welded) by six cross-members 39, 41, 43, 45, 47, and 49 also comprising a web 51 and an upper and lower flange 53, of the same materials as used in the chassis rails 31 and 33. Each of the six cross-members 39, 41, 43, 45, 47, and 49 has an aperture 55 in the web 51 for running services (electrical cabling, hydraulic and compressed air lines).

Referring to figure 1, a rearmost cross-member 57 is also provided, fillet welded to the longitudinal rails 31 and 33, on which is supported a Ringfeeder T M coupling 59 for connecting a bogey or further trailer to be towed, to form a road train.

Referring back to figure 7, the body 13 includes first elevating mounts formed by outriggers 61 with hinges, supporting the body 13 elevated above the chassis, and for rotating the body to tip the load from the body. The out-riggers 61 are fillet welded to the chassis rail 33. The out-riggers each have three 5mm thick I, -9- O webs 63 and flange 65 formed from 150mm x 16mm, and are formed from mild steel.

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IDThe open topped body 13 has a base 67 bounded by sides to form an enclosure 69 for containing bulk solids for transport. The sides comprise a forward wall 71 and a rearward wall 73, fillet welded to the base 67, and to a side wall N Structural rigidity is provided in the upper extents of the forward wall 71 and the (rearward wall 73 by obliquely outwardly extending portions 77 formed with flanges 78 formed integrally therewith, and right angle section 79 and web 81 Ssecured also by fillet welding at the fold between the portions 77 and respective wall 71, 73. Webs 83 are welded to the base 67 and the forward wall 71 and to the base 67 and the rearward wall 73 to provide added strength.

Referring to figure 10, the side wall 75 is shown relative to the edge 85 of the forward wall 71 (and rearward wall 73). The side wall 75 comprises a curved structural portion 87, and reinforcement against flexing by coaming 89, the coaming 89 being joined to the curved structural portion 87 by a longitudinally extending butt weld 91 and fillet weld 92. The curved structural portion 87 is fillet welded to and extends below the base 67, and both are also welded to a longitudinally extending body runner 93, the body runner 93 being provided for structural rigidity and strength. The curved structural portion 87, coaming 89, and body runner 93 are welded to the forward wall 71 and the rearward wall 73.

The curved structural portion 87 is secured at the top thereof to the forward wall 71 and the rearward wall 73 by bolted joints 94, at the top of the walls, to provide additional strength, to prevent shearing at the welds.

The enclosure 69 is completed by an outwardly opening door 95 mounted on a hinge 97 located along the lower extent of the base 67. Movement of the door between the closed position as shown in figures 1, 4, and 10, and the open position as shown in figures 2, 3, 5, 6, and 7 is controlled by two double acting hydraulic rams 99, one located at each end (forward and rearward) of the body 13.

O The outwardly opening door 95 has a slight outward curve, and its location when closed is shown relative to the edge 101 of the forward wall 71 (and rearward O wall 73). Reinforcement against flexing of the door 95 is provided by coaming 103, the coaming 103 being joined to the door 95 by a longitudinally extending butt weld 105 and fillet weld 107.

(The body 13 is supported on three hinges 109 located in the outriggers 61, the (hinges 109 allowing for pivoting of the body in side tipping manner to discharge the load, as shown in figures 3, 6, and 7. Tipping of the body 13 is controlled by two double acting hydraulic rams 111, one located forward of the body 13, and the other located rearward of the body 13. The double acting rams 111 form further elevating mounts in the sense that they are in use maintained under pressure, in a loaded condition.

The base 67 is formed from 8mm thick HARDOX T M 450 Brinell hardness high impact steel sheet, while the forward wall 71, rearward wall 73, side wall 75 and coaming 89, and door 95 and coaming 103 are formed from 4mm thick

HARDOX

T M 450 Brinell hardness high impact steel sheet. The body runner 93 is formed from 5mm thick HARDOX T M 450 Brinell hardness high impact steel sheet. The HARDOX T M sheet is a resilient deformable steel sheet that will flex under impact and load, but under designed load conditions will return to its original shape. HARDOX T M sheet is manufactured by SSAB Oxel6sund AB The body 13 is supported from direct contact with the chassis 15, above and on the chassis 15 by the elevating mounts formed by the double acting rams 111, and in addition four square shaped plate members 113 in alignment with two further plate members 115 extending laterally across the base of the body 13 proximal to the forward wall 71 and rearward wall 73 of the body 13 provide back-up. Normally, when the body is unloaded, the four square shaped plate members 113 in alignment with two further plate members 115 will not come into contact, these parts only coming into contact as the body is loaded.

The plate members 113 are formed of 25mm thick mild steel and are fillet welded to the chassis 15. The two further plate members 115 formed of 12mm thick mild va-11-

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steel, and include slots 117 through which plug welds are made to the underside of the base 67. The two further plate members 115 are also fillet welded to the O underside of the base 67. As can be seen in figure 7, the forward and rearward Shinges 109 mount to respective two further plate members 115 on check plates 119. A 12mm spacer plate 121 is provided to align the central hinge 109 with the _two other hinges.

Figures 7 and 8 show a longitudinal vertical cross section through section A-A of figure 1. Figure 7 shows such a cross section in the unloaded condition, while figure 8 shows the loaded condition, with a load shown as 123. In figure 8, deflection of the base 67 under the weight of the load, so that the base 67 contacts the top of the flanges 37 and 53 of the chassis rails 31, 33, and crossmembers 41, 43, and 45 respectively. To provide silencing against noise that will result from such contact, the relevant flanges are provided with padding in the form of 25mm thick rubber strip which is fixed by adhesive to the relevant flanges.

The sequence of unloading the trailer is shown in figures 1 through 3 and 4 through 6, although in use it would be expected that the trailer will be connect to a prime mover or dolly, and not standing on its landing legs for such an operation, when carrying a load.

Referring to figures 11 to 13, the second embodiment is illustrated. In this embodiment, the body runner 93 present in the first embodiment is omitted. In order to achieve the required strength, the side wall 75 is formed with a curvature 125, to meet the plane of the base 67. The base 67 and the side wall 75 are fillet-welded on the inside 127 of the body 13 and on the outside 129 (ie both sides of the sheet material). The base 67 and side wall 75 are also welded to the forward wall 71 and the rearward wall 73.

Referring to figures 14 and 15, the third embodiment is illustrated. This differs from the second embodiment in that instead of a smoothly curving side wall the side wall 75 and base 67 are of unitary construction (formed from a single sheet of 4mm thick HARDOX T M sheet), and are formed with six longitudinally n -12extending creases/bends 131, formed in a press brake, in order to provide improved rigidity.

IThe trailers of the first and second embodiments are designed to receive an initial impact of a two tonne rock impacting an area of 1 m 2 dropped from a height of 1.5m by a loader into the body, in a central position, without damage occurring cto the chassis. In practice, the initial load is more likely to be ten tonnes of ore N comprising a number of small rocks dropped from a loader bucket, impacting an area of 2.5m 2 to 3m 2 With subsequent loads during the loading operation, as further material is dropped on top, the energy is spread over a larger area, so it is of no concern that the base 67 of the body 13 begins to come into contact with the chassis 15 as loading continues. As the elevating mounts formed by four square shaped plate members 113 in alignment with two further plate members 115 are in close proximity to the forward wall 71 and rearward wall 73 of the body 13, it is unlikely that any initial load dropped into the body 13 will impact in the region of the elevating mounts. Thus the energy from the initial impact of any loading operation will be dissipated through the flexing of the base 67 within the space provided between the base 67 and the relevant web portions forming the chassis The invention provides a much reduced tare when compared with conventional trailers of the same capacity. This allows the load carrying capacity to be increased to the maximum allowable for transport by road, offering improved efficiency and associated productivity gains. The trailer of the first embodiment has an overall length of 9.9m, width of 2.5m, and height of 3.1m. The internal dimensions for the body are length 5.9m, width 2.25m (narrowest) and 2.4m (widest), and height 1.2m. The total load (iron ore) of the trailer as illustrated is 33.8 tonnes for on-road use, and 40 tonnes for off-road use. The unladen tare is 9.2 tonnes and gross tare for on-road use is 47 tonnes (including 4 tonnes for the dolly). Due to the structural differences in the second and third embodiments, the unladen tare would be slightly less in these embodiments than that of the first embodiment.

-13- 0 It should be appreciated that the scope of the invention is not limited to the particular embodiment disclosed herein. Thinner material may be used for the 0 body, for applications where a hard initial impact is not expected during loading.

I For example, trailers designed to carry fine particulate material may be constructed of 3mm plate.

Claims (13)

1. A vehicle for transporting bulk solids, the vehicle having a body provided to contain bulk solids, said body having a base and sides, said vehicle having a chassis, said body resting above said chassis on elevating mounts located around the periphery of said body, said base being spaced from 0 said chassis when unloaded, at least said base of said body being formed (of resiliently deformable sheet material which provides structural support for the load, said elevating mounts spacing said body, when empty, above the Cchassis by an air gap providing space for the body to yield under the impact energy of material being loaded, to minimise contact of the body with the chassis, and minimise energy directly impacting the chassis.

2. A vehicle as claimed in claim 1 wherein said elevating mounts include hinged mounting points located along a lower edge of said body.

3. A vehicle as claimed in claim 1 or 2 wherein said elevating mounts include hydraulic rams preferably also utilised for tipping said body about said hinged mounting points for discharging load from said body, said hydraulic rams being in use maintained under pressure in a loaded condition.

4. A vehicle as claimed in any one of the preceding claims wherein said elevating mounts also include raised pads located on said chassis under said base, and proximal to forward and rearward sides of said body. A vehicle as claimed in claim 6 wherein the chassis is formed of a pair of longitudinal rails having spaced cross-members, and said raised pads each comprise a plate member secured to an upper portion of the longitudinal rails.

6. A vehicle as claimed in claim 5 wherein said elevating mounts also include at least two further plate members secured to the underside of the base of said body, to rest on each said plate member. V O

7. A vehicle as claimed in claim 6 where there are two further plate members which extend laterally across the underside of the base of said body located O so as to be in alignment with the plate members attached to the chassis. IND

8. A vehicle as claimed in claim 6 where there are four discrete further plate members located so as to be in alignment with the plate members attached to the chassis. t 9. A vehicle as claimed in any one of claims 1 to 3 wherein the chassis is formed of a pair of longitudinal rails having spaced cross-members, and said elevating mounts comprise at least two plate members secured to the underside of the base of said body to rest on the longitudinal rails. A vehicle as claimed in any one of the preceding claims wherein, in use, in the unloaded condition, the body will not contact the chassis through the raised pads/plate members, however as the body is loaded, the body may come into contact with the chassis through the raised pads/plate members.

11. A vehicle as claimed in any one of claims 2 to 10 wherein said hinged mounting points are located along the side of the vehicle to configure said vehicle as a side tipping vehicle.

12. A vehicle as claimed in any one of the preceding claims wherein sides of said body are also formed of resiliently deformable sheet material.

13. A vehicle as claimed in claim 12 wherein reinforcing is provided through external flanges at the end (front and rear sides), and coaming along longitudinal edges to prevent outward flexing of the walls.

14. A vehicle as claimed in any one of the preceding claims wherein the fixed walls and base are fully welded, to form a rigid structure. 'n -16- A vehicle as claimed in claim 14 wherein further reinforcing is provided by welding a web at the intersection between at least fore and aft walls and the O base.

16. A vehicle as claimed in any one of claims 12 to 15 wherein said resiliently deformable sheet material comprises sheet having at least 370 Brinell (hardness. tt 17. A vehicle as claimed in claim 16 wherein said resiliently deformable sheet Smaterial comprises sheet having a yield strength of at least 1000 Mpa.

18. A vehicle substantially as herein described with reference to the drawings. Dated this Sixth day of October 2005. Roadwest Transport Equipment Sales Pty Ltd Applicant Wray Associates Perth, Western Australia Patent Attorneys for the Applicant