• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A truck combination (1000) comprises: a tractor (100) with a supporting plate (51); a first semi-trailer (200A) with a fixed rear axle (210A), which is coupled to the tractor by means of support; a dolly (300) whose drawbar (302) is coupled to the drawbar coupling member of the first semi-trailer, with fixing means (220) engaging the coupled drawbar (302) about a pivotal movement of the drawbar (302) with respect to of the trailer frame; a second semi-trailer (200B), which is coupled to the dolly at its front by means of support, and which has an automatic steered rear axle.
    公开号:BE1019241A3
    申请号:E2010/0096
    申请日:2010-02-18
    公开日:2012-05-08
    发明作者:
    申请人:Holten Teunis Frederik Van；
    IPC主号:
    专利说明:

    Title: Truck combination
    The invention relates generally to a truck combination for transporting goods by road.
    In the following, definitions of some of the terms used in the context of the present invention will first be given, and reference will be made to Figure 1 (source: Wikipedia). Since the following configurations are known per se, the discussion will be kept brief.
    TRACTOR: a vehicle that is provided with a drive motor and a driver's cab, where the drive motor provides the traction of the vehicle.
    TRAILER: a vehicle that itself does not have a traction-providing drive motor, and which is intended to be towed by another vehicle. -FÜLL TRAILER: a trailer that has both front wheels and rear wheels; the number of wheel axles at the front and at the rear can be equal to one or more.
    SEMI-TRAILER: a trailer that only has rear wheels, so that this trailer must be supported at its front; . the number of wheel axles at the rear can be equal to one or more.
    BALANCE TRAILER: a trailer whose wheels are centrally located under the trailer, viewed in the longitudinal direction - (and therefore also referred to as MIDDLE-AXLE TRAILER); the number of wheel axles in the center can be equal to one or more.
    TRUCK: a tractor equipped with a cargo space.
    o DOLLY: a short trailer that is only suitable for supporting the front of a semi-trailer. TRUCK COMBINATION: the whole of the tractor and all trailers pulled through it.
    Regarding the coupling between a trailer and its predecessor, there are roughly two options: OPERATION: the front of a semi-trailer is laid on a dolly, or on the rear of a trailer or a tractor.
    DISSEL: from the front of the trailer, a drawbar extends forward, which is hingedly coupled to the predecessor, for example through an inverted bowl that rests on a ball, or for example through a ring with a locking pin through it. The drawbar can be in the form of a central longitudinal bar, but can also be in the form of an A-frame or triangle.
    In Europe, the following combinations are "classic": Figure 1A, left-hand part: a tractor 1 with a semi-trailer 2, the semi-trailer being coupled to the tractor by superimposition; figure IC: a truck 3 with a fill trailer 4, wherein in the shown example the fill trailer is coupled by a drawbar to a coupling located at the rear of the truck, but this coupling can also be located under the truck; figure 1G: a truck 3 with a balance trailer 5, wherein in the example shown the balance trailer is coupled by a drawbar to a coupling located under the truck, but this coupling can also be located at the rear of the truck.
    In road transport there is a general aim to reduce costs. An important way to achieve this is to increase the transport capacity of the truck combination, whereby one has to deal with legal regulations that limit the possibilities. For example, in some countries, such as Australia, it is permitted to ride a so-called "road train" with several trailers, but in many countries, including the Netherlands, this is not permitted. An important legal criterion that one has to deal with is the total length of the combination: it is usually 16.5 m for a semi-trailer tractor and 18.75 m for a trailer truck. Furthermore, an important criterion is that a tractor may only tow a single trailer.
    A trial has recently been started in the Netherlands to allow combinations with greater capacity. These combinations may have a length up to a maximum of 25.25 m and may contain more than one trailer. The combinations shown in figure 1 have been proposed and, one more than the other, applied: figure IA: a standard combination of a tractor 1 with a semi-trailer 2 (with a length of 13.60 m), coupled behind it a short balance trailer 6 (of approx. 7 m); figure IC: a truck 3 with a maximum length (12 m) with an extra long füll trailer 4 (of approx.
    11 m); figure 1G: a truck 3 with maximum length (12 m) with an extra-long balance trailer 5 (of approx. 9 m) coupled behind it; figure 1D: a short truck 3 with a length of approximately 10 m, with a semi-trailer 2 resting on a dolly (with a length of 13.60 m) coupled behind it; figure IE: a short truck 3 with a length of approximately 9 m, with two short balance trailers 6 coupled behind it (each with a length of 7 m); figure 1F: a truck 8 with a length of approximately 10 m, the rear part of which is made suitable for supporting a semi-trailer 2 (with a length of 13.60 m); figure 1B: a tractor 1 with two semi-trailers, the second semi-trailer 2 (with a length of 13.60 m) resting on the rear part of the first semi-trailer 9 (with a length of 11 m) .
    A disadvantage of all these configurations is that a maximum of one semi-trailer is always present. It would be advantageous to be able to drive on major roads between cities with a combination of two semi-trailers, the front of which rests on the tractor (see left in figure IA) while the rear rests on a dolly pulled by the front trailer (see on the right in figure 1D). The length of the two semi-trailers is then chosen such that the total length of the combination is close to the maximum allowable value (now 25.25 m in the Netherlands). An important advantage that is achieved by this is that the two semi-trailers can have mutually identical loading capacity. Another advantage is that, for supply in a city, the dolly with rear semi-trailer can be disconnected so that the tractor with front semi-trailer can go into the city (which in itself is a usual combination for supply in a city, where the length of the semi-trailer is usually chosen to be shorter than the maximum permitted length). It is then also advantageous if this semi-trailer is equipped with a steered rear axle; this benefits the. maneuverability and maneuverability. The front and rear semi-trailers can be exchanged, so that the tractor can also go into town with the second semi-trailer. In itself it could also be the case with the combination of figure 1B that the tractor will only drive the second trailer and leave the first parked, but that combination has the disadvantage that the two semi-trailers are not identical to each other, and moreover has as a disadvantage that it is too long for use in a city.
    However, if a combination of two standard semi-trailers were to be formed, it is a drawback that the number of pivot points in the combination becomes 3: the support between the tractor and the front semi-trailer, the support between the dolly and the rear semi-trailer. , and the drawbar coupling between dolly and front semi-trailer. This can be difficult when maneuvering, it can adversely affect handling, and it can be prohibited by legislation: in some countries, including the Netherlands, there is legislation that "prescribes that the number of pivot points in a combination may not exceed 2.
    It is an object of the present invention to overcome the aforementioned drawbacks.
    These and other aspects, features and advantages of the present invention will be further elucidated by the following description with reference to the drawings, in which like reference numerals indicate like or similar parts, wherein "below / above", "higher / lower", " left / right "etc only relate to the orientation shown in the figures, and in which: - figure 1 schematically shows an overview of various configurations of truck combinations; Figure 2 schematically illustrates a truck combination proposed by the present invention; Figure 3 schematically illustrates a standard coupling system for semi-trailers; Figure 4 schematically illustrates a steered rear axle of a semi-trailer; Figure 5 schematically shows a top view and a side view of a dolly; Figure 6 illustrates schematically self-steering follow wheels of a dolly according to the present invention; Figures 7A and 7B are schematic plan views illustrating the cornering behavior of a truck combination proposed by the present invention.
    Figure 2 schematically shows a top view and a side view of a truck combination 1000 represented by the present invention, consisting of a tractor 100, two mutually identical semi-trailers 200, and a dolly 300. It is noted that it offers economic advantages as the two semi trailers are mutually identical, but this is not essential for the invention: for example, the semi-trailers may have mutually different lengths.
    If the trailers are generally designated below, the reference numeral 200 will be used. If the front or rear trailer is specifically meant, the reference number will be provided with an addition A or B; the same applies to components of the trailers.
    Although it is possible that the tractor 100 and the semi-trailers 200 are provided with a coupling system specially designed for this combination, it is possible to implement the present invention using the standard semi-trailers coupling system 50, and this naturally has preferred because it is then possible for the tractor to pull other semi-trailers and for the semi-trailers 200 to be pulled by other tractors. In the following it will therefore be assumed that the tractor 100 and the dolly 300 each have a standard supporting plate 51 and that each semi-trailer 200 is provided with a standard kingpin 52 (see figure 3), as for a one skilled in the art will be clear and not explained in more detail for the sake of simplicity. It is noted that the tractbr 100 and the dolly frame 301 respectively can pivot relative to the semi-trailer 200Δ, 200B lying thereon about a vertical axis 53A, 53B defined by the combination of tray 51A, 51B and kingpin 52A, 52B.
    Figure 5 schematically shows a top view and a side view of a dolly 300. The dolly 300 has a frame 301 with a drawbar 302. The coupling dish 51B is mounted on the frame 301. For conventional use, namely for coupling with a conventional towing vehicle, the drawbar 302 in this example is provided with a horizontal coupling eye 303, but this is not essential for the present invention.
    The semi-trailer 200 is provided with a coupling device 230 for coupling the drawbar 302 of a dolly. This applies in any case to the front semi-trailer 2Ό0Α, but also to the rear semi-trailer 200B if both semi-trailers 200 are identical. With conventional dolly coupling devices, the pole of the dolly can pivot horizontally with respect to the towing vehicle (i.e. about a vertical axis), and can also pivot vertically with respect to the towing vehicle (i.e. about a horizontal axis). of the drawbar aligned with the longitudinal direction of the towing vehicle, while, when the combination makes a bend, the longitudinal direction of the drawbar then makes an angle greater than 0 ° with the longitudinal direction of the towing vehicle. According to an important aspect of the present invention, the dolly coupling device 230 is provided with fixing means 220 which fix the dolly pulling angle φ to 0 °, and which make said hinging movements impossible.In a possible embodiment, the semi-trailer 200 is provided for this purpose on the trailer frame. 201 attached or confirmable stops, preferably the semi-trailer 200 is provided with a longitudinal tube 221 fixed with respect to the trailer frame 201, into which the low clearance drawbar 302 fits, such as with dotted lines illustrated in Figure 5. The drawbar 302 can therefore only slide longitudinally into or out of the tube 221. In order to fix the drawbar 302 in that tube 221 in the longitudinal direction, the tube 221 may be provided with one or more fixing pins 222, which are preferably pneumatically operable, and which can engage into recesses in the drawbar 302 from the tube wall, such as illustrated in the enlargement. In a variant, a pivotal movement of the drawbar 302 relative to the trailer frame 201 in the vertical direction is still possible.
    By these measures it is achieved that when a dolly 300 is coupled behind a semi-trailer 200A, the dolly 300 behaves as a fixed extension of the semi-trailer 200A. The combination of this semi-trailer 200A with the dolly 300 coupled to it can now also be considered as an extended semi-trailer 400 with two fixed axles. In the combination 1000, only the coupling between the tractor 100 and the extended semi-trailer 400 and the coupling between the extended semi-trailer 400 and the rear semi-trailer 200B still form a pivot point.
    The drawbar 302 is fixedly connected to the dolly frame 301. A standard dolly is provided with one or more wheel axles, which are positionally fixed with respect to the dolly frame (with the understanding, of course, that the wheel axle as a whole can rotate about its longitudinal axis or that the wheels can rotate relative to the longitudinal axis of the wheel axle). Such a standard dolly is not useful in the present invention. In a dolly 300 proposed by the present invention, the wheels 310 are self-steering follow wheels. This means that the wheels 310 are individually mounted in a wheel carrier 320, which wheel carrier 320 can pivot relative to the dolly frame 301 about a substantially vertical axis 321, as schematically illustrated in Figure 6, which vertical axis 321 is located in front of the axis of rotation 311 of the wheels 310. A single wheel carrier 320 can carry a plurality of wheels 310 side by side; the combination of wheel carrier 320 and the wheels 310 carried thereby will be referred to as wheel unit 322. Normally there is always an even number of wheel units 322, in pairs of one left and one right. The position of the wheel carrier 320 is not actively controlled, but the wheel carrier 320 seeks a position based on the friction that the wheel 310 experiences from the road surface, so that each wheel assumes a steering position that corresponds to its individual driving direction with respect to the ground. . Self-steering followers are known per se. Thus, although there is no longer any question of a wheel axle extending over the entire width of the carriage, the combination of rotation axes 11 extending in line with each other is still referred to as "wheel axle" when the number of axles of the vehicle is meant.
    Figure 7A is a schematic plan view illustrating the behavior of the combination 1000 at the start of a turn. The tractor 100 steers to the left, the front of the front trailer 200A moves to the left, the rear wheels of the front trailer 200A remain virtually in place, the dolly wheels 310 of the dolly 300 are forced to the right, together with the front of the rear trailer trailer 200B. To follow this movement, the dolly wheels 310 are turned to the right. The rear wheels of the rear trailer 200B remain virtually in place.
    With a further continuation of this movement in the bend, the dolly wheels 310 are rotated to the left relative to the rear trailer 200B, but they remain rotated to the right relative to the dolly frame 301 (see Fig. 7B).
    According to an important aspect of the present invention, each semi-trailer 200 has a steered rear axle 210. Steered rear axles are known per se, and therefore an extensive discussion of the construction of a steered rear axle can be omitted. With reference to Figure 4, suffice it to note that the rear axle 210 is attached to a subframe 211 which is rotatable relative to a frame 201 of the semi-trailer 200 about a vertical axis 212, which is located in the center longitudinal plane of the semi-trailer 200. The rear axle 210 is furthermore provided with a steering structure 250 which determines the rotational position of the rear axle 210 relative to the trailer frame, expressed as a steering angle a. Under normal circumstances, at. drive straight ahead, the longitudinal direction of the rear axle 210 is perpendicular to the longitudinal direction of the semi-trailer 200; for this position, steering angle α is defined as being 0 °. The tractor 100 and the semi-trailer 200A can pivot relative to each other about a vertical axis 53A extending through the kingpin 52A. The position of the tractor 100 relative to the semi-trailer 200A is expressed as a tractor angle β.
    Under normal circumstances, when driving straight, the lengthwise direction of the semi-trailer 200A is aligned with the lengthwise direction of the tractor 100; for this position, tractor angle β is defined as being 0 °. The steering structure 250 is provided with a sensor 251 which measures the tractor angle β. The steering structure 250 sets the steering angle a. As a function of the tractor angle β.
    The precise way of coupling between sensor 251 and control structure 250 is not essential; this can be an electrical coupling, a hydraulic, a pneumatic, or a mechanical ... Also the implementation of the sensor 251 is not essential. Figure 2 schematically shows an example of a per se known mechanical implementation of sensor and coupling, wherein the control structure 250 comprises a diagonally directed control rod 253. One end of this control rod 253 is connected to the rear axle 210 and the subframe 211, respectively, at a point which, measured transversely, is remote from the vertical axis of rotation 212 of the rear axle. The opposite end of the steering rod 253 is connected to a point that is fixed relative to the tractor. More particularly, a semi-trailer 200 is mounted with a rotatable wreath, the axis of rotation of which is vertical and aligned with the kingpin 52. Underneath said rotatable wreath is a protrusion which engages the run-in slot of the dish 51, so that said wreath is coupled in rotation direction to the dish 51. The said opposite end of the control rod 253 is attached to said ring, at a point which, measured transversely, is spaced apart from the kingpin 52 and, relative to the first-mentioned point, is located on the other side of the vertical longitudinal center plane of the semi-trailer 200.
    Assume that the steering rod 253 is coupled to a point on the left-hand side of the rear axle 210 and on the right-hand side of the kingpin 52. As the tractor 100 rotates to the left, said gear is rotated to the left and the steering rod 253 is pulled forward, causing the rear axle 210 to turn to the right.
    Similarly, the steering angle of the rear axle 210B of the rear semi-trailer 200B is controlled as a function of the angle that the dolly 300 makes with respect to the straight-ahead position.
    It is noted that the semi-trailer 200 in figure 2 is provided with a single rear axle 210, but that it is also possible that the semi-trailer 200 is provided with several steered rear axles. Furthermore, it is possible that the rear axle as a whole is stationary relative to the trailer frame while the individual wheels are steered.
    Driving the rear axle 210 from a semi-trailer offers advantages when maneuvering and therefore when driving in a city. This therefore plays a role in a configuration when the second semi-trailer 200B, and therefore also the dolly 300, are absent. But with the configuration of the combination 1000 with both semi-trailers it can be correct, in view of the maximum and minimum size of the outer and inner turning circles, if the rear axle 210A of the front semi-trailer 200A is a fixed axle. . According to an important aspect of the present invention, the semi-trailer 200 is provided with a detector 240 which detects the coupling of a dolly 300, and when coupling a dolly 300 the trailer rear axle 210 is automatically fixed in its zero position (the steering angle α of the trailer rear axle is fixed at 0 °, regardless of the tractor angle ß. In a simple but effective embodiment, the detector 240 is implemented as a push-in button or lever mounted in the sleeve 221, as shown schematically in Figure 5, and which is depressed by the drawbar 302. Alternatively, it is possible to use a non-contact proximity sensor, for example on the basis of an ultrasonic detector or on the basis of a Hall detector, as is known per se.
    The detector 240 can be designed to provide an electrical, mechanical, hydraulic or pneumatic signal. In a possible embodiment, the detector 240 provides a detector signal to the control structure 250, and the control structure is adapted to hold the trailer rear axle in its zero position if the received detector signal indicates the presence of a coupled drawbar, regardless of the value of the van signal received from the tractor angle sensor 251. This embodiment is illustrated in the diagram of Figure 4. The precise implementation of the method of fixation may depend on the implementation of the steering structure.
    In a possible embodiment, the signals from the tractor angle sensor 251 to the control structure 250 are interrupted. To this end, in dotted lines, Figure 4 shows a breaker 252 controlled by the detector signal between the tractor angle sensor 251 and the steering structure 250. The stub structure 250 then no longer receives any signals from the tractor angle sensor 251 and will retain the trailer rear axle in its zero position.
    In another possible embodiment, the detector 240 provides a detector signal to the tractor angle sensor 251 itself, and the tractor angle sensor 251 is rendered ineffective if the received detector signal indicates the presence of a coupled drawbar. This embodiment is illustrated with broken lines in the diagram of figure 4. In the example of the rotatable gear discussed above, the coupling point of the control rod 253 is movable along the gear, for example, and a displacement member, for example a hydraulic or pneumatic piston, is provided. that said coupling point moves to a central position such that rotation of said ring does not cause longitudinal movement of said coupling point.
    Figure 5 shows an embodiment of the dolly 30Ό with one wheel axle, i.e. one set of, two wheels 310 next to each other, or a single "wheel axle". However, the invention is not limited to this. Figure 8 shows schematically an embodiment of the dolly 300 with two such sets of wheels 310 behind each other. The front pair of wheels is indicated with reference numerals 310A and 310B, and the rear pair of wheels is indicated with reference numerals 310C and 310D.
    As mentioned, all wheels of the dolly are steerable. This offers great maneuverability, which is particularly important at low speed. At higher speeds, it may be advantageous for the stability of the vehicle if the front wheels 310A, 310B of the dolly 300 are fixed in a straight-ahead position. According to a further aspect of the present invention, schematically illustrated in the block diagram of Fig. 9, the dolly 300 is provided with operable fixing means 331 to fix the front wheels 310A, 310B of the dolly 300 in the straight-ahead position. For example, a speed sensor 332 associated with a wheel measures the travel speed. A controller 333 receives a measurement signal from the speed sensor 332, and operates the fixing means 331 if the speed exceeds a predetermined threshold value, for example 50 km / h.
    In the embodiment discussed with reference to Figs. 2 to 7, the wheels of the dolly 300 are self-steering follower wheels, typically stub wheels. According to a further aspect of the present invention, the wheels of the dolly 300 are actively controllable, for example hydraulically steered steering wheels; such wheels are known per se. Figure 10 is a block diagram similar to Figure 4 illustrating control.
    The sensor 251 is preferably a hydraulic sensor. The control structure 250 includes, for example, a two-way hydraulic valve 260 controlled by a controller 261 that receives a signal from the docking detector 240. If no dolly 300 is coupled, the two-way hydraulic valve 260 is in a position that transmits the hydraulic control signal to the trailer rear axle 210 for varying its steering angle α in dependence on the tractor angle β. When a dolly 300 is coupled, the controller 261 sets the two-way hydraulic valve 260 to a position that transmits the hydraulic steering signal to the steering hydraulics of the wheels 310 instead of to the trailer rear axle 210. Thus, when coupling a dolly 300 trailer rear axle 210 automatically fixed in its zero position (the steering angle α of the trailer rear axle is fixed at 0 °), regardless of the tractor angle ß. The detector 240 can be designed as described in the foregoing, but can also be designed for detecting the coupling of hydraulic dolly heads (not shown for the sake of simplicity).
    In a possible embodiment, if the dolly has a plurality of wheels consecutively as described with reference to Figure 8, there is a splitter 262 which splits the output signal of the two-way valve 260 into separate signals for the front dolly wheels -310A, B on the one hand and the rear wheels 310C , D on the other. In the conduit to the front dolly wheels 310A, B, if desired, a breaker 263 can then be included, which is controlled by the speed sensor 332 (see Fig. 9) to prevent steering of the dolly wheels 310A, B at higher speeds. In any case, at low speeds, all wheels 310 of the dolly are actively steered to the outer bend, thus opposite to the tractor angle β, where the steering angle of the dolly wheels is a function of the tractor angle β. The behavior of a combination according to the present invention thus constructed is illustrated in Figs. 11A-B similar to Figs. 7A-B. The tractor 100 steers to the left, the front of the front trailer 200A moves to the left, the rear wheels of the front trailer 200A remain virtually in place, the dolly wheels 310 of the dolly 300 are steered to the right and move to the right along with the front of the rear trailer 200B. The rear wheels of the rear trailer 200B remain virtually in place.
    With a further continuation of this movement in the bend, the dolly wheels 310 maintain their right-turned position with respect to the dolly frame 301.
    An important advantage is offered by this embodiment when the rear trailer is to be coupled to the dolly: this can now be done relatively easily by reversing with the front trailer and coupled dolly.
    It will be clear to a person skilled in the art that the invention is not limited to the exemplary embodiments discussed above, but that various variants and modifications are possible within the scope of the invention as defined in the appended claims. For example, the detector 240 for detecting the presence of a coupled drawbar can provide a mechanical, electrical, pneumatic or hydraulic output signal.
    Furthermore, an embodiment is conceivable in which the front trailer 200A has a fixed rear axle 210.
    In a preferred embodiment, the trailers are so-called city trailers with a length of 10.5 m.
    Features described only for one particular embodiment are also applicable to other described embodiments. Features of different embodiments can be combined to achieve a different embodiment. Features that are not explicitly described as being essential may also be omitted.
    The reference numerals used in the claims are for the purpose of clarification only in the understanding of the claims in the light of the exemplary embodiments described, and should not be construed as being limitative in any way.
    Thus, a truck combination 1000 proposed by the present invention comprises: a tractor 100 with a support plate 51; a first semi-trailer 200A with a fixed rear axle 210A, which is coupled to the tractor by means of support; a dolly 300 of which the drawbar 302 is coupled to the drawbar coupling member of the first semi-trailer 200A, wherein fixing means 220 are provided which engage on the coupled drawbar 302 to prevent pivotal movement of the drawbar 302 relative to the trailer frame 201; a second semi-trailer 200B, which at its front is coupled by means of support to the dolly, and which preferably has an automatically steering rear axle, 210B.
    All wheels of the dolly are steering followers.
    Preferably, the first semi-trailer also has an automatically steered rear axle, and a blocking mechanism is provided which blocks the steering of this rear axle with a coupled drawbar.
    权利要求:
    Claims (19)
    [1]
    A semi-trailer (200), which is arranged at its front to be coupled by means of a tractor to a tractor (100) or dolly (300), which semi-trailer comprises: a trailer frame (201); a drawbar coupling member (230) for coupling to a drawbar (302) of a dolly (300); fixing means (220) associated with the drawbar coupling member (230) for counteracting a pivotal movement of a coupled drawbar (302) relative to the trailer frame (201).
    [2]
    A semi-trailer according to claim 1, wherein the drawbar coupling member (230) comprises a longitudinal sleeve (221) for receiving a dolly drawbar (302) with little play, which sleeve (221) is provided with fixing means (222) for receiving dolly drawbar (302) in the longitudinal direction.
    [3]
    The semi-trailer of claim 1 or 2, further comprising: at least one steerable rear axle (210) rotatable about a vertical axis of rotation (212) with respect to the trailer frame (201); wherein the semi-trailer is arranged to keep the rear axle (210) fixed in a straight-ahead position in the presence of a coupled drawbar (302), the longitudinal direction of the rear axle being perpendicular to the longitudinal direction of the trailer, and in the absence of an attached drawbar (302) to adjust the steering angle α between the rear axle (210) and the trailer frame (201) as a function of the tractor angle β between the longitudinal direction of the semi-trailer and the longitudinal direction of a tractor tractor (100).
    [4]
    The semi-trailer of claim 3, further comprising: a detector (240) associated with the drawbar coupling member (230) for detecting the presence of a coupled drawbar (302); a sensor (251) for detecting the tractor angle β between the longitudinal direction of the semi-trailer and the longitudinal direction of a tractor tractor (100); a steering structure (250) for controlling the steering angle α between the rear axle (210) and the trailer frame (201) as a function of "the tractor angle β between the longitudinal direction of the semi-trailer and the longitudinal direction of a tractor tractor (100).
    [5]
    The semi-trailer according to claim 4, wherein the steering structure (250) receives the sensor signal from the sensor (251) and the detection signal from the detector (240), and wherein the steering structure (250) is arranged to control the steerability of the rear axle ( 210) if the presence of a coupled drawbar (302) is detected, regardless of the value of the sensor signal from the sensor (251).
    [6]
    The semi-trailer of claim 4, wherein the control structure (250) receives the sensor signal from the sensor (251), and wherein interrupting means (252) are provided which interrupt the sensor signal from the sensor (251) if the detection signal from the detector (240) indicates the presence of a coupled drawbar (302).
    [7]
    The semi-trailer of claim 4, wherein the control structure (250) receives the sensor signal from the sensor (251), and wherein means are provided that render the sensor (251) inoperative if the detection signal from the detector (240) indicates the presence of a coupled drawbar (302).
    [8]
    A semi-trailer according to claim 7, wherein a rotatable wreath is mounted below the semi-trailer, the axis of rotation of which is vertical and aligned with the kingpin (52); wherein there is a protrusion beneath said rotatable wreath which is adapted to engage in the entry slot of a dish (51); wherein the steering structure (250) comprises a diagonally directed steering rod (253), a front end of which is attached to said wreath; wherein the control rod attachment point (253) is movable along the wreath; and wherein a displacement member is provided, arranged for transversely moving said coupling point to a central position, such that rotation of said wreath does not cause longitudinal displacement of said coupling point.
    [9]
    A semi-trailer according to any of the preceding claims 3-8, wherein the detector (240) is implemented as a button or lever to be pressed by the drawbar (302) in the drawbar coupling member (230), or is implemented as a contactless proximity sensor.
    [10]
    A dolly (300) comprising: a dolly frame (301); a drawbar (302) attached to the dolly frame (301); a support plate (51B) for coupling to the front of a semi-trailer (200B); a set of wheels (310), wherein all wheels are of the dolly steering wheels.
    [11]
    The dolly of claim 10, wherein all wheels of the dolly are self-steering follow wheels.
    [12]
    The dolly of claim 10, wherein all wheels of the dolly are actively controlled wheels.
    [13]
    The dolly according to claim 11 or 12, wherein the dolly has two sets of wheels one behind the other, and wherein speed-dependent fixing means (331; 332; 333) are provided for fixing the front dolly wheels in a straight-ahead position at speeds above a predetermined threshold speed.
    [14]
    A truck combination (1000), comprising: a tractor (100) with a support plate (51); a first semi-trailer (200A) with a fixed rear axle (210A), the first semi-trailer being implemented according to any of claims 1-9 and coupled to the tractor (100) on its front side by means of support; a dolly (300) according to any of claims 10-13, the drawbar (302) of which is coupled to the drawbar coupling member (230) of the first semi-trailer (200A), the fixing means (220) engaging the coupled one drawbar (302) to prevent pivotal movement of the drawbar (302) relative to the trailer frame (201); a second semi-trailer (200B), which is coupled to the dolly (300) on its front side by means of support.
    [15]
    The truck combination of claim 14, wherein the second semi-trailer (200B) has a steerable rear axle (210B).
    [16]
    Truck combination according to claim 14 or 15, wherein the second semi-trailer (200B) is implemented according to any of claims 1-9.
    [17]
    A truck combination according to any of claims 14-16, wherein the first semi-trailer (200A) is implemented according to any of claims 3-9, and wherein the steerable rear axle (210A) of the first semi-trailer (200A) is fixed in its straight-ahead position by the presence of the coupled drawbar (302) of the dolly (300).
    [18]
    The truck combination according to claim 14, wherein the first semi-trailer (200A) and the second semi-trailer (200B) are mutually identical.
    [19]
    A truck combination according to claim 14, wherein the dolly is designed according to claim 12, and wherein the wheels of the dolly are steered through a steering angle that is a function of the tractor angle β between the longitudinal direction of the first semi-trailer (200A) and the longitudinal direction of a tractor tractor (100).
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    同族专利:
    公开号 | 公开日
    NL1037114C2|2010-08-19|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE2808173C2|1978-02-25|1984-07-05|Ackermann-Fruehauf Corporation & Co Ohg, 5600 Wuppertal|Road train for long-distance freight transport|
    US4162082A|1978-07-13|1979-07-24|Auto Steering Trailers Limited|Self-steering dolly|
    EP0126387A1|1983-05-19|1984-11-28|Hermann Köhler GmbH & Co KG|Steering arrangement for a trailer axle|
    US6318746B1|1999-07-03|2001-11-20|Ty-Crop Manufacturing Ltd.|Connector system for coupling a trailer suspension frame|
    GB2390348B|2002-11-22|2004-10-20|Denby Transp Ltd|Articulated vehicle|
    FR2875779B1|2004-09-30|2008-07-11|Christophe Gaussin|MODULAR TRAILER CHASSIS|
    CA2611395A1|2007-07-15|2009-01-15|Lawrence Henry Wulff|Multiple hitch assembly|
    法律状态:
    2013-08-31| RE| Patent lapsed|Effective date: 20130228 |
    优先权:
    申请号 | 申请日 | 专利标题
    NL1036594|2009-02-18|
    NL1036594|2009-02-18|
    NL1037114A|NL1037114C2|2009-02-18|2009-07-10|TRUCK COMBINATION.|
    NL1037114|2009-07-10|
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