• 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:
    Vehicle trailer A with a chassis which consists of a towing vehicle Z facing front part 11 and at least one relative to the front part about a horizontal axis 100 rotatable rear part 13 which is completely folded by means of a working unit 20 by rotation about the horizontal axis on the front part 11 ,
    公开号:CH712167A2
    申请号:CH00216/16
    申请日:2016-02-19
    公开日:2017-08-31
    发明作者:Jäger Bruno
    申请人:Larag Ag；
    IPC主号:
    专利说明:

    Description: The present invention relates to a vehicle trailer according to the preamble of patent claim 1 and to a method for folding over a vehicle trailer according to the preamble of patent claim 12.
    Ordinary semi-trailers are often over a dozen meters long and special timber, container or platform trailers can be much longer. Such semi-trailers allow efficient transport of large quantities of goods, but are useless and impractical when empty. Whether empty or loaded, the semi-trailers have the same length and the same poor maneuverability. In addition, a no-load operation also causes unnecessary wear on the tires and brakes of the semitrailer, and the additional fuel consumption due to the friction of the tires of the semitrailer on the road is also annoying. In addition, when driving empty, the toll and road user charges are the same for each system as they are for a truck because the weighting used to calculate the charge is not the current weight but the maximum permissible weight of the vehicle or the charges based on the number of axles become.
    There are already several solutions that try to remedy the inaccuracies of semi-trailers when empty. In US 8 602 393 a semi-trailer is described, the last axis can be folded vertically upwards when empty, to make the semi-trailer shorter. However, the effect of this solution is minimal since it only affects the rearmost part of the semitrailer. In addition, the air resistance of the trailer in the folded-up state is higher, so that the reduction in fuel consumption is not optimal. The shortening of the trailer is so insignificant in this case and the mentioned disadvantages of empty travel with a long semi-trailer are thereby eliminated only to a small extent.
    If the vehicle trailer is a trailer with a drawbar, the trailer can be completely charged to the towing vehicle when empty, so that a significant reduction of the entire vehicle is achieved. DE 4 429 334 and US Pat. No. 6 058 578 describe such tags. However, to load the trailer, a separate crane must be available, or the towing vehicle must be equipped with such a crane or other device so that the trailer can be loaded and unloaded as needed. Also, charging the trailer requires some experience to get done quickly and safely. Thereafter, the charged trailer must be additionally attached to ensure a safe journey. This procedure is quite complex, so that in practice the danger exists that the trailer will be charged quickly, without paying attention to all safety rules. This can lead to accidents and / or material damage. Depending on the design, the supercharged trailer can project far up and increase the overall height of the vehicle. This can e.g. be a major disadvantage in the forest or underpasses.
    The present invention now has the task to improve a vehicle trailer of the type mentioned in such a way that the advantages of the known vehicle trailers are maintained, the length and the number of axles of the entire vehicle when empty without great effort, safely and in substantial measure can be reduced, and to present a method with which a vehicle trailer can be completely folded.
    This object is achieved by the vehicle trailer with the features of claim 1 and the method according to claim 12. Further features and embodiments will become apparent from the dependent claims and the advantages thereof are explained in the following description.
    Basis of the invention is a method which allows the vehicle trailer to fold down when empty, so that the length of the entire vehicle is reduced and the number of axles is reduced. The entire vehicle becomes more manoeuvrable and economical in fuel consumption and the wear on the tires and brakes of the vehicle trailer is greatly reduced.
    For this purpose, one or more parts of the chassis of the vehicle trailer are lifted from the road and folded onto the front part of the vehicle trailer. By rotating about a horizontal axis or a combination of several such rotations of parts of the chassis, these parts can be stacked on top of each other, so that the length of the vehicle trailer is greatly reduced. In order to allow a complete folding, in particular of several parts, the rotation must reach approximately 180 ° so that the parts of the chassis can be completely stacked on top of each other and no additional air resistance is created.
    In the following the vehicle trailer according to the invention for carrying out the above method will be described. The figures represent possible embodiments, which will be explained in the following description. In particular, the example of a semitrailer is shown in the drawings, but the invention is also suitable for vehicle trailers of other types.
    In the drawing shows:
    Fig. 1 two-piece trailer vehicle
    Fig. 2 Folded three-piece vehicle trailer, e.g. during load operation Fig. 3 Folding down the three-piece trailer 1
    Fig. 4 Fold down Stage 2: Folded three-piece trailer, when empty
    Fig. 5 example of a vehicle trailer with a high structure
    Fig. 6a example of a vehicle trailer with a collapsible or foldable structure
    Fig. 6b example of a vehicle trailer with a collapsible or foldable structure
    FIG. 7 Non-functional construction of the inventive device FIG. 8 Functioning construction of the inventive device
    Fig. 9 embodiment with three parts of the chassis, which are linked to the same axis of rotation
    Fig. 10 embodiment variant with two working units that are not directly coupled to the same axis of rotation
    Fig. 11 embodiment variant with a five-part chassis, unfolded
    Fig. 12 embodiment variant with a five-part chassis, folded
    Fig. 13 embodiment with a sliding kingpin, rear position
    Fig. 14 embodiment with a sliding kingpin, front position
    Fig. 15 embodiment variant with an additional fixation between the vehicle trailer and tractor, decoupled
    [0010] The chassis of the vehicle trailer A according to the invention consists of at least two parts: a front part 11 facing the towing vehicle and at least one rear part 13 (FIG. 1). The rear part can be rotated relative to the front part about a horizontal axis 100 and completely folded. For this purpose, both parts are also connected to a working unit 20. The work unit consists of one or more devices that can be lengthened and shortened, e.g. a hydraulic cylinder, pneumatic cylinder or electric cylinder, or even a rack or screw rod. Other devices that cause lengthening or shortening may also be used. By means of this work unit, the rear part 13 of the chassis is completely folded on the front part 11.
    A rotation with an angle of 180 ° can be achieved in practice on the basis of a single unit of work as shown in Fig. 1 in practice. It is better to combine at least two working units, which each contribute a rotation through 90 ° or other variants such. 100780 ° which lead to a total rotation of 180 °. Should three units of work be combined, e.g. each contribute only to a rotation of 60 °. By analogy, 4 or more work units could be combined.
    In the preferred embodiment, an intermediate part 12 is introduced in addition to the front part 11 and rear part 13 of the chassis. When driving, these three parts 11, 12, 13 of the chassis are arranged so that they can carry goods, and all axles 3 of the vehicle trailer A are in contact with the ground (Fig. 2). In the case of a timber, container or platform trailer, these three parts 11, 12, 13 have, for example, a substantially flat structure on which wood, a container or other goods can be loaded.
    The two parts 11,12 of the chassis are connected to a first axis of rotation 101, and the two parts 12,13 of the chassis are connected to a second axis of rotation 102. In addition, between the two parts 11,12 of the chassis, a first working unit 21 is mounted, as well as between the parts 12,13 of the chassis, a second working unit 22. These working units 21 and 22 are with the parts 11,12 and 12, 13 to the Rotary axes 201,202 and 202, 203 connected.
    By the working units 21,22, the distance between the axes 201 and 202 or 202 and 203 is increased-sert or reduced and the parts 11,12 and 12, 13 are thus rotated about the axes of rotation 101 and 102, respectively. 3 shows the first stage of the folding process: With the extension of the working unit 22 of the part 13 of the chassis rotates about the axis of rotation 102 and is thereby folded upwards. The second stage of the folding process is shown in FIG. 4: With the extension of the working unit 21, the part 12 of the chassis rotates about the axis of rotation 101 and is also folded upwards. As a result, the part 13 is additionally rotated again and is then in a position which reaches an angle of up to 180 ° with respect to its starting position. To bring the vehicle trailer back to the original state, the two folding operations are performed in reverse order by shortening the working units 21 and 22. During the folding over, the front part 11 of the vehicle trailer A must be fastened to the towing vehicle Z in such a way that a rigid connection is made in order to avoid turning or tilting movements of the entire vehicle trailer A when the axles 3 are lifted off the ground. In a semi-trailer, e.g. must be avoided that the desired mobility for the trip with folded trailer to the kingpin 4 is not possible.
    FIG. 5 shows how the work unit 22 maximally removes the two axes of rotation 202 and 203 until the axes of rotation 202, 102 and 203 are in a straight line, i. until they form an angle 5 of 180 °. If the starting angle β between the axes of rotation 202, 102, 203 is greater than 90 °, the part 13 can only be rotated by an angle y which is smaller than 90 °. The same applies to the output angle a between the axes of rotation 201, 101, 202 (FIG. 6). As already mentioned, the parts 12 and 13 must both be able to be rotated by at least 90 ° in order to be able to achieve a total rotation of over 180 ° for the part 13. This is not the case in the arrangement shown in Fig. 5 and so would not work.
    In order to make the output angle β between the axes of rotation 202, 102, 203 smaller than 90 °, the working unit 22 must be removed from the axis of rotation 102. The same applies to the working unit 21, which must be removed from the axis of rotation 101. For this purpose, the parts 11, 12, 13 of the chassis have e.g. Elevations 111, 121, 131 of a certain length, at the end of the axes of rotation 201,202,203 are arranged (Fig. 8). In another reverse embodiment, it is the axes of rotation 101,102 that are on such surveys. Another advantage of a greater distance between the working unit and the axis of rotation is that the force required is smaller. Less powerful and therefore lighter and cheaper work units can thus be used. To better and more balancedly accommodate the weight of the parts to be lifted, the working units between parts 11 and 12 or 12 and 13 may consist of several hydraulic cylinders (e.g. one on the left side of the vehicle trailer A and another on the right side. Also, three or more parallel cylinders are possible.
    In a further embodiment, there are not two axes of rotation 101 and 102, but only one axis of rotation 103 about which the three parts 11, 12, 13 of the chassis are rotated (FIG. 9).
    In a further embodiment, there is not only an axis of rotation 202 to which both working units 21, 22 are linked, but two axes of rotation 2021 and 2022, about which the parts 11, 12 and 12,13 of the chassis are rotated (Fig 10).
    In the drawings, the example of a vehicle trailer A was taken, the chassis has substantially three parts 11, 12, 13, but the trailer A can also have more parts, such as. five (Figures 11 and 12).
    Thus, vehicle trailer A, which have a high structure for the transport of goods, can also be folded, the structure must be removable, collapsible or foldable. Corresponding examples are shown in Figs. 5, 6a and 6b.
    The vehicle trailer A is coupled to a device 4 on a tractor Z (FIG. 13). This device consists in a semi-trailer from a kingpin which is connected to the fifth wheel, or in the case of a conventional vehicle trailer from a drawbar for a hook or mouth clutch. In one embodiment, this device 4 is arranged to be movable to the vehicle trailer A, so that the trailer A can be pushed forward and backward. This is done by means of a working unit 5, which is fastened on the one hand to the coupling 4 and on the other hand to the vehicle trailer A. In Fig. 13, the rear position and in Fig. 14, the corresponding front position is shown.
    In the forward position, the trailer A is pulled closer to the tractor Z, e.g. until the foremost part 11 of the vehicle trailer A reaches the cab of the tractor Z. As a result, the axle load of the rear axle of the tractor is reduced because the center of gravity of the folded vehicle trailer is pushed further forward. This shift of the center of gravity causes a better stabilization of the trailer A during the folding process.
    A trailer hitch between the vehicle trailer A and tractor Z basically allows the rotation and inclination of the vehicle trailer A relative to the tractor Z while driving. However, this flexibility is undesirable when folding, because the trailer A could otherwise turn away during tilting or tilt. In order to ensure that the forces acting on the front part 11 of the vehicle trailer A during the folding process are completely taken over by the tractor Z, a stabilizing device can additionally be introduced. In order to ensure the stability of the vehicle trailer A during the folding process, the vehicle trailer A is so in addition to the coupling connection still firmly connected at least one further point by means of such a stabilization device to the tractor Z. This is most easily solved by the stabilization device consists of at least two components, of which the first component is mounted on the trailer A and the second on towing vehicle Z.
    The stabilization device is designed in one embodiment such that the vehicle trailer A has a centering pin 6A, which is retracted in a forward position in a arranged on the tractor Z female receptacle 6Z corresponding shape (Fig. 14 and Fig. 15). With such a connection, the vehicle trailer A can no longer rotate around the coupling connection, and also do not tip over to the rear. The centering mandrel 6A can also be arranged in reverse on the tractor Z, and the female mount 6Z on the vehicle trailer A. In the case of a semitrailer, the stabilization could e.g. automatically done by moving the vehicle trailer A in the front position.
    权利要求:
    Claims (15)
    [1]
    Other variants of the stabilization device, which prevent rotation and tilting movements of the entire vehicle trailer A to the kingpin 4 are also possible :. For example, the front part 11 of a semitrailer in the forward position could simply be clamped under the cab of the towing vehicle in a special device. In a further embodiment of the stabilization device, the saddle coupling could be provided with one or more additional connections or devices which prevent the rotations and inclinations of the trailer desired during the journey. claims
    1. A trailer A with a chassis which consists of a towing vehicle Z facing front part 11 and at least one relative to the front part about a horizontal axis rotatable rear part 13, characterized in that the rear part 13 is connected to a working unit 20 with the front part 11 , And by means of this working unit 20, the rear part 13 is completely folded over by rotation about the horizontal axis on the front part 11.
    [2]
    2. Trailer A according to claim 1, characterized in that an intermediate part 12 is mounted between the front 11 and rear part 13.
    [3]
    3. Trailer A according to claim 2, characterized in that the working unit consists of two working devices, wherein the first working device 21, the front part 11 connects to the intermediate part 12, and the second working device 22 connects the intermediate part 12 with the rear part 13 of the chassis.
    [4]
    4. A trailer A according to claim 3, characterized in that the working devices 21, 22 are each secured at a distance from the upper edge of the chassis at the front 11, intermediate 12 and rear portion 13.
    [5]
    5. Trailer A according to claim 4, characterized in that the first working device 21 and the second working device 22 are connected to the same axis of rotation with the intermediate part.
    [6]
    6. Trailer A according to claim 1, characterized in that the working unit 20 consist of at least one hydraulic cylinder, pneumatic cylinder, electric cylinder, rack or screw rod.
    [7]
    7. A trailer A according to claim 1, characterized in that the trailer A has a removable, collapsible or foldable structure 7.
    [8]
    8. A trailer A according to claim 1, characterized in that a stabilizing device 6 is present, which firmly connects the vehicle trailer A with the towing vehicle Z before folding and stabilized such that no rotational or tilting movement of the front part 11 of the vehicle trailer A with respect to the towing vehicle Z is possible.
    [9]
    9. A trailer A according to claim 1, characterized in that the trailer A is a semi-trailer or semi-trailer.
    [10]
    10. Vehicle trailer according to claim 9, characterized in that the chassis can be moved by means of a further working device 5 from a first position to a second position, wherein the chassis is closer to the towing vehicle Z in the second position.
    [11]
    11. A vehicle trailer according to claim 8 and claim 10, characterized in that the stabilizing device 6 consists of at least two components which are mechanically coupled to each other in the second position, wherein the first component is attached to the vehicle trailer A and the second towing vehicle Z.
    [12]
    12. Vehicle trailer according to claim 11, characterized in that the first component is a survey 6A and the second component is the corresponding counterpart 6B, or vice versa.
    [13]
    13. A method for folding a vehicle trailer A with a chassis, which consists of a towing vehicle Z facing front part 11 and at least one relative to the front part 11 rotatable about a horizontal axis rear part 13, characterized in that the rear part 13 of the chassis by rotation to the horizontal axis is completely folded over to the front part 11.
    [14]
    14. A method according to claim 13, characterized in that with two or more rotatable rear parts of the chassis, each rear part is rotated in each case by a similar angle, and the angles of the rotations taken together make an angle of approximately 180 °, with two rear parts these angles would respectively about 90 °, with three rear parts 60 °, and accordingly with more than three buttocks.
    [15]
    15. The method according to claim 14, characterized in that the plurality of rear parts of the chassis are rotated simultaneously or successively in time, wherein in each case the rearmost part is rotated first.
    类似技术:
    公开号 | 公开日 | 专利标题
    DE2731386C2|1987-12-23|
    DE2808173A1|1979-08-30|ARTICULATED LORRY
    DE102012021613A1|2014-05-08|Heavy load-transport vehicle for transporting elongated object i.e. rotor blade, of wind-power plant, has towing machine and support rotated with respect to each other around vertical axis of vehicle
    DE10137080B4|2009-03-05|Movable construction for freight transport
    DE202013102388U1|2013-06-12|Overcharge vehicle
    DE1580100A1|1970-12-23|Device on self-propelled vehicles
    CH712167A2|2017-08-31|Foldable vehicle trailer and method for folding a vehicle trailer.
    DE2620413A1|1977-11-17|MACHINE FOR SPREADING GRAINY AND POWDERED MATERIAL
    DE102012015556B4|2017-07-06|Semi-trailer with a dump body
    DE102018001588A1|2019-08-29|Truck with rear cranked frame and attachable cranked frame part for retrofitting a truck
    DE2260396A1|1973-06-28|TRANSPORT AND CONVEYOR DEVICE AND TRANSPORT AND CONVEYOR METHOD
    DE806319C|1951-06-14|Low-floor single-axle trailer
    DE3148041A1|1983-06-16|"VEHICLE TRAILER"
    DE958360C|1957-02-14|Extendable, non-steerable multi-axle unit on low-loader trailers
    DE600135C|1934-07-16|Vehicle for bulk goods, especially garbage
    DE102018004872A1|2019-12-19|Lorry with a crane device and retrofitting method for retrofitting a crane device on a truck manufactured without a crane device as standard
    DE202019005170U1|2021-03-19|Lorry with an oil-motor-driven crane device and with an oil-motor-driven vehicle drive axle
    DE3135908A1|1983-03-31|Trailer
    EP0111760B1|1987-05-13|Trailer train with constrained steering
    DE2243290A1|1973-03-15|TRANSPORT DEVICE
    DE3523742A1|1986-05-28|Road train
    EP0231555A1|1987-08-12|Coupling device between a truck and a trailer
    DE2147926A1|1972-03-30|Vehicle with attached loading platform
    DE1012188B|1957-07-11|Truck train
    AT323566B|1975-07-25|DEVICE FOR COUPLING A SINGLE-AXLE TRACTOR TO A TRAILER OD. DGL.
    同族专利:
    公开号 | 公开日
    CH712167B1|2020-05-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    法律状态:
    2018-02-15| PFA| Name/firm changed|Owner name: LARAG AG, CH Free format text: FORMER OWNER: LARAG AG, CH |
    2020-08-14| PCAR| Change of the address of the representative|Free format text: NEW ADDRESS: BERGLIHOEH 3, 8725 ERNETSCHWIL (CH) |
    优先权:
    申请号 | 申请日 | 专利标题
    CH00216/16A|CH712167B1|2016-02-19|2016-02-19|Foldable vehicle trailer and method for operating a vehicle trailer.|CH00216/16A| CH712167B1|2016-02-19|2016-02-19|Foldable vehicle trailer and method for operating a vehicle trailer.|
    [返回顶部]