Trailer train
By combining two semi-trailers into a four-bridge car train and matching the electric drive axle in special scenarios, the problems of difficulty and insufficient flexibility of trailer trains under different load conditions are solved, and higher operating safety and energy efficiency are achieved.
Patent Information
- Application Number
- CN202421474697.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-06-26
- Publication Date
- 2025-03-18
- Estimated Expiration
- 2034-06-26
AI Technical Summary
The quality differences in trailer trains during idling and full load lead to complex road conditions and freight yard environments, which increase the requirements of driving force and control force. At the same time, when carrying containers, it is necessary to match containers of different specifications, which has the problem of insufficient flexibility.
Two semi-trailers are used to combine into a car train, reducing the connection towing platform of the traditional trailer, designed as a four-bridge type, and an elevated trailer axle is set on each front and rear trailers. It can be lifted when no load to reduce operating resistance, and can be lowered when full load to ensure load-bearing capacity. In addition, the unliftable trailer axle can be matched with electric drive axle to solve the problems of insufficient traction and tire slippage.
It improves the operational passability and safety of trailer trains, reduces tire wear and energy consumption, and improves traction and braking capabilities in special scenarios, avoiding the problem of inability to operate due to tire slippage.
Smart Images
Figure CN222629454U_ABST
Abstract
Description
Technical Field
[0001] The utility model belongs to the field of trailers, and in particular relates to a trailer train comprising at least two trailers / semi-trailers. Background Art
[0002] Trailer trains are the main force in the current transportation industry, especially in the transportation of coal and other powdery and granular materials. Nowadays, the volume of container road-rail transport is growing. At the same time, in terms of the selection of train components, traditional box trailers continue to play an important role in the transportation of powdery and granular materials, and there is a general demand for adaptive improvements to the resulting car trains based on the original production line.
[0003] Moreover, trailer trains, due to their outstanding large carrying capacity, also bring about many problems and demands. For example, the huge difference in mass when empty and fully loaded, resulting in complex road conditions, messy freight yards and hill climbing, which require higher driving and control capabilities; and the matching of containers of different specifications when transporting containers. Utility Model Content
[0004] In view of the above-mentioned problems and current situation, the utility model provides a scheme for combining two semi-trailers to form a car train for transportation operations. Compared with the traditional trailer train, this scheme reduces the connecting platform of the traditional two-trailer workshop, and the train can load 2 40-foot standard containers or 4 20-foot containers, which is more flexible in container selection. In addition, in the scheme of the utility model, the front and rear trailers can each raise a bridge when driving empty, which can greatly reduce the running resistance, energy consumption and wear; in specific scenarios, a single semi-trailer can also be pulled to transport the container, and it runs like an ordinary semi-trailer. The trailer train of this scheme can also match the non-liftable trailer axle with an electric drive axle for special scenarios such as particularly poor road conditions and climbing coal piles and freight yards, thereby solving the problem of insufficient driving force of the tractor, tire slippage, and inability to run, because tire slippage is insufficient adhesion between the tire and the ground and insufficient effective power drive contact area.
[0005] In order to reduce consumption and increase efficiency to a greater extent, and improve the maneuverability of automobile trains, the utility model provides a trailer train. The trailer train of the utility model has a reasonable structure and layout and is very practical; the application of this solution will greatly improve the running passability and safety of semi-trailer trains, and greatly reduce trailer tire wear and energy consumption.
[0006] Specifically, the utility model provides a trailer train, which includes a front trailer and a rear trailer connected to each other. The front trailer and the rear trailer each have a liftable axle and at least one non-liftable axle; the liftable axle can be lifted off the ground or lowered to the ground according to requirements (such as empty load, heavy load or climbing, etc.) under the action of a lifting mechanism (axle lifting device).
[0007] The non-liftable axles of the front trailer and the rear trailer are generally configured as ordinary axles. Preferably, at least one of the non-liftable axles can be matched as an electric drive axle. When the trailer train matched with the electric drive axle is going downhill, the motor reversely charges the battery, and the braking force can be achieved during reverse charging.
[0008] Furthermore, the front trailer and the rear trailer can be independently configured as two-axle, three-axle, four-axle or five-axle types as required. Preferably, both the front trailer and the rear trailer are configured as four-axle types. More preferably, the liftable axle of the front trailer is the frontmost axle in the four axles in the forward direction; the liftable axle of the rear trailer is the rearmost axle in the four axles in the forward direction. Moreover, at least one of the three non-liftable axles in the four axles of the front trailer and / or the rear trailer is configured as an electric drive axle.
[0009] Furthermore, the front trailer and the rear trailer are connected via a saddle at the rear of the front trailer.
[0010] Preferably, the front trailer and / or the rear trailer is configured as a skeleton semi-trailer or a flatbed semi-trailer, and is used to load at least one container. The skeleton semi-trailer or the flatbed semi-trailer is provided with a container lock for connecting the loaded container. For this reason, in the solution of the utility model, the skeleton semi-trailer or the flatbed semi-trailer can load one 40-foot standard container or two 20-foot containers.
[0011] Preferably, for special purposes, the front trailer and / or the rear trailer are box trailers. Alternatively, for various needs, the front trailer and / or the rear trailer can be independently selected from a skeleton trailer, a flatbed trailer or a box trailer.
[0012] Preferably, in the implementation scheme of the utility model, the lifting mechanism of the trailer axle can be an airbag type, and can also be implemented by mechanical, hydraulic, spring, etc. methods according to different scenarios and uses.
[0013] The trailer train involved in the utility model aims to remove the connecting platform between the two trailers of the traditional trailer train, and adopt the saddle connection at the rear of the front trailer. In addition, the front and rear trailers of the trailer train are designed as four-axle type, and a liftable trailer axle is set on each of the front and rear trailers. The liftable axle can be lifted off the ground when the train is running unloaded according to demand; while, the liftable axle is not lifted when it is heavily loaded, ensuring the carrying capacity of the trailer; thereby improving the running passability and safety of the trailer train, and greatly reducing the wear and energy consumption of the trailer tires. At the same time, the trailer train of this scheme can also match the non-liftable axle with an electric drive axle for special scenes such as particularly poor road conditions and climbing coal piles and freight yards, thereby solving the problem of insufficient driving force of the tractor, tire slippage, and inability to run. When the trailer train matched with the electric drive axle goes downhill, the motor reversely charges the battery, and the braking force can be achieved during reverse charging, which greatly reduces the loss of the trailer braking system and the high temperature of the brake.
[0014] The trailer of the utility model can be designed as a skeleton type or a flatbed type, and can also be designed as a van-type semi-trailer for special purposes. A single skeleton type or flatbed type trailer can load one 40-foot standard container or two 20-foot containers, which is more flexible in container selection. When traveling without load, the front and rear trailers can each lift a trailer liftable axle by operating the trailer axle lifting device, which can greatly reduce the running resistance, energy consumption and wear; when traveling with heavy load, the front and rear trailers can lower the trailer liftable axle by operating the trailer axle lifting device, and after the liftable trailer axle is lowered, the carrying capacity, braking force and safety of the trailer can be guaranteed.
[0015] The trailer train of this solution can also match the non-liftable trailer axle with an electric drive axle when it is in particularly bad road conditions and climbing coal piles, freight yards and other special scenarios. This solves the problem of insufficient driving force of the tractor, tire slippage, and inability to run. When the trailer train is matched with an electric drive axle, the motor reversely charges the battery when going downhill, and the braking force can be achieved during reverse charging, which greatly reduces the loss of the trailer braking system and the high temperature of the brake. This greatly improves the running passability and safety of the semi-trailer train. BRIEF DESCRIPTION OF THE DRAWINGS
[0016] Figure 1 It is a side view of a trailer train of the utility model in a non-lifted state according to a first embodiment.
[0017] Figure 2 It is a side view of a trailer train in a lifting state according to a first embodiment of the utility model.
[0018] Figure 3 The utility model is a schematic diagram of a trailer train for transporting containers according to a first embodiment.
[0019] Figure 4It is a side view of a trailer train of the utility model in a non-lifted state according to a second embodiment.
[0020] Figure 5 It is a side view of a trailer train in a lifting state according to a second embodiment of the utility model.
[0021] Figure 6 It is a three-dimensional schematic diagram of an example product of a skeleton vehicle of a first embodiment of a trailer train of the utility model when connected to a tractor.
[0022] Figure 7 It is a three-dimensional schematic diagram of an example product of a second embodiment of a trailer train of the utility model connected to a tractor.
[0023] In the figure: 1. front trailer; 2. saddle at the rear of the front trailer; 3. container lock; 4. axle lifting device of the front trailer; 5. liftable axle of the front trailer; 6. non-liftable axle of the front trailer; 7. rear trailer; 8. axle lifting device of the rear trailer; 9. liftable axle of the rear trailer; 10. non-liftable axle of the rear trailer; 20. container. DETAILED DESCRIPTION
[0024] The "trailer train" of the utility model will be further described below in conjunction with the accompanying drawings.
[0025] A trailer train scheme of the utility model is composed of a front trailer 1, a saddle 2 at the rear of the front trailer, a container lock 3 (optional), a front trailer axle lifting device 4, a front trailer liftable axle 5, a front trailer non-liftable axle 6, a rear trailer 7, a rear trailer axle lifting device 8, a rear trailer liftable axle 9, a rear trailer non-liftable axle 10 and other accessories. Preferably, the front trailer 1 and the rear trailer 7 of the trailer train are designed as a four-axle type, and a liftable trailer axle is designed on each of the front trailer 1 and the rear trailer 7. The liftable trailer axle is lifted off the ground when the train is running unloaded; the liftable trailer axle is not lifted when heavily loaded, so as to ensure the carrying capacity of the trailer. The specific implementation plan is described as follows in an enumerated manner:
[0026] Embodiment 1
[0027] See also Figure 1-3 as well as Figure 6 The trailer train of the utility model is designed as a skeleton container transport semi-trailer style (see Figure 6), of course, it can also be designed as a flatbed container transport semi-trailer style. The container locks 3 can be set to different sizes according to different scene requirements. In this example, the trailer train can load 4 containers 20, including a front trailer 1, a saddle 2 at the rear of the front trailer, a container lock 3, a front trailer axle lifting device 4, a front trailer liftable axle 5, a front trailer non-liftable axle 6, a rear trailer 7, a rear trailer axle lifting device 8, a rear trailer liftable axle 9 and a rear trailer non-liftable axle 10.
[0028] Specifically, the train is provided with a front trailer 1 and a rear trailer 7 in sequence from the vehicle forward direction, and the rear of the front trailer 1 is provided with a front trailer rear saddle 2 for connecting the rear trailer 7. Both the front trailer 1 and the rear trailer 7 are four-axle semi-trailer structures. Take a total of 4 20-foot containers as an example (see Figure 3 ), container locks 3 for connecting the container 20 are respectively provided at the front, middle and rear parts of the front trailer 1 and the rear trailer 7.
[0029] In the forward direction, the first axle of the front trailer 1 is set as a front trailer liftable axle 5, and the front trailer axle lifting device 4 arranged on the upper part thereof is used to achieve the required lifting ( Figure 2 ) or fall ( Figure 1 ), the last three axles are the front trailer non-lifting axles 6. The last axle of the rear trailer 7 is set as the rear trailer liftable axle 9, which is lifted on demand by cooperating with the rear trailer axle lifting device 8 ( Figure 2 ) or fall ( Figure 1 ), the front three axles are the non-liftable axles 10 for the rear trailer. Among them, the non-liftable axles 6 for the front trailer and the non-liftable axles 10 for the rear trailer can generally be configured as any commonly known axles. Preferably, at least one of the six axles in the non-liftable axles 6 for the front trailer and the non-liftable axles 10 for the rear trailer can be matched as an electric drive axle to solve the problem of insufficient driving force of the tractor, tire slippage, and inability to run, and the motor reversely charges the battery when going downhill, and braking force can be achieved during reverse charging.
[0030] Embodiment 2
[0031] See also Figure 4-5 and Figure 7 The trailer train of the utility model is designed as a box-type transport semi-trailer style (see Figure 7 ), of course, it can also be designed as a semi-trailer style. The length, width and height of the box can be set to different sizes according to different scene requirements.
[0032] In this example, the trailer includes a front trailer 1, a saddle 2 at the rear of the front trailer, a front trailer axle lifting device 4, a front trailer liftable axle 5, a front trailer non-liftable axle 6, a rear trailer 7, a rear trailer axle lifting device 8, a rear trailer liftable axle 9 and a rear trailer non-liftable axle 10.
[0033] Specifically, starting from the vehicle forward direction, the train is sequentially provided with a front trailer 1 and a rear trailer 7, and the rear of the front trailer 1 is provided with a front trailer rear saddle 2 for connecting the rear trailer 7. Both the front trailer 1 and the rear trailer 7 are four-axle semi-trailer structures.
[0034] In the forward direction, the first axle of the front trailer 1 is set as a front trailer liftable axle 5, and the front trailer axle lifting device 4 arranged on the upper part thereof is used to achieve the required lifting ( Figure 5 ) or fall ( Figure 4 ), the last three axles are the front trailer non-lifting axles 6. The last axle of the rear trailer 7 is set as the rear trailer liftable axle 9, which is lifted on demand by cooperating with the rear trailer axle lifting device 8 ( Figure 5 ) or fall ( Figure 4 ), the front three axles are the non-liftable axles 10 for the rear trailer. Among them, the non-liftable axles 6 for the front trailer and the non-liftable axles 10 for the rear trailer can generally be configured as any commonly known axles. Preferably, at least one of the six axles in the non-liftable axles 6 for the front trailer and the non-liftable axles 10 for the rear trailer can be matched as an electric drive axle to solve the problem of insufficient driving force of the tractor, tire slippage, and inability to run, and the motor reversely charges the battery when going downhill, and braking force can be achieved during reverse charging.
[0035] In the implementation scheme of the utility model, the trailer axle lifting device is of airbag type, which can be implemented by mechanical, hydraulic, spring or other methods according to different scenarios and uses.
[0036] In the implementation scheme of the utility model, the position setting of the trailer's liftable axle is a preferred solution, and can be set on any one of the four axles of each trailer according to different scenarios and uses.
[0037] In the implementation scheme of the utility model, the non-liftable trailer axle can also be matched with an electric drive axle to solve the problem of insufficient driving force of the tractor, tire slippage, and inability to run. It can be arranged on any axle of the four axles of each trailer according to different situations.
[0038] The utility model can be used in various scenarios where trailer trains are required, and has the characteristics of strong versatility, simple structure, convenient manufacturing, low cost, high reliability, etc. It greatly improves the running passability and safety of semi-trailer trains, greatly reduces the wear and energy consumption of trailer tires, etc. When matched with an electric drive trailer axle, the motor can also reversely charge the battery when going downhill, and the braking force can be achieved during reverse charging, which greatly reduces the loss of the trailer braking system and the high temperature of the brake.
[0039] Finally, it should be noted that the above is only a preferred embodiment of the utility model and is not intended to limit the utility model patent. Although the utility model patent is described in detail with reference to the above embodiments, for those skilled in the art, they can still modify the technical solutions recorded in the above embodiments, or replace some of the technical features therein with equivalents. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the utility model patent shall be included in the protection scope of the utility model patent.
[0040] It should be understood that the "front", "rear" and other position indications described herein are divided according to the device's own direction or the vehicle's forward direction as shown in the figure. It should be understood that in the solution of the utility model, the so-called front and rear position indications are interchangeable and do not constitute a substantial limitation to the solution.
Claims
1. A trailer train, characterized in that: The trailer train comprises a front trailer and a rear trailer connected to each other; the front trailer and the rear trailer respectively have a liftable axle and at least one non-liftable axle; the liftable axle can be lifted off the ground or lowered as required under the action of a lifting mechanism.
2. The trailer train according to claim 1, characterized in that: At least one of the non-liftable axles is adapted to be an electrically driven axle.
3. The trailer train according to claim 1 or 2, characterized in that: The front trailer and the rear trailer are configured as a four-axle type.
4. The trailer train according to claim 3, characterized in that: The liftable axle of the front trailer is the frontmost axle among the four axles in the forward direction; the liftable axle of the rear trailer is the rearmost axle among the four axles in the forward direction.
5. The trailer train according to claim 1 or 2, characterized in that: The front trailer and the rear trailer are connected via a saddle at the rear of the front trailer.
6. The trailer train according to claim 5, characterized in that: The front trailer and the rear trailer are independently selected from a skeleton-type semitrailer, a flatbed semitrailer or a box-type semitrailer.
7. The trailer train according to claim 6, characterized in that: The skeleton-type semi-trailer or the flatbed semi-trailer is provided with a container lock for connecting the loaded container.
8. The trailer train according to claim 6, characterized in that: The skeleton-type semi-trailer or the flatbed semi-trailer can load one 40-foot standard container or two 20-foot containers.
9. The trailer train according to claim 5, characterized in that: The lifting mechanism is an airbag type, mechanical type, hydraulic type or spring type lifting mechanism.
10. The trailer train according to claim 2, characterized in that: The electric motor of the electric drive axle reversely charges the battery when the electric drive axle is driving downhill.