Height-adjustable trailer for a commercial vehicle

Abstract

Trailer system (24) with a trailer (10) without drive, and for coupling with a commercial vehicle (12) having a trailer (10): - at least one trailer axle (14); - a trailer drawbar (16) for coupling to a commercial vehicle coupling (18) of the commercial vehicle (12); wherein the trailer (10) has a commercial vehicle support configuration (20) that is height-adjustable relative to the at least one trailer axle (14) in order to support an actual weight load of the commercial vehicle (12) when coupled with the commercial vehicle (12), and the trailer system (24) is equipped with a detection system (26) to detect the actual weight load acting on the trailer (10) by the commercial vehicle (12), wherein the trailer system (24) has an information processing system which is configured to control the height adjustment of the commercial vehicle support configuration (20) such that the actual weight load detected by the detection system (26) and acting on the trailer (10) does not exceed a target weight load, wherein the information processing system is set up to adjust the height of the commercial vehicle support configuration (20) in real time, and wherein the information processing system is set up to continuously adjust the actual weight load in such a way as to reduce the actual weight load acting on the trailer (10).

Description

Technical field

[0001] The present invention relates to a trailer system with a height-adjustable trailer for coupling to a commercial vehicle. The trailer has at least one trailer axle and a trailer drawbar for coupling to a commercial vehicle coupling coupling.

[0002] Furthermore, the present invention relates to a commercial vehicle with the aforementioned trailer or with the aforementioned trailer system. Background of the invention

[0003] Trailers are vehicles that typically have a loading platform for transporting goods but no engine of their own. They are towed behind commercial vehicles such as cars, trucks, buses, or tractors. Trailers primarily transfer their load to the road via their wheels. The tractive forces are transmitted from the towing vehicle to the trailer via the drawbar. A trailer hitch connects the towing vehicle to the trailer.

[0004] In the case of a rigid drawbar trailer, the drawbar is rigidly connected to the trailer frame. A rigid drawbar trailer usually has one or two axles, which are also rigidly connected to the trailer frame. Many car trailers are designed as rigid drawbar trailers. In Germany, according to the Road Traffic Licensing Regulations (StVZO), which are harmonized across the European Union, as of the date of registration of these documents, a trailer with a maximum permissible weight of up to 750 kg is considered a light trailer and does not require its own brakes. Brakes are mandatory for trailers exceeding this maximum permissible weight. In Europe, this is usually an overrun brake. Overrun brakes are permitted for trailers with a maximum permissible weight of up to 3500 kg. Heavier trailers require a continuous braking system. This is almost always an air brake system.

[0005] For example, a German driving licence with the B 96 endorsement allows a maximum permissible weight of 4250 kg on the date these documents are submitted. This maximum permissible weight could, for instance, consist of a commercial vehicle weighing 3500 kg and a trailer weighing 750 kg.

[0006] However, with the German B 96 registration, for example, a problem can arise if a trailer is attached to the rear of a commercial vehicle, meaning the vehicle pulls the trailer behind it. This is unproblematic, for instance, when transporting loads that can be easily divided. The situation is different in the following scenario. If, for example, a heavy, single load weighing 1950 kg needs to be transported, this is not possible with a commercial vehicle that has an unladen weight of 2100 kg and a permissible total weight of 3500 kg, and a trailer that has an unladen weight of 250 kg and a permissible total weight of 750 kg. There are at least two reasons for this. Firstly, the single load cannot be divided between the commercial vehicle and the trailer. Secondly, the combined weight of 4300 kg simply exceeds the permissible total weight of 4250 kg.Therefore, a larger commercial vehicle or trailer is required, which in both cases may require a higher driving licence category.

[0007] The aforementioned values ​​are purely examples and must be scaled accordingly for other driving license categories, and possibly also for driving licenses from other jurisdictions, to different weights or their weight limits. The underlying problem remains.

[0008] EP 2 730 444 A1 relates to a trailer for at least partially, and at least temporarily solely, propelling a commercial vehicle and / or a commercial vehicle trailer. The trailer comprises at least one wheel, preferably at least two wheels, a drive unit, an energy storage device for the drive unit, and a coupling device by which the trailer can be connected to the vehicle. The drive unit is designed to drive the wheel, and the trailer has a support structure designed to bear the vehicle's weight. Alternatively or additionally, the drive unit can be equipped with an interface for driving a wheel axle of the vehicle.

[0009] US 3,282,601 A concerns trucks and, in particular, a vehicle of this type equipped with means for load distribution and distribution means and means for substantially affecting the wheelbase of a vehicle and its load-bearing capacity.

[0010] US 9,809,074 B2 relates to a trailing axle suspension system comprising an auxiliary chassis, an axle suspension system that suspends a trailing axle from the auxiliary chassis, and an auxiliary chassis system that suspends the auxiliary chassis from the auxiliary chassis. The auxiliary chassis suspension system includes a pair of suspension arms that pivotally mount the auxiliary chassis and pivotally connect to the vehicle chassis. The axle suspension system and the auxiliary chassis suspension system are designed to work together to position the auxiliary chassis and trailing axle in a stowed position on the vehicle, and to position the auxiliary chassis and trailing axle in an extended position at a location behind the vehicle chassis, and then to force the auxiliary chassis to support the vehicle chassis with the trailing axle.The suspension system of the auxiliary chassis includes a load-bearing element, separate from the pivoting support of the auxiliary chassis, which rigidly connects the suspension arms and is designed to engage with the auxiliary chassis to establish the deployed state and to bear a major portion of the force that causes the auxiliary chassis to support the vehicle chassis with the trailing axle.

[0011] DE 10 2019 107 333 A1 relates to a motor vehicle with a loading platform, wherein the motor vehicle has at least one rear axle with wheels, wherein the loading platform projects rearward beyond the at least one rear axle, wherein a trailer coupling is arranged on a cross member of the rearmost of the at least one rear axle, wherein the trailer coupling comprises a trailer hitch, wherein the trailer hitch is designed to couple a trailer coupling device of at least a single-axle trailer below the loading platform, wherein the loading platform has a recess, wherein the recess is arranged vertically above the trailer hitch and a part of the cross member, wherein the recess in the loading platform is dimensioned to allow a view and / or access from above from the loading platform to the trailer hitch and a part of the cross member of the rearmost of the at least one rear axle.The document also concerns a trailer and a vehicle combination consisting of a motor vehicle and a trailer. Description of the invention

[0012] Starting from this situation, it is an object of the present invention to create a trailer system with a trailer and a commercial vehicle that overcome the aforementioned disadvantages.

[0013] The object of the invention is achieved by the features of the independent main claims. Advantageous embodiments are specified in the dependent claims. Where technically feasible, the teachings of the dependent claims can be combined arbitrarily with the teachings of the main and dependent claims.

[0014] The trailer has at least one axle. A trailer axle is, in particular, a wheel axle. It is also possible for the trailer to have multiple axles, wherein one, several, or all axles incorporate aspects of the present invention, in particular, each featuring a height-adjustable commercial vehicle mounting configuration.

[0015] Furthermore, the trailer has at least one drawbar for coupling to a commercial vehicle coupling. The drawbar is understood to be the towing and / or steering device on towed vehicles. For trailers with multiple or a centrally located axle(s), it may be fixedly mounted in the area of ​​the coupling, for example, and for multi-axle trailers with turntable steering, it may be movably attached to the steering ring of the front axle. The trailer can, for example, be guided under the cargo area of ​​the commercial vehicle via its drawbar at the rear and coupled to a commercial vehicle coupling. The drawbar is dimensioned in such a way that the entire mounting configuration can be positioned below the cargo area of ​​the commercial vehicle.

[0016] Finally, the trailer is designed to have a height-adjustable mounting system relative to at least one of the trailer axles, enabling it to support the actual weight of the vehicle when coupled with the trailer. This means that the vehicle rests on the trailer, at least via the mounting system, and consequently on the ground via the trailer's wheels. The vehicle's weight is thus transferred, at least partially, to the trailer via the mounting system, with the force and weight load continuing to the ground. The magnitude of the actual weight load depends on the type and extent of contact between the vehicle and the mounting system.The trailer's mounting configuration is raised until it and the trailer axle connected to it are bearing the actual weight of the vehicle. For example, the mounting configuration can be positioned entirely beneath the vehicle for this purpose. In particular, at least one trailer axle can be located at the trailer's center of mass. This improves the transfer of the weight from a loaded cargo area of ​​the vehicle to the trailer's axle and wheels.

[0017] In particular, at least one trailer axle is load-connected to the commercial vehicle mounting configuration in order to bear the actual weight load of the commercial vehicle when a load coupling occurs.

[0018] The trailer is coupled to the commercial vehicle's coupling via a trailer drawbar. This can be understood as a train coupling.

[0019] The trailer, when in the lowered position of the commercial vehicle's mounting configuration, is subjected to weight loading from the frame structure. This can be understood as load coupling.

[0020] Provided that the train coupling and the load coupling are present, this can be understood, in the sense of the invention, as a coupling between the commercial vehicle and the trailer.

[0021] In general, the order of tension coupling and load coupling can be varied. It is preferred that the tension coupling occurs first, followed by the load coupling.

[0022] Preferably, one or more trailer axles each have two or more wheels. The actual weight load is particularly preferably transferred to a ground surface via the two or more wheels.

[0023] Advantageous aspects of the claimed invention are explained below, followed by a description of preferred modified embodiments of the invention. Explanations, particularly regarding advantages and definitions of features, are essentially descriptive and preferred examples, but not limiting ones. If an explanation is limiting, this will be expressly stated.

[0024] In other words, the invention specifically provides that the commercial vehicle is raised by the trailer's mounting configuration. It is not necessary for the trailer itself to have a direct support surface for transported goods, nor does it necessarily have to be attached to the rear of the commercial vehicle. Instead, for example, the trailer may not have its own support surface for transported items and may instead be positioned under the commercial vehicle in such a way that the vehicle's support surface, such as a loading platform, also serves as the trailer's support surface. One aspect of the invention, therefore, is that the trailer axle forms an optional additional axle for the commercial vehicle, fulfilling the requirements of a load-bearing trailer and thus increasing the permissible total weight of the commercial vehicle-trailer configuration.

[0025] Generally, preference is given to fulfilling the legal framework conditions regarding the required vertical load between the commercial vehicle and the trailer.

[0026] According to a modified embodiment of the invention, the commercial vehicle support configuration is arranged such that the actual weight load borne by the trailer is dependent on the height adjustment of the commercial vehicle support configuration. In other words, this means that, depending on the height adjustment of the commercial vehicle support configuration, the commercial vehicle rests on the trailer's support configuration with a corresponding weight load. The higher the commercial vehicle support configuration is adjusted relative to the trailer axle during vertical loading of the trailer, the higher the actual weight load acting on the trailer. Conversely, the lower the height adjustment of the commercial vehicle support configuration, the lower the actual weight load acting on the trailer.This means that the actual weight load to be borne by the trailer, as determined by the commercial vehicle, depends on the height adjustment of the vehicle's mounting configuration. This provides a simple and reliably adjustable way to load the trailer up to the target weight.

[0027] The configuration of the commercial vehicle support system, such that the actual weight load to be borne by the trailer depends on the height adjustment of the support system, can, for example, involve the arrangement of the support system and the trailer axle(s) for optimal transfer of the vehicle's weight into the ground, or the design of the support system to adapt to a commercial vehicle underbody, in particular to a load-bearing underbody structure, and most preferably to a load-bearing underbody structure of the vehicle's loading platform. The support system can, for example, have one or more connecting elements, which are preferably positively and / or force-fit connected to the frame structure of the commercial vehicle, i.e., for example, the vehicle underbody or its loading platform.For the scenario mentioned at the beginning, a B 96 driving licence can, for example, have its permissible total weight of 750 kg set / achieved by moving the commercial vehicle mounting configuration towards the commercial vehicle.

[0028] According to a modified embodiment of the invention, the commercial vehicle mounting configuration comprises at least one or more connecting elements for connection to a frame structure of the commercial vehicle. The connecting element(s) thus form the contact area between the trailer's mounting configuration and the commercial vehicle's frame structure. This is a reliable structural design for connecting the trailer's mounting configuration to the commercial vehicle's frame structure. The individual connecting element can be a web structure, thus promoting a uniform load distribution. In the case of multiple connecting elements, load points can, for example, be weighted differently.

[0029] Preferably, the connecting element(s) is / are designed for connection to a commercial vehicle underbody structure or frame structure. Depending on the design of the commercial vehicle underbody structure, a defined force flow from the commercial vehicle to the connecting element(s) can be set and controlled.

[0030] The connecting element(s) are particularly preferably designed for connection to a commercial vehicle underbody structure configured as a bolt assembly within the vehicle's frame structure. Depending on the configuration of the commercial vehicle underbody structure as a bolt assembly, a defined force flow from the commercial vehicle to the connecting element(s) can be set and controlled. The design of the bolts simplifies not only the precise force flow control but also the possibility of coupling the load between the commercial vehicle and the trailer, since bolt bodies are geometrically simple elements that can be coupled quickly. This can, for example, reduce the number of maneuvering operations required by the commercial vehicle.

[0031] It is particularly preferred that one or more connecting elements form a bolted connection, wherein the bolt(s) preferably extend substantially parallel to the ground in order to advantageously allow a support load in the case of coupling, so that a vertical load acts from the commercial vehicle onto the trailer. The formulation essentially aims to ensure that the design of the bolted arrangement is suitable for enabling a horizontal thrust connection between the commercial vehicle and the trailer such that a vertical load can be transferred from the commercial vehicle to the trailer.A horizontal thrust connection exists, for example, when a bolt of a bolt arrangement protrudes horizontally from the commercial vehicle and the trailer has, for example, a U-profile with three legs designed to interact with the bolt, in particular with two parallel webs and a cross web connecting them, whereby the parallel webs can extend parallel to the ground, so that the bolt can be inserted horizontally between the two parallel webs for coupling.

[0032] Optionally, in the case of a bolted connection, the connecting element(s) themselves can be designed as bolts or interact with one or more bolts arranged on the commercial vehicle.

[0033] According to a modified embodiment of the invention, in the case of multiple trailer axles, a single vehicle mounting configuration is provided for each trailer. This offers the exemplary advantage of a cost-effective solution and reduced material consumption, resulting in a lower unladen weight of the trailer and a higher payload.

[0034] According to a modified embodiment of the invention, in the case of multiple trailer axles, several or a single commercial vehicle mounting configuration(s) are provided per trailer axle. This has the exemplary advantage of multiple connection points between the commercial vehicle and the trailer, so that the load acting on the trailer can be distributed more evenly. This protects the trailer components and increases its service life.

[0035] According to a modified embodiment of the invention, each connecting element has a receiving groove for connection to the commercial vehicle's underbody structure or frame structure. A receiving groove can be particularly suitable for easy connection to bolts of a bolt assembly, wherein the bolts can be arranged, in particular, on the commercial vehicle, preferably on its frame structure, and most preferably on its underbody structure. Preferably, each connecting element has a U-shape with three legs. Particularly preferably, the receiving groove is formed by a space enclosed by the three legs. This also includes similar shapes, such as a correspondingly elongated V-shape, wherein the legs can be straight or curved.The respective receiving groove can thus be formed by exactly three legs; however, two or more than three legs are optionally possible, provided they function in the same way as the three legs for receiving and guiding a bolt.

[0036] According to a modified embodiment of the invention, the trailer does not have its own support surface for transported items. This preferred negative feature highlights an advantageous aspect of the invention, namely that the trailer can function as an optionally usable, but also removable, additional axle for the commercial vehicle, effectively increasing the permissible gross vehicle weight in relation to the gross train weight. According to this modification, it is not possible for goods to be transported differently in the commercial vehicle and on the trailer. If necessary, the trailer can thus be coupled to a commercial vehicle that requires a higher permissible gross train weight but no additional cargo space. Once the transport process is complete and the trailer has fulfilled its function, it can be uncoupled again.

[0037] According to a modified embodiment of the invention, the commercial vehicle support configuration is height-adjustable relative to the at least one trailer axle between a raised and a lowered state, such that the actual weight load increases with a progressively higher position of the commercial vehicle support configuration. In other words, the actual weight load exerted by the commercial vehicle on the trailer axle increases or decreases as the height of the commercial vehicle support configuration is adjusted, thus altering the load-bearing capacity of the commercial vehicle. The weight load increases with a higher position of the commercial vehicle support configuration because the support configuration bears more of the load.

[0038] According to a modified embodiment of the invention, the trailer is provided with a lifting mechanism for adjusting the height of the commercial vehicle mounting configuration relative to the at least one trailer axle. The lifting mechanism can be, for example, hydraulic, mechanical, pneumatic, electric, magnetic, or a combination thereof. Alternatively, a similarly functioning lifting mechanism is also possible. The lifting mechanism can comprise a single lifting device per trailer, per trailer axle, or per wheel of a trailer axle. Thus, the lifting mechanism can be understood as a holistic system for the relative height adjustment between the trailer axle and the commercial vehicle mounting configuration, or as a single lifting device.

[0039] According to a modified embodiment of the aforementioned embodiment, the trailer is provided with a lifting guide to prevent the lifting mechanism from tilting or buckling during and / or after the height of the commercial vehicle's support configuration relative to the at least one trailer axle is adjusted. In addition to the potential advantages of reducing the amount of dirt that can enter the lifting mechanism and thus reducing maintenance requirements, this can also, in particular, lead to a longer service life for the lifting mechanism.

[0040] According to a modified embodiment of the invention, the trailer is equipped with a ground contact device configured to move the trailer onto or off a surface. The ground contact device can thus place the trailer onto the surface when needed and, when not required, lift the trailer off the surface. This is advantageous for reducing wear on the trailer axle, trailer wheels, and other components when the trailer is not in use. A further advantage of this configuration is that, for example, a two-axle commercial vehicle can remain a two-axle commercial vehicle whenever possible and desired, and only become a three-axle commercial vehicle when necessary.This is advantageous, for example, if there are speed limits for three-axle commercial vehicles on certain roads or highways that would not exist for two-axle commercial vehicles.

[0041] For the purpose of operating the ground contact device, it can be provided, for example, that the trailer drawbar can be disconnected from the commercial vehicle coupling as soon as the ground contact device is activated. For instance, the ground contact device can unlock a locking mechanism on the trailer drawbar. This prevents damage to the trailer drawbar or the commercial vehicle coupling in the event of insufficient freedom of movement of the ground contact device's movement mechanism. Alternatively or additionally to the locking mechanism, an automatic locking and unlocking of the connection between the trailer drawbar and the commercial vehicle coupling can be provided.

[0042] Preferably, the ground contact device is the aforementioned lifting mechanism. This saves material costs without reducing the trailer's payload. The lifting mechanism can thus be designed to, on the one hand, apply the weight of the commercial vehicle to the trailer. On the other hand, the lifting mechanism can also be designed to lift the trailer or its axle(s) from the ground or make contact with it without the influence of the commercial vehicle's weight.

[0043] It is also advantageous to have a trailer system with a trailer that meets at least one of the aforementioned criteria. Furthermore, the trailer system includes a detection system to detect the actual weight load exerted on the trailer by the commercial vehicle. This detection system can be, for example, a pressure sensor or a spring system with a pneumatic valve assembly. However, it is also possible for the detection system to operate based on a different measuring principle. The advantage is that the load can be determined at the point where the commercial vehicle rests on the trailer's support configuration. The detection system enables precise determination of the actual weight load, allowing the height adjustment of the support configuration, particularly its connecting element(s), to be carried out using the measurement data from the detection system, thus achieving a favorable approximation of the actual weight load to a target weight load.

[0044] The trailer system is designed to include an information processing system configured to control the height adjustment of the vehicle's mounting configuration in such a way that the actual weight load detected by the detection system and acting on the trailer does not exceed a target weight load, preferably corresponding to or falling below the permissible payload of the trailer according to national regulations. This is advantageous, for example, for enabling real-time adjustment of the vehicle mounting configuration's height using the information processing system, which can be relevant for transport services to avoid unnecessary wheel wear. The information processing system can be designed, by way of example and without limitation, as an electronic computing system, a mechanical, hydraulic, and / or pneumatic control system, and / or an equivalent system.

[0045] Advantageously, a commercial vehicle is provided for coupling with a trailer. The commercial vehicle has a trailer, which can be designed according to one of the previously described modified embodiments. Alternatively, the commercial vehicle has a trailer system, which can be designed according to one of the previously described modified embodiments. This can also include at least one or more of the features according to one of the modified embodiments of the invention. The commercial vehicle further comprises at least two commercial vehicle axles and a frame structure. The commercial vehicle mounting configuration is height-adjustable relative to the at least one trailer axle and / or the at least two commercial vehicle axles between a raised state and a lowered state.The trailer is preferably movable, at least in the lowered state of the commercial vehicle mounting configuration, below the frame structure to change a coupling state between the commercial vehicle and the trailer.

[0046] The commercial vehicle mounting configuration, and therefore also the trailer, is subject to weight-bearing from the frame structure, at least when the commercial vehicle mounting configuration is raised.

[0047] If the commercial vehicle is used with a trailer instead of a complete trailer system, for example, operating instructions may be provided which specify for certain types of commercial vehicles how far the commercial vehicle mounting configuration must be adjusted in height so that a defined weight, preferably the permissible total weight, is achieved for the trailer.

[0048] The terminology of a height-adjustable trailer is equivalent to the terminology of a height-adjustable commercial vehicle mounting configuration, since the same technical teaching is pursued within the meaning of the present disclosure. For example, if it turns out that a commercial vehicle without a trailer has sufficient space or a sufficiently large loading area for transporting goods, but that these goods, together with the unladen weight of the commercial vehicle without a trailer, would result in exceeding the permissible gross vehicle weight, then a trailer incorporating aspects of the invention can be used.First, the trailer's mounting configuration would be lowered until the trailer could be positioned far enough below the commercial vehicle or its frame structure to allow it to be connected to the commercial vehicle's coupling via its drawbar. Once this connection is established, the trailer's mounting configuration can be raised to create a load coupling between the trailer and the commercial vehicle, meaning the trailer is now bearing the weight of the commercial vehicle. The actual weight load acting on the trailer may depend, for example, on how far the trailer's mounting configuration is lowered towards the commercial vehicle's frame structure. It is recommended that the permissible total weight of the trailer, i.e.,The trailer's unladen weight, including its fully utilized payload, is set as the target gross vehicle weight. Once the trailer is coupled to the commercial vehicle, as mentioned in this example, the vehicle can be loaded with the trailer's payload in addition to its own. This means the vehicle's external dimensions remain unchanged, but the permissible gross vehicle weight, and therefore the usable payload, increases.

[0049] The actual weight load can be approximated to the target weight load in various ways. For example, a detection system can monitor the adjustment process in real time, with an information processing system ending the process as soon as the actual weight load matches the target weight load. Alternatively, the adjustment of the commercial vehicle suspension configuration can be carried out using mathematical models or predefined algorithms.

[0050] The system is designed to continuously adjust the actual weight load. This adjustment aims to minimize the actual weight load acting on the trailer. For example, if it is detected, anticipated, or otherwise determined that the commercial vehicle is consistently carrying less cargo and thus not exceeding its permissible gross vehicle weight, the actual weight load acting on the trailer can be reduced, thereby reducing the stress on the trailer's components. This, for instance, reduces wear on the wheels that the trailer primarily uses, regardless of the actual weight load setting.

[0051] As an example, and not as a limitation, the term "commercial vehicle" can also be understood as a commercial vehicle-trailer combination. Therefore, the terms "commercial vehicle" and "commercial vehicle-trailer combination" can be considered synonymous, provided the commercial vehicle is towing a trailer.

[0052] According to a modified embodiment of the invention, the frame structure comprises a commercial vehicle underbody structure that applies the actual weight load to the trailer's mounting configuration. In other words, this allows the actual weight load to be transferred from the frame structure of the commercial vehicle underbody structure to the trailer's mounting configuration. The commercial vehicle underbody structure and the mounting configuration thus preferably form the load-transferring contact points between the commercial vehicle and the trailer.

[0053] Preferably, the commercial vehicle underbody structure is designed as a bolt arrangement with one or more bolts.

[0054] Particularly preferably, the commercial vehicle mounting configuration has one or more connecting elements, which are preferably each U-shaped, wherein the respective receiving groove is formed by the legs of the U-shape and is designed to support a respective bolt arrangement.

[0055] A trailer socket, which can be provided regardless of any combination of features, is not intended for load transmission, but to supply the trailer and, for example, its lighting units or other components with power and / or other electrical signals.

[0056] According to a modified embodiment of the invention, the commercial vehicle support configuration and the commercial vehicle underbody structure are designed to engage with each other in such a way that the trailer is secured against movement parallel to a longitudinal axis of the trailer axle. For example, the commercial vehicle underbody structure may be clamped by the commercial vehicle support configuration, or vice versa. This corresponds to a friction-fit connection. If this friction-fit connection is extended / supplemented by a positive fit, this corresponds to a positive-fit connection. A positive-fit connection may, for example, be designed such that the commercial vehicle underbody structure is essentially flat and rests in a positively locking commercial vehicle support configuration.For this purpose, connecting elements of the commercial vehicle support configuration can, for example, be designed as L-profiles facing inwards or outwards towards the vehicle, with one leg running parallel to the surface and the other leg pointing away from it. The bolt arrangement mentioned above can be used, for example. Additionally or alternatively, the connecting elements of the commercial vehicle support configuration can be designed in both lateral directions and thus be U-profiles. With L-profiles, one leg extends as a support for the commercial vehicle underbody structure, and another leg projects vertically upwards to form a lateral abutment. With U-profiles, the two parallel legs can project vertically upwards, and the commercial vehicle underbody structure can rest on the middle leg of the U.Alternatively, with U-profiles, the two parallel legs can be positioned horizontally to the substrate, and the commercial vehicle underbody structure can be located between the two legs of the U, for example, as bolts. It is also possible for the design of the commercial vehicle underbody structure and the vehicle mounting configuration to be exactly the opposite. The letters U and L are mentioned as examples to illustrate the technical concept. It is not necessary to maintain right angles, although an approximation of right angles is preferred. The term "vertical" here also refers to essentially right angles in order to fulfill the form-fitting function. Brief description of the drawings

[0057] The invention is explained in more detail below with reference to the accompanying drawings and preferred embodiments. The term "figure" is abbreviated as "Fig." in the drawings.

[0058] The drawings show Fig. 1 a schematic side view of a trailer to be coupled to a frame structure of a commercial vehicle according to a preferred embodiment of the invention, but without a fully depicted commercial vehicle, wherein the trailer has a height-adjustable commercial vehicle support configuration and a trailer axle, wherein the trailer is arranged substantially behind the commercial vehicle; Fig. 2 a schematic side view of the in Fig. 1 mentioned follower, who opposite Fig. 1 is moved further below the frame structure, with the commercial vehicle support configuration having a lowered state relative to the trailer axle; Fig. 3 a schematic side view of the in Fig. 2 trailers shown, wherein the commercial vehicle mounting configuration has an elevated state relative to the trailer axle; Fig. 4 a schematic side view of the in Fig. 3 trailers shown, opposite Fig. 3 further moved below the frame structure, so that the commercial vehicle support configuration and a commercial vehicle underbody structure of the commercial vehicle frame structure are ready to couple, with a trailer drawbar of the trailer and a commercial vehicle coupling of the commercial vehicle coupled together; Fig. 5 a schematic side view of the in Fig. 4 trailers shown, with the trailer opposite Fig. 4 is in a further elevated state and is weight-loaded by the frame structure in this elevated state, and wherein the commercial vehicle support configuration and the commercial vehicle underbody structure are load-coupled with each other; Fig. 6 a schematic side view of the in Fig. 5 trailer shown, wherein the trailer has a ground contact device, wherein the trailer is lifted from a ground; Fig. 7 a schematic side view of the aforementioned commercial vehicle without trailer; Fig. 8 A schematic side view of the aforementioned commercial vehicle with trailer, wherein the trailer is shown according to Fig. 5 is coupled to the commercial vehicle; and Fig. 9 a schematic top view of the in Fig. 8. Commercial vehicle shown with trailer, but without transport box. Detailed description of the implementation examples

[0059] The described embodiments are merely examples that can be modified and / or supplemented in a variety of ways within the scope of the claims. Each feature described for a specific embodiment can be used independently or in combination with other features in any other embodiment. Each feature described for an embodiment of a specific claim category can also be used correspondingly in an embodiment of a different claim category.

[0060] The Fig. Figures 1 to 5 show a coupling process of a trailer 10 to a commercial vehicle 12.

[0061] Fig. Figure 6 shows the trailer 10 coupled to the commercial vehicle 12 in a state lifted from a surface.

[0062] The Fig. Figure 7 shows the commercial vehicle 12 without the trailer 10 and the Fig. Figure 8 shows the commercial vehicle 12 with the trailer 10.

[0063] Fig. Figure 9 shows a top view of the coupled configuration, but without the transport case.

[0064] Thus, the figures show the commercial vehicle 12 for coupling with the trailer 10. The commercial vehicle 12 has a trailer system 24, two commercial vehicle axles 28, 30, and a frame structure 22. Furthermore, the reference numeral "36" is assigned to wheels of a first commercial vehicle axle, the reference numeral "38" to wheels of a second commercial vehicle axle, and the reference numeral "40" to wheels of a trailer axle. Additionally, the reference numeral "A1" is assigned to a weight load of the first commercial vehicle axle, the reference numeral "A2" to a weight load of the second commercial vehicle axle, and the reference numerals "A0", "A150", and "A750" to different weight loads of a trailer axle 14 of the trailer 10. The first, second, and third load states A0, A150, and A750 of the weight load of the trailer axle 14 are not subject to any sequence.Rather, it is important to demonstrate that the weight load of the trailer axle 14 differs depending on whether the trailer is not resting on a surface 34 at all (load state A0), whether it rests on the surface 34 with its own weight (load state A150), or whether it is also carrying a load of the commercial vehicle 12 (load state A750). In particular, the transitions between the load states are continuous and not stepwise.

[0065] The commercial vehicle support configuration 20 is height-adjustable, particularly relative to the two commercial vehicle axles 28, 30 and the at least one trailer axle 14, between a raised and a lowered state. Based on the Fig. 2 and Fig. Figure 3 illustrates how the commercial vehicle support configuration 20 is adjusted from a lowered to a raised position. Regardless of whether the commercial vehicle support configuration 20 is in a lowered or raised position, the trailer 10 can be moved under the frame structure 22 to change the coupling state between the commercial vehicle 12 and the trailer 10. The trailer 10 is coupled to the commercial vehicle 12 via a drawbar 16. This can be understood as a train coupling, regardless of the specific embodiment. Based on the Fig. 2 and Fig. Figure 3 then illustrates how the commercial vehicle support configuration 20 is transitioned from the lowered to the raised state. In the raised state of the commercial vehicle support configuration 20, the trailer 10 is weight-loaded by the frame structure 22. This can be understood as a load coupling, regardless of the specific embodiment.

[0066] In the exemplary embodiment, the frame structure 22 has a commercial vehicle underbody structure 32, which imposes the actual weight load on the commercial vehicle support configuration 20 of the trailer 10.

[0067] Furthermore, it is provided, but not shown in detail, that the commercial vehicle support configuration 20 and the commercial vehicle underbody structure 32 are designed to be form-fit, force-fit or force-form-fit to each other in such a way that the trailer 10 is secured against movement parallel to a longitudinal axis of the trailer axle 14.

[0068] Furthermore, it is provided that the commercial vehicle support configuration 20 is height-adjustable relative to, in particular, the at least two commercial vehicle axles 28, 30 and the trailer axle 14, between a raised and a lowered state, such that the actual weight load increases with increasing height. The height adjustment of the commercial vehicle support configuration 20 is preferably effected via a lifting mechanism 27 to adjust the height of the commercial vehicle support configuration 20 relative to the at least one trailer axle 14. For example, the trailer 10 can have a single lifting device or two lifting devices as a lifting mechanism 27, whereby, in the case of the exemplary two lifting devices, these can each be arranged, for example, acting on a wheel 40 of the trailer axle 14.

[0069] For example, in Fig. Figure 6 shows that the trailer 10 has a ground contact device configured to move the trailer 10 onto or off the ground 34 by contacting it. Preferably, the ground contact device can be formed by the lifting mechanism 27. When the ground contact device lifts the trailer 10 off the ground, the weight load A0 of the trailer axle 14 in the first loading condition is at least 0 kg.

[0070] Furthermore, the commercial vehicle 12 includes a trailer system 24, which is used, for example, in Fig. 9 is symbolically represented. The trailer system 24 has a detection system 26 to detect the actual weight load acting on the trailer 10 by the commercial vehicle 12.

[0071] The trailer system 24 has an information processing system that is configured to control the height adjustment of the commercial vehicle support configuration 20 such that the actual weight load detected by the detection system 26 and acting on the trailer 10 does not exceed a target weight load. The target weight load corresponds to or is less than the permissible payload of the trailer 10 according to national regulations.

[0072] The trailer 10 has a lifting mechanism 27 which is configured to adjust the height of the commercial vehicle support configuration 20. Preferably, the trailer 10 has a lifting guide 42 to prevent the lifting mechanism 27 from tilting or buckling during and / or after the commercial vehicle support configuration 20 is adjusted in height relative to the at least one trailer axle 14.

[0073] The height-adjustable trailer 10 for load coupling with a commercial vehicle 12 exhibits, as particularly in the Fig. Figures 1 to 6 show the trailer axle 14 and the trailer drawbar 16 for coupling to a commercial vehicle coupling 18 of the commercial vehicle 12. Furthermore, the trailer 10 has a commercial vehicle support configuration 20 that is height-adjustable relative to at least one trailer axle 14 in order to support the actual weight load of the commercial vehicle 12 when coupled. The commercial vehicle support configuration 20 is designed such that the actual weight load to be borne by the trailer 10 via the commercial vehicle 12 depends on the height adjustment of the commercial vehicle support configuration 20.

[0074] The commercial vehicle mounting configuration 20 has at least one or more connecting elements 20a, 20b for connection to a frame structure 22 of the commercial vehicle 12. The connecting elements 20a, 20b are designed for connection to a commercial vehicle underbody structure 32 of the frame structure 22 of the commercial vehicle 12, which is designed as a bolt arrangement.

[0075] Each connecting element 20a, 20b has a receiving groove for connection with the respective vehicle underbody structure 32 of the frame structure 22 of the commercial vehicle 12. Each connecting element 20a, 20b forms a U-shape with three legs. Preferably, the respective receiving groove is formed by a space enclosed by the three legs.

[0076] Furthermore, trailer 10 does not have its own support surface for items to be transported.

[0077] A schematic and non-limiting embodiment is presented below. The objective can be achieved based on the independent claims alone, with each individual dependent claim being preferentially included.

[0078] The exemplary commercial vehicle 12 of the Fig. Vehicles 7 to 9, without trailer 10 or trailer system 24, have an unladen weight of 2100 kg. The permissible gross vehicle weight of commercial vehicle 12, without trailer 10 or trailer system 24, is 3500 kg, giving commercial vehicle 12 a payload of 1400 kg. Commercial vehicle 12 is in the Fig. Items 1 to 6 are shown only in part.

[0079] The transport of a heavy, single-piece load weighing 1950 kg is possible with the present commercial vehicle 12 according to Fig. 7 is therefore not possible.

[0080] Behind the commercial vehicle 12 is the trailer 10 according to Fig. Figure 1 shows the trailer in its decoupled state. The example trailer 10 has an unladen weight of 150 kg. The permissible total weight of the trailer 10 is 750 kg, giving it a payload of 600 kg. A potential advantage worth mentioning is that, due to the reduced number of components (for example, because it doesn't require its own contact surface), the trailer 10 can be lighter than a conventional trailer.

[0081] In Fig. 2. First, the trailer 10 is positioned under the commercial vehicle 12, the commercial vehicle support configuration 20 according to Fig. 3 moved into an elevated position and then the commercial vehicle coupling 18 is connected to the trailer coupling of the trailer drawbar 16, see Fig. 4. In other words, this means that the trailer 10 has been positioned in the raised state of the commercial vehicle mounting configuration 20 under the frame structure 22 to fulfill the coupling state between the commercial vehicle 12 and the trailer 10.

[0082] In the Fig. Figure 5 now schematically shows that the commercial vehicle mounting configuration 20 is continuously increased, with the trailer 10 at least in the increased state of the commercial vehicle mounting configuration 20 according to the Fig. 5 of the frame structure 22 is weight-loaded.

[0083] Compared to the weight load A150 acting on the trailer axle 14 in the third load condition according to the Fig. 1 to 4, which results from the dead weight of the trailer 10, acts according to Fig. 5 a higher actual weight load than weight load A750 of the trailer axle 14 in the third load condition on the trailer 10, since the commercial vehicle support configuration 20 in Fig. 5 higher positioned and thus carries more weight from the commercial vehicle 12.

[0084] From the Fig. Figures 1 to 6 show that the commercial vehicle support configuration 20 is height-adjustable in different ways. For example, in the transition from Fig. 2 on Fig. 3 a height adjustment such that the commercial vehicle support configuration 20 is positioned so high that it can be connected to the commercial vehicle underbody structure 32 of the frame structure 22. For example, in the transition from Fig. 4 on Fig. 5. The distance between the commercial vehicle support configuration 20 and the commercial vehicle underbody structure 32 is no longer changed, as they are connected, in particular by at least a positive fit. Instead, the distance between the commercial vehicle support configuration 20 and the trailer axle 14 increases, so that the trailer axle 14 is subjected to a higher weight load, namely increasing from the weight load A150 of the trailer axle 14 in the second load condition to the weight load A750 of the trailer axle 14 in a third load condition. The connection, in particular at least a positive fit, between the commercial vehicle support configuration 20 and the commercial vehicle underbody structure 32 also exists in the exemplary transition of Fig. 5 on Fig. 6 continues, so that the weight load A750 of the trailer axle 14 in the third load condition transitions to the weight load A0 of the trailer axle 14 in the first load condition by reducing the distance between the commercial vehicle support configuration 20 and the trailer axle 14. The constellations between the weight loads A0, A150 and A750 are variable and not dependent on the illustrated embodiments. Thus, it is also possible that the weight load A150 of the trailer axle 14 in the second load condition according to Fig. 4 directly into the weight load A0 of the trailer axle 14 in the first load condition according to Fig. 6 passes.

[0085] Fig. Figure 5 shows a finally coupled connection of the trailer 10, so that this Fig. Figure 5 shows the commercial vehicle 12 schematically according to the teaching of the invention. The trailer 10 is coupled to the commercial vehicle 12 via the trailer drawbar 16 and load-coupled via the commercial vehicle support configuration 20.

[0086] The commercial vehicle 12 has according to Fig. 5 the permissible total weight of the uncoupled commercial vehicle 12, at least according to the Fig. 7, which is 3500 kg, and the permissible total weight of the trailer 10, which is 750 kg. With the unladen weight of the uncoupled commercial vehicle 12 of 2100 kg and the unladen weight of the trailer 10 of 150 kg, the combined unladen weight of the commercial vehicle-trailer combination, or of the commercial vehicle 12, is... Fig. 5 in total 2250 kg. The combined payload is 2000 kg. The heavy, single load, which weighs 1950 kg, can therefore be transported.

[0087] The commercial vehicle chassis configuration 20 is used, as symbolically represented by Fig. 4 to Fig. Figure 5 shows that, according to a first example, the load is increased until the weight load A750 of the trailer axle 14 is, for example, 750 kg, which corresponds to the permissible total weight of the trailer 10. For this purpose, the frame structure 22, for example, bears an actual weight load of 600 kg on the trailer 10. Thus, the combined weight loads A1, A2 acting on the commercial vehicle axles 28, 30 are 3450 kg. Divided, this corresponds to a weight load A1, A2 of 1725 kg per commercial vehicle axle 28, 30. This is symbolically represented in Fig. 8 shown.

[0088] According to a second example, the actual weight load acting on trailer 10, as symbolically represented by Fig. 4 to Fig. Figure 5 shows that the permissible total weight can be reduced and, for example, set to 550 kg. Then, the weight load A750 on the trailer axle 14 is, for example, 700 kg, and the combined weight loads A1 and A2 acting on the commercial vehicle axles 28 and 30 are 3500 kg, thus exhausting the permissible total weight of the commercial vehicle 12 alone. The distribution can be determined according to how component wear is to be distributed. Generally, it can be assumed that higher loads result in higher wear. In the first example, the permissible total weight of the trailer 10 is exhausted, and in the second example, the permissible total weight of the commercial vehicle 12 is exhausted. However, this is purely illustrative. It is also possible that the actual weight load on the trailer 10 is distributed in such a way that neither permissible total weight is reached.

[0089] Structurally and functionally independent of the above characteristics, it can be shown schematically as in Fig. Figure 9 shows that the underbody structure 32 of the commercial vehicle 12 is preferably designed such that the underbody structure 32 has a bolt arrangement with at least one bolt each on the frame structure 22 of the commercial vehicle 12 on each side, i.e., to the left and right of the commercial vehicle 12. The mounting configuration 20 of the trailer 10 can be designed such that the mounting configuration 20 has connecting elements 20a, 20b to the left and right of the trailer 10, which in particular each have a substantially U-shape and are each designed for load coupling with a respective bolt.

[0090] The above calculation example is purely illustrative and has no binding effect. Reference symbol list 10 trailers 12 commercial vehicles 14 trailer axle 16 Trailer drawbar 18 Commercial vehicle coupling 20 commercial vehicle load configuration 20a First connecting element 20b Second connecting element 22 Framework structure 24 trailer system 26 Detection system 27 Lifting mechanism 28 First commercial vehicle axle 30 Second commercial vehicle axle 32 Commercial vehicle underbody structure 34 Subsurface 36 wheels of the first commercial vehicle axle 38 wheels of the second commercial vehicle axle 40 wheels of the trailer axle 42 Hub guide A1 Weight load of the first commercial vehicle axle A2 Weight load of the second commercial vehicle axle A0 Weight load of the trailer axle in a first loading condition A150 Weight load of the trailer axle in a second load condition A750 Weight load of the trailer axle in a third load condition

Claims

[1] Trailer system (24) with a trailer (10) without drive, and for coupling to a commercial vehicle (12), the trailer (10) comprising: - at least one trailer axle (14); - a trailer drawbar (16) for coupling to a commercial vehicle coupling (18) of the commercial vehicle (12); wherein the trailer (10) has a commercial vehicle support configuration (20) that is height-adjustable relative to the at least one trailer axle (14) in order to support an actual weight load of the commercial vehicle (12) when coupled to the commercial vehicle (12), and the trailer system (24) is designed with a detection system (26) to detect the actual weight load acting on the trailer (10) by the commercial vehicle (12), wherein the trailer system (24) comprises an information processing system configured to control the height adjustment of the commercial vehicle support configuration (20) such that the actual weight load detected by the detection system (26) and acting on the trailer (10) does not exceed a target weight load, wherein the information processing system is configured to adjust a height adjustment of the commercial vehicle support configuration (20) in real time, and wherein the information processing system is arranged to continuously adjust the actual weight load in such a way that the actual weight load acting on the trailer (10) is reduced. [2] Trailer system (24) according to claim 1, wherein the commercial vehicle support configuration (20) is configured such that an actual weight load to be carried by the trailer (10) by the commercial vehicle (12) is dependent on the height adjustment of the commercial vehicle support configuration (20). [3] Trailer system (24) according to claim 1 or 2, wherein the commercial vehicle support configuration (20) comprises at least one or more connecting elements (20a, 20b); wherein the connecting element(s) (20a, 20b) is / are designed for connection to a frame structure (22) of the commercial vehicle (12); wherein the connecting element(s) (20a, 20b) is / are preferably designed for connection to a commercial vehicle underbody structure (32) of the frame structure (22) of the commercial vehicle (12), wherein the connecting element(s) (20a, 20b) is / are particularly preferably designed for respective connection to a commercial vehicle underbody structure (32) of the frame structure (22) of the commercial vehicle (12) designed as a bolt arrangement. [4] Trailer system (24) according to claim 3, wherein each connecting element (20a, 20b) has a receiving groove for the respective connection to the commercial vehicle underbody structure (32) of the frame structure (22) of the commercial vehicle (12), wherein preferably each connecting element (20a, 20b) has a U-shape with three legs, wherein particularly preferably the respective receiving groove is formed by a space enclosed by the three legs. [5] Trailer system (24) according to at least one of the preceding claims, wherein the trailer (10) does not have its own support surface for objects to be transported. [6] Trailer system (24) according to at least one of the preceding claims, wherein the commercial vehicle support configuration (20) is height-adjustable relative to the at least one trailer axle (14) between a raised state and a lowered state such that the actual weight load increases with increasing raised state of the commercial vehicle support configuration (20). [7] Trailer system (24) according to at least one of the preceding claims, wherein the trailer (10) has a lifting mechanism (27) for adjusting the height of the commercial vehicle support configuration (20) relative to the at least one trailer axle (14). [8] Trailer system (24) according to claim 7, wherein the trailer (10) has a lifting guide (42) to prevent tilting or kinking of the lifting mechanism (27) during and / or after the commercial vehicle support configuration (20) adjusts in height relative to the at least one trailer axle (14). [9] Trailer system (24) according to at least one of the preceding claims, wherein the trailer (10) has a ground contacting device which is arranged to move the trailer (10) in a contacting manner onto or from a ground (34), wherein the ground contacting device is preferably the lifting mechanism (27) according to claim 7. [10] Commercial vehicle (12) for coupling to a trailer (10), the commercial vehicle (12) comprising: - a trailer system (24) according to at least one of the preceding claims; - at least two commercial vehicle axles (28, 30); - a frame structure (22); wherein the commercial vehicle support configuration (20) is height adjustable relative to the at least one trailer axle (14) between a raised state and a lowered state; wherein the trailer (10) is movable under the frame structure (22) at least in the lowered state of the commercial vehicle support configuration (20) to change a coupling state between the commercial vehicle (12) and the trailer (10), and wherein the trailer (10) is weight-loaded by the frame structure (22) at least in the raised state of the commercial vehicle support configuration (20). [11] A commercial vehicle (12) according to claim 10, wherein the frame structure (22) includes a commercial vehicle underbody structure (32) that applies the actual weight load to the commercial vehicle support configuration (20) of the trailer (10); wherein the commercial vehicle underbody structure (32) is preferably designed as a bolt arrangement with one or more bolts; and wherein particularly preferably the commercial vehicle support configuration (20) comprises one or more connecting elements (20a, 20b), which are preferably each U-shaped, wherein the respective receiving groove is formed by the three legs of the U-shape and is designed to abut a respective bolt arrangement. [12] Commercial vehicle (12) according to claim 11, wherein the commercial vehicle support configuration (20) and the commercial vehicle underbody structure (32) are designed to be positively, force-locked or force-locked to one another in such a way that the trailer (10) is secured against movement parallel to a longitudinal axis of the trailer axle (14).

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