A vehicle for transporting bales of compressed material

Abstract

A vehicle has deck on which to stack the bales, front and rear end barriers, and a capping assembly that moves between elevated and lowered positions. The capping assembly has front and rear end sections, and restraint beams extending lengthwise between the front and rear end sections. The restraint beams are displaceable relative to the front and rear end sections between retracted and expanded positions. In use, the capping assembly provides vertical and lateral restraint to the bales. Actuators move the capping assembly, and displace the restraint beams. Intermediate tension assemblies have elongate members that extend between the restraint beams, and between the restraint beams and load supports that are at the deck. The intermediate tension assemblies apply tensile force to pull the restraint beams towards one another, and to pull the respective restraint beam towards the deck.

Description

[0001] A Vehicle for Transporting Bales of Compressed Material

[0002] Field of the invention

[0003] The present invention relates to a vehicle for transporting bales of compressed material.

[0004] Background

[0005] Baling materials is a convenient process for easy transport and storage of the materials. By way of examples only, the compressed material may be agricultural material, such as fodder (hay, silage, haylage, and the like), and wool from animals; and waste material recovered for second use / recycling, such as office paper, cardboard, plastic, and metals.

[0006] This specification relates to baled materials that are compressed to occupy a volume that is less than approximately 25% of the loose material volume (at least prior to the initial compression). Further, for the purposes of this specification, "bales of compressed materials" describes material that has been compressed by standard equipment, and is substantially incompressible in that further compression / compaction requires the use of highly specialized / industrial equipment.

[0007] It is well known for hay to be baled into large rectangular bales, as the rectangular shape facilitates efficient packing of the hay for transport and storage. Not only does the rectangular shape allow multiple bales to be stacked with minimal wasted space between the bales, but the largely flat faces of the bales aids the stability of a stack of bales during loading and unloading, and in transport.

[0008] The baling process usually involves collecting the loose fodder material, assembling and compressing the material into a desired form, and then binding the assembled material to retain the material in the desired form for ease of handling. Loose cut hay typically has a density of the order of 40 to 60 kg / m3, and baled hay typically has a density of the order of 250 to 350 kg / m3. Thus, the compression of the hay when forming the bales reduces the volume occupied by the material to between 12% and 20% of the loose hay volume, with obvious benefits for transport and storage.

[0009] In the case of large rectangular hay bales, at the time of being assembled into a bale, the degree of compression of the hay is such that each bale can support a compressive load of the order of 4 to 6 times the mass of the individual bale, with minimal reduction in bale height.

[0010] For efficient transport of large rectangular hay bales, it is common to load 40 bales on either a flat-bed semi-trailer, or a drop-deck semi-trailer. Typically, these bales arranged in a stack that is between three or four bales high. In some instances, there may be need to arrange the stack to be five bales high.

[0011] Flat-bed and drop-deck semi-trailers are widely used with because of the ease with which the bales can be loaded and unloaded from the open deck. Proper restraint of a load is essential for the safety of the transport operators, and other road users. The blocking and tie-down restraint method is considered appropriate for bales, and other bale-type loads. Tie-down restraints are passed over the rows of stacked bales, secured to tie rails / anchor points on or beneath the deck, and tensioned to achieve an adequate tie-down force. Industry guidelines are that for the generally vertical restraint of low-friction materials (such as baled fodder materials), the tie-down force should be at least 50% of the weight of each stack of bales. A typical mass of the twelve large rectangular bales - for example, in a stack that is four high and three abreast - is approximately 7,200 kg. Hence, in this example the tensile force in the restraints for each row would be at least 3,600kg (in other words, 36,000 N). This would typically be achieved with multiple restraints for each set of bales in the lengthwise direction of the transport vehicle.

[0012] Bales that are inadequately restrained during transport can lead to injury and death, and significant property damage. A common problem encountered in bulk transport of baled fodder material is load shift arising from changes in the transport vehicle's speed, or direction (for instance, during cornering, lane changes, or object avoidance), or the vehicle traversing a slope. A load shift can result in partial or full loss of the load, reduction in vehicle stability, and / or a vehicle rollover.

[0013] To maximize the rigidity of the load using the blocking and tie-down restraint method, a large number of tie-downs need to be used. Further, for adequate restraint of tall loads, the "belly strap" configuration is used, in which the load is split into two parts vertically, and each part is restrained separately to provide additional rigidity. When used in transporting hay bales, the belly strap configuration is implemented by loading and restraining the bales in each row of the bottom two layers, before loading the other layers on top, and then restraining the bales in each row of those other layers.

[0014] It can take a considerable amount of time to correctly position and tension the tiedowns over the load. There is also a need to check the load and its restraints regularly during a journey, as the load can settle and shift. It is well recognised that restraints for hay bales can lose tension after a short distance, particularly at the start of a journey.

[0015] There is a need for load restraint for transporting bales of compressed material that facilitates easy loading / unloading, and / or improved restraint of the bales. Alternatively or additionally, there is a need for at least a useful alternative.

[0016] Summary

[0017] There is provided a vehicle for use in transporting bales of compressed material, the vehicle comprising: an elongate rectangular deck on which to stack the bales; front and rear end barriers at respective ends of the deck; a capping assembly that is supported by the end barriers, and is movable between an elevated position, and a lowered position, the capping assembly including: front and rear end sections, and at least two restraint beams that each extend in a lengthwise direction of the capping assembly between the front and rear end sections, at least one of the restraint beams being displaceable with respect to the front and rear end sections between a retracted position and an expanded position, wherein the separation of the restraint beams increases with displacement of the respective restraint beam towards the expanded position, whereby, in use of the vehicle to transport a stack of bales, the capping assembly provides vertical and / or lateral restraint to the stack of bales; first actuators that each extend between the capping assembly and a respective one of the front and rear end barriers, the first actuators being configured to move the capping assembly relative to the deck between the elevated and lowered positions; second actuators that are mounted within the capping assembly, and are configured to displace the restraint beams between the retracted and expanded positions; and intermediate tension assemblies that each include an elongate member that is connected, or interconnectable so as to extend between the restraint beams, and / or between one of the restraint beams and load supports that are at a predetermined positions relative to the deck, wherein the intermediate tension assemblies are spaced from the front and rear end sections, and wherein each intermediate tension assembly is for use in the application of one or both of: a tensile force in the respective elongate member that acts to pull the restraint beams towards one another, and a tensile force in the respective elongate member that acts to pull the respective restraint beam towards the deck.

[0018] Alternatively or additionally, a vehicle for use in transporting bales of compressed material comprises: an elongate rectangular deck on which to stack the bales; front and rear end barriers at respective ends of the deck; a capping assembly that is supported by the end barriers, and is movable between an elevated position, and a lowered position, the capping assembly including: front and rear end sections, and at least two restraint beams that each extend in a lengthwise direction of the capping assembly between the front and rear end sections, whereby, in use of the vehicle to transport a stack of bales, the capping assembly provides vertical and / or lateral restraint to the stack of bales; first actuators that each extend between the capping assembly and a respective one of the front and rear end barriers, the first actuators being configured to move the capping assembly relative to the deck between the elevated and lowered positions; and intermediate tension assemblies that each include an elongate member that is connected, or interconnectable so as to extend between the restraint beams, and / or between one of the restraint beams and load supports that are at a predetermined positions relative to the deck, wherein the intermediate tension assemblies are spaced from the front and rear end sections, and wherein each intermediate tension assembly is configured to generate a tensile force in the respective elongate member that acts to pull the restraint beams towards one another, and to pull a respective one of the restraint beams towards the deck.

[0019] Alternatively or additionally, a vehicle for use in transporting bales of compressed material comprises: an elongate rectangular deck on which to stack the bales; front and rear end barriers at respective ends of the deck; a capping assembly that is supported by the end barriers, and is movable between an elevated position, and a lowered position, the capping assembly including: front and rear end sections, and at least two restraint beams that each extend in a lengthwise direction of the capping assembly between the front and rear end sections, whereby, in use of the vehicle to transport a stack of bales, the capping assembly provides vertical and / or lateral restraint to the stack of bales; first actuators that each extend between the capping assembly and a respective one of the front and rear end barriers, the first actuators being hydraulically actuated, and configured to move the capping assembly towards the deck from the elevated position towards the lowered position on supply of hydraulic fluid to the first actuators, and to apply a compressive force on the stack of bales through the restraint beams; and an applied force management system that is configured to restore and / or maintain forces generated in the first actuators that act to apply a compressive force on the stack of bales through the restraint beams.

[0020] Preferably, each restraint beam has a top section, and a side section, whereby when the vehicle is loaded with a stack of bales each restraint beam is to be in contact with the set of bales that are on the respective side of the top layer of the stack, with the top section in contact with a portion of the top surface of that set of bales, and with the side section in contact side with a portion of the outward side surfaces of that set of bales.

[0021] Preferably, the first actuators are operable to provide force on the capping assembly such that the top sections of the restraint beams provide downward pressure on bales within the stack. Alternatively or additionally, the intermediate tension assemblies are operable to apply tensile forces in the elongate members such that the top sections of the restraint beams provide downward pressure on bales within the stack.

[0022] Preferably, the second actuators are operable to provide force to bias the restraint beams towards the retracted position such that the side sections of the restraint beams provide laterally inward pressure on bales within the stack. Alternatively or additionally, the intermediate tension assemblies are operable to apply tensile forces in the elongate members such that the side sections of the restraint beams provide laterally inward pressure on bales within the stack.

[0023] In at least some embodiments, the restraint beams are displaceable with respect to the front and rear end sections between respective retracted and expanded positions.

[0024] In certain embodiments, the front and rear end sections, and the restraint beams are interconnected with telescoping tube sections to guide displacement of the restraint beams with respect to the front and rear end sections. Preferably, each of the second actuators is mounted such that direction of extension is generally parallel with the displacement direction of the respective restraint beam. In certain embodiments, displacement of each restraint beam is effected by one of the second actuators that is mounted between the front end section and the respective restraint beam, and another of the second actuators that is mounted between the rear end section and the respective restraint beam.

[0025] Preferably, the intermediate tension assemblies arranged in pairs, wherein within each pair intermediate tension assemblies are configured to provide tensile forces on the restraint beams that act in a complementary manner.

[0026] In certain embodiments, the vehicle has one or more pairs of intermediate tension assemblies. In some particular embodiments, the vehicle has three pairs of intermediate tension assemblies.

[0027] The vehicle can further comprise one or more third actuators that are configured to generate tensile forces in the elongate members of the intermediate tension assemblies.

[0028] In at least some embodiments, the third actuators are mounted to the deck, or to the vehicle chassis beneath the deck, and each third actuator is configured to generate tensile force in an elongate member of a respective one of the intermediate tension assemblies that acts to pull the respective restraint beam towards the deck.

[0029] In a preferred embodiment, at least part of the elongate member of each intermediate tension assembly is a tie.

[0030] Preferably, each restraint beam has anchor points, and fairleads, wherein each intermediate tension assembly is arranged such with an end of the tie connected to one of the anchor point of a first of the restraint beams, and the tie to extend over, through, and / or around one of the fairleads on the other of the restraint beams. Preferably, each intermediate tension assembly includes a coupling to releasably couple the respective intermediate tension assembly between the predetermined location relative to the deck and the capping assembly.

[0031] In embodiments in which the third actuators are mounted beneath the deck, the vehicle can further include an interconnection mechanisms to facilitate connection of the ties of the intermediate tension assemblies with the third actuators. Preferably, the interconnection mechanisms are disposed beneath the deck.

[0032] In some examples, each coupling includes a termination member to which the lower end of the respective tie is connected, and wherein the termination members releasably couple to the interconnection mechanism, whereby when the termination members are coupled to the interconnection mechanism, the third actuators are operable to tension the intermediate tension assemblies.

[0033] Preferably, the actuators are linear actuators. More preferably, at least the first and second actuators are hydraulic actuators. Even more preferably, the first and second actuators are hollow plunger hydraulic cylinders.

[0034] In at least some embodiments, the vehicle includes hydraulic lines that supply hydraulic fluid to the actuators. The vehicle can include a hydraulic fluid accumulator, and a series of valves to control supply of hydraulic fluid to the actuators. The vehicle can further include a source of mechanical energy to pressurise hydraulic fluid within the accumulator.

[0035] In certain examples, the third actuators are hydraulic actuators. Preferably, the third actuators are hollow plunger hydraulic cylinders.

[0036] Preferably, the vehicle includes a backup hydraulic system that is configured to supply hydraulic fluid from a secondary source of hydraulic fluid to thereby maintain hydraulic fluid pressure in at least the third actuators when the third actuators are in a state to provide tensile forces in the intermediate tension assemblies.

[0037] Preferably, the capping assembly further includes downwardly depending legs, and each end barrier has guides, wherein each guide receives a respective one of the legs and constrains the leg to move longitudinally. In certain embodiments, each guide is in the form of an upright tube member within which one of the legs is received.

[0038] In at least some embodiments, the vehicle further comprises an applied force management system that is operable to restore, maintain, increase, and / or adjust forces applied by at least some of the actuators.

[0039] The applied force management system can include load sensors associated with one or more of: each actuator; load paths associated with the actuators; and / or predetermined subsets of the actuators. Preferably, the applied force management system is configured to receive data from the load sensors, and to analyse that data to determine changes in the received data that are representative of any one or more of: a decrease in the force applied by actuators of the vehicle, individually, and / or in the subsets of the actuators, and a decrease in the forces applied in the load paths.

[0040] The applied force management system is preferably configured to selectively adopt an active state in which the vehicle is loaded, and is placed in a configuration to restrain the load. Alternatively or additionally, the applied force management system employs one or more algorithms to identify from data obtained from sensors, including the load sensors, that the vehicle is loaded, and is in a configuration to restrain the load, and then assume the active state.

[0041] In examples in which the intermediate tension assemblies include winches with drive motors to generate tension in the ties, the applied force management system can operate the drive motors at predetermined intervals. The drive motors of the winches can each incorporate torque sensing, and the applied force management system may configured to operate the drive motors at each predetermined interval until a predetermined torque is achieved.

[0042] In examples in which the intermediate tension assemblies include hydraulic actuators to generate tension in the elongate members, the vehicle can further comprise an auxiliary hydraulic system that is operable to supplement hydraulic fluid pressure of at least the actuators of the intermediate tension assemblies.

[0043] In certain embodiments, the vehicle is a towable vehicle. In one form, the vehicle is a semi-trailer, and further comprises one or more bogey axles, and a kingpin for attaching to a fifth wheel coupling of a prime mover. Preferably, the semi-trailer is a drop bed trailer.

[0044] There is also provided a method of restraining bales of compressed material, the method involving: providing a vehicle as previously described; setting the capping assembly in its elevated position; setting the displacement of the restraint beams to the expanded position; loading bales onto the deck to form a stack; operating the primary actuators to move the capping assembly towards the lowered position, and operating the secondary actuators to decrease the separation of the restraint beams, whereby the restraint beams are moved and displaced such that each restraint beam provides downward pressure against a portion of the stack, and laterally inward pressure against a portion of the stack.

[0045] In some implementations, moving the capping assembly towards the lowered position, and decreasing the separation of the restraint beams can involve a series of alternating operation of the primary and secondary actuators.

[0046] The method can further involve working the intermediate tension assemblies to establish tensile forces in each of the intermediate tension assemblies to pull the restraint beams towards one another, and thereby provide lateral pressure on the portion of the stack that is between the restraint beams.

[0047] Alternatively or additionally, the method can further involve working the intermediate tension assemblies to establish tensile forces in each of the intermediate tension assemblies to pull the restraint beams towards the deck, and thereby provide downward pressure on the portion of the stack that is between each respective restraint beam and the deck.

[0048] Brief description of the drawings

[0049] In order that the invention may be more easily understood, an embodiment will now be described, by way of example only, with reference to the accompanying drawings, in which:

[0050] Figure 1: is a schematic front isometric view of a semi-trailer for transporting bales of compressed material, the semi-trailer being in accordance with a first embodiment of the present invention, with the semi-trailer shown in a first configuration;

[0051] Figure 2: is a left side view of the semi-trailer as shown in Figure 1;

[0052] Figure 3: is a rear view of the semi-trailer as shown in Figure 1;

[0053] Figure 4: is a front view of the semi-trailer as shown in Figure 1;

[0054] Figure 5: is a front isometric view of the semi-trailer of Figure 1, with the semitrailer shown in a second configuration;

[0055] Figure 6: is a left side view of the semi-trailer as shown in Figure 5;

[0056] Figure 7: is a rear view of the semi-trailer as shown in Figure 5;

[0057] Figure 8: is a front view of the semi-trailer as shown in Figure 5;

[0058] Figure 9: is a left side view of the semi-trailer of Figure 1, with the semi-trailer shown in a third configuration together with a load of bales;

[0059] Figure 10: is an upper isometric view of the external side of a restraint beam of the semi-trailer of Figure 1; Figure 11: is a lower isometric view of the internal side of the restraint beam of Figure 10;

[0060] Figure 12: is a vertical, transverse cross-section through the restraint beam, as viewed in the direction indicated by lines ZZ- ZZin Figures 11 and 12;

[0061] Figure 13: is a schematic front isometric view of a semi-trailer for transporting bales of compressed material, the semi-trailer being in accordance with a second embodiment of the present invention, with the semi-trailer shown in a first configuration;

[0062] Figure 14: is a left side view of the semi-trailer as shown in Figure 13;

[0063] Figure 15: is a left side view of the semi-trailer of Figure 13, with the semi-trailer shown in a second configuration;

[0064] Figure 16: is a rear view of the semi-trailer in the configuration as shown in Figure 14;

[0065] Figure 17: is a rear view of the semi-trailer in the configuration as shown in Figure 15;

[0066] Figure 18: is a front view of the semi-trailer in the configuration as shown in Figure 14;

[0067] Figure 19: is an enlarged view of Region A in Figure 18;

[0068] Figure 20: is a schematic front isometric view of a semi-trailer for transporting bales of compressed material, the semi-trailer being in accordance with a third embodiment of the present invention, with the semi-trailer shown in a first configuration;

[0069] Figure 21: is a left side view of the semi-trailer as shown in Figure 20;

[0070] Figure 22: is a left side view of the semi-trailer of Figure 13, with the semi-trailer shown in a second configuration;

[0071] Figure 23: is a left side view of the semi-trailer as shown in Figure 20 together with a load of bales;

[0072] Figure 24: is a front view of the semi-trailer in the configuration as shown in Figure 23. Detailed description

[0073] Figures 1 to 9 show a vehicle in accordance with a first embodiment of the present invention. In this particular embodiment, the vehicle is in the form of a semi-trailer 10, which is towable by a prime mover (not shown). The semi-trailer 10 is to be used in transporting bales of compressed material.

[0074] In the examples shown in the drawings and accompanying description, the bales are formed from harvested hay that has been assembled into large rectangular bales 5.

[0075] The semi-trailer 10 has an elongate rectangular deck 12 on which the bales 5 are to be stacked for transport, as illustrated in Figure 9. The semi-trailer 10 further has front end barrier 14, and a rear end barrier 16 that are each at respective ends of the deck 12. It will be appreciated that the semi-trailer 10 is shown schematically, and that certain components of the semi-trailer 10 are omitted for clarity, or are illustrated in a simplified form in the drawings.

[0076] A capping assembly 18 is supported by the end barriers 14, 16. The capping assembly 18 has a front end section 20, and a rear end section 22. Two restraint beams 24 each extend in the lengthwise direction between the front and rear end sections 20, 22. In this example, each of the restraint beams 24 is displaceable with respect to the front and rear end sections 20, 22 between a retracted position and an expanded position. Figures 3, 6 and 8 show the capping assembly 18 with the restraint beams 24 both in the extended positions. Figures 1, 5, and 7 show the capping assembly 18 with the restraint beams 24 both in the retracted positions. As will be appreciated from these Figures, the separation of the restraint beams 24 increases with displacement of the restraint beams 24 towards their expanded positions.

[0077] The semi-trailer 10 has four first actuators 26. Two of the first actuators 26 extend between the capping assembly 18 and the front end barrier 14, and the other two first actuators 26 extend between the capping assembly 18 and the rear end barrier 16. The first actuators 26 are configured to move the capping assembly 18 between an elevated position, and a lowered position. Figures 3, 4, 6 and 8 show the capping assembly 18 in the elevated position, and Figures 1, 2, 5, 7 and 6 show the capping assembly 18 in the lowered position.

[0078] Second actuators 28 are mounted within the capping assembly 18. In this example, two of the second actuators 28 extend between the front end section 20 of the capping assembly 18 and the front ends of the restraint beams 24, and the other two second actuators 28 extend between the rear end section 22 of the capping assembly 18 and the rear ends of the restraint beams 24.

[0079] The semi-trailer 10 has intermediate tension assemblies that each include an elongate member, which in this example is in the form of a tie 30. The intermediate tension assemblies are spaced from the front and rear end sections 20, 22. In this way, the intermediate tension assemblies are spaced from the lengthwise ends of the restraint beams 24. As described in further detail below, each intermediate tension assembly is operable to generate tensile force in the respective tie 30. The tensile forces generated in the ties 30 by the intermediate tension assemblies collectively act to pull the restraint beams 24 towards one another, and also to pull the respective restraint beam 24 towards the deck 12.

[0080] Figure 5 illustrates the semi-trailer 10 in a rear view, with the capping assembly 18 in the lowered position, and the restraint beams 24 in the retracted position. The tensile forces generated in the ties 30 by the intermediate tensile assemblies on the restraint beam 24 that is on the right side of the semi-trailer 10 act in the direction indicated by arrow FR. The tensile forces generated in the ties 30 by the intermediate tensile assemblies on the restraint beam 24 that is on the left side of the semi-trailer 10 act in the direction indicated by arrow FL. The form of the intermediate tension assemblies, and the manner in which the tensile forces are generated and applied are described in further detail below.

[0081] Figures 10 to 12 show one of the two restraint beams 24 in detail. For simplicity in the description that follows, reference is made to the restraint beam 24 as illustrated in these Figures. It will be evident at least from the drawings that the other restraint beam 24 has similar features but is a mirror of the restraint beam 24 of Figures 10 to 12.

[0082] The restraint beam 24 has a top section 32, and a side section 34. The top section 32 and side section 34 are substantially perpendicular to one another, and joined at a lengthwise connection 36. As shown in Figure 12, in this particular example, the long edges of the top and side sections 32, 34 that are furthest from the lengthwise connection 36 are formed to have channels 38, 39. Each of the channels 38, 39 opens generally towards the lengthwise connection 36.

[0083] In this particular example, the top and side sections 32, 34 of the restraint beams 24 are formed from flat sheet metal that is folded into the desired shape, including the lengthwise connection and channels 38, 39. To reduce the weight of the restraint beam 24, openings are formed each of the top and side sections 32, 34. To increase the rigidity of the restraint beam 24, gussets 40 are provided to the internal side of the top and side sections 32, 34.

[0084] When the vehicle is loaded with a stack of bales 5, each restraint beam 24 is to be in contact with the set of bales that are on the respective side of the top layer of the stack, with the top section 32 in contact with a portion of the top surface of that set of bales, and with the side section 34 in contact side with a portion of the outward side surfaces of that set of bales. The gussets 40 will press into the bales 5, or locate between the bales 5, as appropriate.

[0085] The front and rear end sections 20, 22, and the restraint beams 24 are interconnected with telescoping tube sections to guide displacement of the restraint beams with respect to the front and rear end sections. As shown in Figures 10 to 12, the restraint beams 24 have two tube sections 42, 44 at each end. These tube sections 42, 44 slide within corresponding tube sections in the front and rear end sections 20, 22.

[0086] The restraint beams 24 have brackets 46 mounted between the two tube sections 42, 44. The brackets 46 provide mounting points for the second actuators 28. As shown in Figures 5 to 8, the front and rear end sections 20, 22 have corresponding mounting brackets to which the second actuators 28 are mounted.

[0087] The intermediate tension assemblies are arranged in pairs in the lengthwise direction of the semi-trailer 10, with the intermediate tension assemblies in each pair being on opposite sides of the semi-trailer 10. Hence, within each pair intermediate tension assemblies, tensile forces on the restraint beams 24 as described above act in a complementary manner to one another.

[0088] To mount and support the ties 30 of the intermediate tension assemblies, each restraint beam 24 has anchor points 48, and fairleads 50. In the example illustrated in Figures 1 to 9, the semi-trailer 10 has three pairs of intermediate tension assemblies; hence, there are six ties 30. Accordingly, in this example, each restraint beam 24 has three anchor points 48, and three fairleads 50. The semi-trailer 10 has a load supports that are at predetermined positions relative to the deck 12. The load supports provide controlled locations relative to the deck 12 from which the components of tensile forces in the ties 30 that act from the restraint beams 24 in the direction of the deck 12 are to act. In this example, the load supports are in the form of tie down rails (not shown) that are mounted to the support structure of the deck 12.

[0089] As shown in Figures 2, 5, 7, and 9, each tie 30 includes an upper portion 52, a tail portion 54, and a coupling. In Figures 1 to 9, the couplings are shown schematically, and are illustrated only by a coupling ring 56 secured on the lower end of the upper portion 52. Each tail portion 54 includes a complementary component (not shown) to releasably couple to the coupling ring 56.

[0090] In each intermediate tension assembly, an upper end of each upper portion 52 is connected to an anchor point 48 on one of the restraint beams 24. The upper portion 52 extends from that anchor point 48, across the gap to the opposing restraint beam 24, where it passes through one of the fairleads 50, as described in further detail below. The restraint beams 24 have sufficient anchor points 48 and fairleads 50 to at least accommodate the number of intermediate tie assemblies of the semi-trailer 10.

[0091] The semi-trailer 10 has third actuators that are operable to generate tensile forces within the ties 30. In this particular example, each intermediate tension assembly includes a third actuator that is in the form of a winch 58 that is mounted to the semi-trailer 10 underneath the deck 12. Each winch 58 has a spool / reel onto which the tail portion 54 of respective tie 30 is to be wound.

[0092] To tension each intermediate tension assembly, the tail portion 54 is at least partially unwound so that the complementary coupling is able to couple with the corresponding coupling ring 56. Each intermediate tension assembly is arranged such that the tail portions 54 pass around one of the tie rails on the sides of the semi-trailer 10, beneath the deck 12. The tie rails provides load supports that are at a predetermined positions relative to the deck 12. In Figures 1 to 9, the tie rails are not shown. With the upper portions 52 coupled to the corresponding tail portions 54, the winches 58 are then operated to wind the tail portions 54 back in to thereby introduce the tensile forces in the ties 30.

[0093] In this embodiment, both the upper portions 52 and tail portions 54 of the ties 30 are made of a flexible material that is able to support tensile loads. By way of example, the upper portions 52 and tail portions 54 can be of restraint material that is also commonly known as "strap" or "webbing". However, it will be appreciated that upper portions 52 and / or tail portion 54 can be made of other flexible components, including wire rope, chain, or the like.

[0094] In this example, the winches 58 incorporate a drive motor, and a gear set to provide mechanical advantage to the motors. In other words, the operation of the winch 58 to unwind / reel in the tail portions 54 of the ties 30 is effected via the drive motors. The drive motors can be electrically powered, or pneumatically powered. Each winch 58 can include torque sensing to facilitate determination of the tensile load introduced to the respective tie 30. The winches 58 can be manually operated by a lever and ratchet mechanism, in addition or alternative to a drive motor. In some alternatives, each winch 58 can have a connection to receive an independent handheld drive (such as an electric drill, or a pneumatic drive).

[0095] In this particular example, the semi-trailer 10 is a drop-deck trailer, and thus the deck 12 has an upper portion and at lower portion. The semi-trailer 10 has three bogeys 60 beneath the lower portion of the deck 12, and a kingpin 62 beneath the upper portion for attaching to a fifth wheel coupling of a prime mover. As illustrated in Figure 9, bales 5 can be stacked in four layers on the lower portion of the deck 12, and in three layers on the upper portion of the deck 12. However, it will be appreciated that the number of layers of bales will depend on many factors, including the bale size and form, and the mass of individual bales, as well as height and load restrictions set out in applicable road rules, regulations and laws.

[0096] The capping assembly 18 also has eight legs 64. The front end section 20 is mounted on the upper ends of four of the legs 64. Similarly, the rear end section 22 is mounted on the upper ends of the other four of the legs 64. Each of the front and rear end barriers 14, 16 has guide tubes 66 that each receives a respective one of the legs 64 and constrains that leg 64 to move longitudinally. The legs 64 and guide tubes 66 cooperate in a telescopic like manner.

[0097] The first actuators 26 are linear actuators that each have a cylinder body that is mounted to the respective front end barrier 14, 16, with the piston extending upwardly and connected to the capping assembly 18. As will be evident from Figures 5 to 8, the pistons are secured to transverse tubes of the front and rear end sections 20, 22 of the capping assembly 18.

[0098] The second actuators 28 are linear actuators that each have a cylinder body that is mounted to the respective front and rear end sections 20, 22 via the corresponding mounting brackets, with the piston extending outwardly towards the respective restraint beam 24 and connected to the bracket 46.

[0099] The first and second actuators 26, 28 are hydraulic cylinders, and the semi-trailer 10 may have hydraulic system, including an accumulator (tank for storing hydraulic fluid), a pump, fluid circuits that connects the tank, pump and first and second actuators 26, 28, and valves for operation of the hydraulic cylinders. For clarity, the tank, pump, and fluid circuits are omitted from Figures 1 to 9. The semi-trailer 10 may also have, adjacent the valves, an information panel that indicates the state of the hydraulic cylinder, including the position and / or operating pressure of individual actuators and / or groups of actuators.

[0100] As will be known to those skilled in load restraint of stacks of baled materials for transport, the rigidity of the stack can be compromised by the stack "leaning" outwardly in the upper layers. Further, bales in the layers below the top layer can slide from their loaded position in situations where the lateral forces (induced by changes in vehicle direction, vehicle roll, and / or slope / camber of the ground surface on which the vehicle is located) overcome the downward force on the bales. These scenarios compromise the vehicle handling, and can lead to damage, injury and loss of life.

[0101] The semi-trailer 10 provides restraint of a stack of bales loaded onto the deck 12, as follows:

[0102] 1. to restrain the top layer of bales in the stack from leaning so as to overhang the sides of the deck 12 (in other words, a lateral toppling movement), by a first combination of forces that are applied to the stack of bales through the restraint beams 24. These forces are generated by the second actuators 28, and the component of the tensile forces in the ties 30 that acts to pull the restraint beams 24 inwardly. This combination of forces acts in directions generally parallel to the deck 12 surface; 2. to restrain the bales on the sides of the stack from sliding sideways relative to one another and / or the deck 12 (in other words, a lateral shifting movement), by a second combination of forces that are applied along the length and at the sides of stack through the restraint beams 24. These forces are generated by the first actuators 26, and the component of the tensile forces in the ties 30 that acts to pull the restraint beams 24 downwardly towards the deck 12. This combination of ferees act in directions generally perpendicular to the deck 12 surface;

[0103] 3. to restrain bales at the front and rear of the stack (having regard to the general direction of travel of the semi-trailer 10), by the front and rear end barriers 14, 16, and front and rear end sections 20, 22 acting as blocking head and tail boards for longitudinal restraint of the stack of bales; and

[0104] 4. as supplementary restraint of the bales in the stack, by direct contact of the ties 30 with certain bales in the stack inhibits lateral shifting movement of those particular bales.

[0105] With respect to the restraint of the stack in lateral directions, it will be noted that the telescopic connection of the legs 64 of the front and rear end sections 20, 22, with the guide tubes 66 of the front and rear end barriers 14, 16 also contribute to retaining the stack of bales with respect to the longitudinal centreline of the semi-trailer 10.

[0106] The semi-trailer 10 is configured to provide reliable restraint to a stack of bales of compressed materials between loading and unloading, including when in transit, by mitigating the loss of restraint that may be caused by movement of the load, such as by settling and / or shifting. To this end, the semi-trailer 10 is provided with an applied force management system that is operable to restore, and / or maintain forces applied via some or all of the actuators of the semi-trailer 10 to the stack of bales, as appropriate and / or required. In some cases, the applied force management system is also operable to increase, and / or adjust forces applied via some or all of the actuators of the semi-trailer 10 to the stack of bales. By way of example, in a scenario in which the load settles, the forces applied to the stack of bales by the restraint beams 24 may decrease, which causes a loss of rigidity or form in the load, and compromises the stability of the semi-trailer 10 and the load. In this particular scenario, the active force management system may operate one or more of the actuators to restore the forces applied to the stack of bales.

[0107] In some examples, the applied force management system includes load sensors associated with each actuator, the load paths associated with the actuators, and / or predetermined subsets of the actuators. The applied force management system is configured to receive data from the load sensors and analyse that data to determine changes in the received data that are representative of any one or more of:

[0108] - a decrease in the force applied by any of the first actuators 26, the second actuators 28, and the third actuators, individually, and / or in the subsets of the actuators of the semi-trailer 10, and

[0109] - a decrease in the forces applied in the load paths.

[0110] The applied force management system can be configured to selectively adopt an active state in which the semi-trailer 10 has been loaded, and placed in a configuration to restrain the load. Alternatively or additionally, the applied force management system can employ algorithm(s) to identify from data obtained from sensors, including the load sensors, that the semi-trailer 10 is loaded and in a configuration to restrain the load, and then assumes the active state. When in the active state, applied force management system operates to restore, maintain, increase, and / or adjust forces applied via the actuators of the semi-trailer 10 to the stack of bales.

[0111] In some examples in which the intermediate tension assemblies include winches 58 with drive motors to generate tension in the ties 30, the applied force management system can operate the drive motors at predetermined intervals. Where the drive motors of the winches 58 incorporate torque sensing, the applied force management system may operate the drive motors at each predetermined interval until a predetermined torque is achieved. Similarly, with regard to hydraulic actuators. Figures 13 to 18 show a vehicle according to a second embodiment, which is in the form of a semi-trailer 110. Parts of the semi-trailer 110 that are the same or similar to parts of the semi-trailer 10 have the same reference numbers with the prefix "1" and for succinctness, will not be described again.

[0112] In the example illustrated in Figures 13 to 18, the semi-trailer 110 has two pairs of intermediate tension assemblies; hence, there are four ties 130. Accordingly, in this example, each restraint beam 124 has two anchor points 148, and two fairleads 150.

[0113] Each tie 130 includes an upper portion 152, a tail portion 154, and a coupling. In Figures 13 to 18, the couplings are shown schematically, and are illustrated by a coupling ring 156 secured on the lower end of the upper portion 152. Each tail portion 154 includes a complementary component in the form of a hooking member 170 that is releasably couplable to the coupling ring 156.

[0114] As in the case of the semi-trailer 10, the deck 112 of the semi-trailer 110 includes tie down rails 168 on both sides of the deck 112. The tie down rails 168 provide controlled locations relative to the deck 112 from which the components of tensile forces in the ties 130 that act from the restraint beams 124 in the direction of the deck 112 are to act. As will be apparent from Figure 19, the tie down rails 168 also has the function of changing the direction of the tail portions 154 of the ties 130.

[0115] Each intermediate tension assembly includes a third actuator 172 that is operable to generate tensile forces within the respective tie 130. Each third actuator 172 is a linear actuator that has a cylinder body 174, and piston 176. The tail portion 154 of the respective tie 130 is attached to the outer end of the piston 176.

[0116] In this embodiment, each of the first, second, and third actuators 126, 128, 172 are hydraulic cylinders. The semi-trailer 110 includes crossbeams 180 that are mounted to lower flanges of the chassis rails 182. The crossbeams 180 include mounting brackets 184 to which the cylinder bodies 174 of the third actuators 172 are mounted. The webs of the chassis rails 182 have apertures through which the pistons 176 protrude. The third actuators 172 are extendible in directions that are generally transverse to the chassis rails 182. To tension the ties 130, the third actuators 172 are retracted so that the pistons 176 are drawn inwardly with respect to the cylinder bodies 174.

[0117] As shown in Figure 13, in this particular embodiment, the capping assembly 118 includes a set of cross braces 186 that are mounted to the restraint beams 124 so as to extend transversely between the restraint beams 124. The length of each cross brace 186 is adjustable in order to accommodate the displacement of the restraint beams 124 between the retracted and extended positions. The set of cross braces 186 inhibit relative lengthwise movement of the restraint beams 124, and hence increase the rigidity in the capping assembly 118.

[0118] The applied force management system of the semi-trailer 110 operates to restore, maintain, increase, and / or adjust forces applied via the first, second and / or third actuators 126, 128, 172 of the semi-trailer 110 to the stack of bales, when in the active state.

[0119] The applied force management system can incorporate load sensors, which may be in the form of pressure transducers connected with the cylinders of the actuators 126, 128, 172. The applied force management system can be configured to receive and analyse data from the load sensors, as described previously in reference to semi-trailer 10. The applied force management system can be configured with the hydraulic system to supply hydraulic fluid to the cylinders of the actuators 126, 128, 172 to restore, maintain, increase, and / or adjust forces applied via some or all of the actuators 126, 128, 172, as appropriate and / or required.

[0120] The semi-trailer 110 may incorporate an auxiliary hydraulic system that is independent of the primary hydraulic system. The auxiliary hydraulic system can be a low volume system that is operable to "boost" or supplement the hydraulic fluid pressure within the primary hydraulic system, or within designated portions of the primary hydraulic system circuit that include a selected subset of the actuators. For example, the auxiliary hydraulic system may operate to supply hydraulic fluid to the third actuators 172.

[0121] By way of example, in a scenario in which the third actuators 172 are losing hydraulic fluid pressure, the auxiliary hydraulic system can respond by supplying hydraulic fluid to the one or more of the actuators to restore the forces applied to the stack of bales.

[0122] Figures 20 to 24 show a vehicle according to a third embodiment, which is in the form of a semi-trailer 210. Parts of the semi-trailer 210 that are the same or similar to parts of the semi-trailer 10 have the same reference numbers with the prefix "2" and for succinctness, will not be described again.

[0123] In the example illustrated in Figures 20 to 24, the semi-trailer 210 has a single pair of intermediate tension assemblies; hence, there are two ties 230. Accordingly, in this example, each restraint beam 224 has a single anchor point 248, and a single fairlead 250.

[0124] Each of the intermediate tension assemblies includes a third actuator 272 that is operable to generate tensile forces within the respective tie 230. In this particular example, each third actuator 272 is a pneumatically operated winch that has a drum assembly onto which the tie is to be wound, and a pneumatic piston that operates to drive the drum assembly to wind the strap.

[0125] The upper end of each respective tie 230 is connected to the anchor point 248 on one of the restraint beams 224. The ties 230 extend transversely from the anchor point 248, over the fairlead 250 on the opposite restraint beam 224, and then extends downwardly towards the deck 212 of the semi-trailer 210. In this instance, the fairleads 250 are "open", meaning that the fairlead provides guidance for the respective tie 230, without requiring that the tie 230 is threaded through a closed loop. In this particular example, each of the intermediate tension assemblies is arranged so that the tail end of the respective tie 230 is fed onto the drum assembly of the third actuator 272. To tension the tie 230, the actuator is then operated to wind the respective tie 230 onto the drum assembly, and then to generate tension within the respective tie 230. As previously described, the tensile forces generated in the ties 230 by the third actuators 272 collectively act to pull the restraint beams 224 towards one another, and also to pull the respective restraint beam 224 towards the deck 212.

[0126] As shown in in Figure 24, the third actuators 272 are mounted on the chassis rails 282 of the semi-trailer 210, beneath the deck 212. By way of example, each third actuator 272 can be an Elphinstone Auto Tensioner air winch (Model No. 30 / 303899, produced by Elphinstone Engineering).

[0127] As in the case of the semi-trailer 10, the deck 212 of the semi-trailer 210 includes tie down rails 268 on both sides of the deck 112. The tie down rails 268 provide controlled locations relative to the deck 212 from which the components of tensile forces in the ties 230 that act from the restraint beams 224 in the direction of the deck 212 are to act.

[0128] As shown in Figure 20, in this particular embodiment, the capping assembly 218 includes a set of cross braces 286 that are mounted to the restraint beams 224 so as to extend transversely between the restraint beams 224. The length of each cross brace 286 is adjustable in order to accommodate the displacement of the restraint beams 224 between the retracted and extended positions. The set of cross braces 286 inhibit relative lengthwise movement of the restraint beams 224, and hence increase the rigidity in the capping assembly 218.

[0129] The applied force management system of the semi-trailer 210 operates to restore, maintain, increase, and / or adjust forces applied via the first and / or second hydraulic actuators 226, 228 of the semi-trailer 210 to the stack of bales, when in the active state. Further, in addition to taking up slack, and generating tension in the ties 230, the third actuators 272 operate to maintain constant tension on the respective tie 230. In the event that the load of hay bales moves or shifts after initial loading, the third actuator 272 automatically act to restore the tension.

[0130] In this particular example, the applied force management system is also partly incorporated in the hydraulic system that supplies hydraulic fluid to the cylinders of the actuators 226, 228 to restore and / or maintain adjust forces applied via some or all of the actuators 226, 228, as appropriate and / or required.

[0131] As shown in Figures 21 to 24, the hydraulic system of the semi-trailer 210 includes a pair of accumulators 290. The accumulators 290 operate to "boost" or supplement the hydraulic fluid pressure within the primary hydraulic system. By way of example, in a scenario in which the first actuators 226 lose pressure, hydraulic fluid from the accumulators 290 is supplied to the hydraulic cylinders to restore the forces applied to the stack of bales.

[0132] Alternatively or additionally, the applied force management system can include an additional hydraulic pump that operates to add supplemental hydraulic fluid into the primary hydraulic system to "top up" the volume of hydraulic fluid, in the event of pressure or volume drop within the primary hydraulic system, including the actuators 226, 228.

[0133] In some alternatives, the applied force management system can include a pneumatic pressure compensator that includes a bladder, and a pneumatic pump. The pressure compensator is installed in communication with the primary hydraulic system. The pressure compensator operates to change the pressure and / or volume of the bladder to compensates for a reduction in of hydraulic pressure or volume within the primary hydraulic system.

[0134] As shown in Figures 21 to 23, the semi-trailer 210 includes braces 292 that provide tensile support for the front and rear end barriers 214, 216. Each brace 292 is attached to the deck 212, and extends around the respective end barrier 214, 216 at a location that is above the deck 212. In the illustrated example, the sections of the braces 292 that are between the deck 212 and the respective end barrier 214, 216 are inclined at approximately 45° to the deck 212.

[0135] In one form, each brace 292 can include chain, and a chain load binder.

[0136] The semi-trailer 210 includes a platform 294 that is located on the upper bed portion of the deck 212. As will be apparent from Figures 21 to 23, the platform 294 raises the bales 5 that are loaded onto this part of the deck 212. In this way, the height of the top of all bales loaded on the deck 212 is equal along the length of the stack. It will be appreciated that the height of the top surface of the platform 294 (from the top of the upper bed portion of the deck 212) is determined by the size of the "drop" between the upper and lower bed portions of the deck 212, and bale geometries.

[0137] Throughout this specification and the claims which follow, unless the context requires otherwise, the word "comprise", and variations such as "comprises" and "comprising", will be understood to imply the inclusion of a stated integer or step or group of integers or steps but not the exclusion of any other integer or step or group of integers or steps.

[0138] The reference in this specification to any prior publication (or information derived from it), or to any matter which is known, is not, and should not be taken as an acknowledgment or admission or any form of suggestion that that prior publication (or information derived from it) or known matter forms part of the common general knowledge in the field of endeavour to which this specification relates.

Claims

CLAIMS:

1. A vehicle for use in transporting bales of compressed material, the vehicle comprising: an elongate rectangular deck on which to stack the bales; front and rear end barriers at respective ends of the deck; a capping assembly that is supported by the end barriers, and is movable between an elevated position, and a lowered position, the capping assembly including: front and rear end sections, and at least two restraint beams that each extend in a lengthwise direction of the capping assembly between the front and rear end sections, at least one of the restraint beams being displaceable with respect to the front and rear end sections between a retracted position and an expanded position, wherein the separation of the restraint beams increases with displacement of the respective restraint beam towards the expanded position, whereby, in use of the vehicle to transport a stack of bales, the capping assembly provides vertical and / or lateral restraint to the stack of bales; first actuators that each extend between the capping assembly and a respective one of the front and rear end barriers, the first actuators being configured to move the capping assembly relative to the deck between the elevated and lowered positions; second actuators that are mounted within the capping assembly, and are configured to displace the restraint beams between the retracted and expanded positions; and intermediate tension assemblies that each include an elongate member that is connected, or interconnectable so as to extend between the restraint beams, and / or between one of the restraint beams and load supports that are at a predetermined positions relative to the deck, wherein the intermediate tension assemblies are spaced from the front and rear end sections, and wherein each intermediate tension assembly is for use in the application of one or both of: a tensile force in the respective elongate member that acts to pull the restraint beams towards one another, anda tensile force in the respective elongate member that acts to pull the respective restraint beam towards the deck.

2. A vehicle according to claim 1, wherein each restraint beam has a top section, and a side section, whereby when the vehicle is loaded with a stack of bales each restraint beam is to be in contact with the set of bales that are on the respective side of the top layer of the stack, with the top section in contact with a portion of the top surface of that set of bales, and with the side section in contact side with a portion of the outward side surfaces of that set of bales.

3. A vehicle according to claim 2, wherein the first actuators are operable to provide force on the capping assembly such that the top sections of the restraint beams provide downward pressure on bales within the stack.

4. A vehicle according to claim 2 or claim 3, wherein the intermediate tension assemblies are operable to apply tensile forces in the elongate members such that the top sections of the restraint beams provide downward pressure on bales within the stack.

5. A vehicle according to any one of claims 2 to 4, wherein the second actuators are operable to provide force to bias the restraint beams towards the retracted position such that the side sections of the restraint beams provide laterally inward pressure on bales within the stack.

6. A vehicle according to any one of claims 2 to 5, wherein the intermediate tension assemblies are configured to generate tensile forces in the elongate members to thereby apply laterally inward pressure the side sections of the restraint beams on bales within the stack.

7. A vehicle according to any one of claims 1 to 6, wherein the restraint beams are displaceable with respect to the front and rear end sections between respective retracted and expanded positions.

8. A vehicle according to any one of claims 1 to 7, wherein each of the second actuators is mounted such that direction of extension is generally parallel with the displacement direction of the respective restraint beam.

9. A vehicle according to any one of claims 1 to 8, wherein displacement of each restraint beam is effected by one of the second actuators that is mounted between the front end section and the respective restraint beam, and another of the second actuators that is mounted between the rear end section and the respective restraint beam.

10. A vehicle according to any one of claims 1 to 9, wherein the intermediate tension assemblies arranged in pairs, and wherein within each pair intermediate tension assemblies are configured to generate tensile forces on the restraint beams that act in a complementary manner.

11. A vehicle according to any one of claims 1 to 10, further comprising one or more third actuators that are configured to generate tensile forces in the elongate members of the intermediate tension assemblies.

12. A vehicle according to claim 11, wherein the third actuators are mounted to the deck, or to the vehicle chassis beneath the deck, and each third actuator is configured to generate tensile force in an elongate member of a respective one of the intermediate tension assemblies that acts to pull the respective restraint beam towards the deck.

13. A vehicle according to any one of claims 1 to 12, wherein at least part of the elongate member of each intermediate tension assembly is a tie.

14. A vehicle according to claim 12, wherein the third actuators are hydraulic actuators, and the vehicle further comprises a backup hydraulic system that is configured to supply hydraulic fluid from a secondary source of hydraulic fluid to thereby maintain hydraulic fluidpressure in at least the third actuators when the third actuators are in a state to provide tensile forces in the intermediate tension assemblies.

15. A vehicle according to any one of claims 1 to 13, further comprising an applied force management system that is operable to restore, maintain, increase, and / or adjust forces applied by at least some of the actuators, wherein the applied force management system including load sensors associated with one or more of: each actuator; load paths associated with the actuators; and / or predetermined subsets of the actuators and wherein the applied force management system is configured to receive data from the load sensors, and to analyse that data to determine changes in the received data that are representative of any one or more of: a decrease in the force applied by actuators of the vehicle, individually, and / or in the subsets of the actuators, and a decrease in the forces applied in the load paths.

16. A vehicle according to any one of claims 1 to 15, wherein the vehicle is a towable vehicle.

17. A method of restraining bales of compressed material, the method involving: providing a vehicle as claimed in any one of claims 1 to 16; setting the capping assembly in its elevated position; setting the displacement of the restraint beams to the expanded position; loading bales onto the deck to form a stack; operating the primary actuators to move the capping assembly towards the lowered position, and operating the secondary actuators to decrease the separation of the restraint beams, whereby the restraint beams are moved and displaced such that each restraint beam provides downward pressure against a portion of the stack, and laterally inward pressure against a portion of the stack.

18. A method according to claim 17, wherein moving the capping assembly towards the lowered position, and decreasing the separation of the restraint beams involves a series of alternating operations of the primary and secondary actuators.

19. A method according to claim 16 or claim 17, further involving working the intermediate tension assemblies to establish tensile forces in each of the intermediate tension assemblies to pull the restraint beams towards one another, and thereby provide lateral pressure on the portion of the stack that is between the restraint beams.

20. A method according to any one of claims 16 to 18, further involving working the intermediate tension assemblies to establish tensile forces in each of the intermediate tension assemblies to pull the restraint beams towards the deck, and thereby provide downward pressure on the portion of the stack that is between each respective restraint beam and the deck.

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