Lowboy trailer with detachable and self-propelled AXLE module

Abstract

A lowboy trailer (100) comprises a main chassis (110) including a pair of rails (118) defining an alignment space, and at least one first actuator (121) configured to vertically displace a rear end of the main chassis (110). An axle module (200) is releasably coupled to the main chassis (110) and comprises a body (201), at least one axle (202), and a propulsion assembly. The propulsion assembly includes a wheel (212) rotatably coupled to the body (201) via a rotatable support (214), a second actuator (211) coupled to the rotatable support (214) and configured to displace the wheel (212) between a retracted position and a ground-engaging position, a steering actuator (213), and a motor (215). The axle module (200) further comprises a connecting assembly including a third actuator (221) configured to vertically displace a guide unit (222), and a fourth actuator (231) coupled to a locking mechanism (232).

Description

DescriptionTitle of Invention: LOWBOY TRAILER WITH DETACHABLE AND SELF-PROPELLED AXLE MODULE I Technical Field

[0001] The present disclosure relates generally to heavy-duty transportation vehicles and logistics equipment. More specifically, the present disclosure relates to a lowboy or drop-deck trailer configured for the transport of heavy construction machinery, such as pavers, excavators, and road rollers. The disclosure particularly pertains to a lowboy trailer featuring a main chassis and a detachable rear axle module, wherein the axle module is equipped with a self-propulsion system to maneuver independently of the chassis.Background Art

[0002] The present disclosure relates to the field of heavy-duty transport vehicles, specifically lowboy or drop-deck trailers designed for transporting heavy construction machinery such as pavers, excavators, road rollers, and agricultural equipment. These machines are characterized by high weight, low ground clearance, and wide tracks, necessitating specialized loading and unloading procedures.

[0003] Conventionally, loading such heavy machinery onto a trailer involves one of two primary methods: rear loading via ramps or front loading via a detachable gooseneck. In the rear-loading configuration, manual or hydraulic ramps are deployed from the rear of the trailer. However, this method presents significant safety risks. The steep "break-over angle" created by the ramps often causes low- clearance machinery (e.g., asphalt pavers) to bottom out or become stuck at the transition point between the ramp and the trailer bed. Furthermore, metallic ramps are prone to becoming slippery in wet or muddy conditions, increasing the risk of machinery sliding off the trailer, which can lead to catastrophic equipment damage or operator injury.

[0004] To address the limitations of ramps, the industry developed front-loading trailers with detachable goosenecks. In these systems, the front of the trailer (the gooseneck) detaches from the truck, allowing the trailer bed to lie flat on the ground. While this eliminates the ramp angle, it introduces a new set of operationalchallenges. Reconnecting the heavy gooseneck to the trailer bed requires precise alignment of the truck and trailer on a perfectly flat and stable surface. In real-world scenarios, such as construction sites with uneven, soft, or muddy terrain, achieving this alignment is often impossible. The truck driver must repeatedly maneuver the prime mover to align with the dropped deck, a process that is time-consuming and fraught with difficulty. Additionally, the hydraulic connections are frequently exposed to dirt and debris during this process, leading to system contamination.

[0005] Alternative solutions in the prior art have attempted to facilitate rear loading by modifying the rear axle assembly. Some designs feature "split" or "swinging" rear bogies that pivot laterally to create an opening for the machinery to pass through. However, these systems suffer from a critical "width limitation." The cargo must be narrow enough to fit between the open bogie halves, which restricts the transport of wide machinery. Furthermore, the heavy pivoting mechanisms required for these swinging axles add significant dead weight to the trailer, reducing its legal payload capacity. Other designs utilize completely detachable rear axle units. However, these units are typically "passive," meaning they lack independent propulsion or steering. Once detached, they become immobile obstacles. Reattaching the chassis to a passive axle unit on uneven ground is extremely difficult, as the driver must reverse the long trailer chassis with absolute precision to engage the stationary axle, often requiring external assistance or cranes to reposition the unit.Summary of Invention

[0006] Provided herein is a concise outline of the disclosure, which serves to introduce the concept rather than provide an exhaustive or definitive explanation. This overview does not delineate the critical elements or restrict the scope of the invention. The full scope of protection is determined solely by the appended claims, as supported by the detailed description and accompanying figures.

[0007] In one general aspect, the present disclosure describes a lowboy trailer comprising a main chassis and an axle module releasably coupled to the main chassis. The main chassis may include a plurality of longitudinal beams and a pair of rails disposed at a rear end thereof, defining an alignment space. The pair of rails may comprise at least one receptacle. To facilitate the detachment of the axle module, the lowboy trailer may include at least one first actuator coupled to the main chassis at a first end. This first actuator may be configured to verticallydisplace the rear end of the main chassis relative to a ground surface, thereby supporting the chassis when the axle module is removed.

[0008] According to another aspect, the axle module may comprise a body, at least one axle coupled to the body via a suspension assembly, and a propulsion assembly coupled to the body. The propulsion assembly may include a wheel rotatably coupled to the body via a rotatable support. A second actuator, having a first end coupled to the body and a second end coupled to the rotatable support, may be configured to selectively displace the wheel between a retracted position (e.g., for transport) and a ground-engaging position (e.g., for independent maneuvering). A steering actuator may be coupled to the rotatable support to rotate the wheel about a vertical axis, and a motor may be operatively coupled to drive the wheel.

[0009] In one preferred aspect, the axle module may further comprise a connecting assembly configured to secure the axle module to the main chassis. This connecting assembly may include a third actuator mounted on the body and a guide unit coupled to the third actuator, wherein the third actuator is configured to displace the guide unit vertically to align with the chassis rails. The connecting assembly further may include at least one protrusion configured to be received within the at least one receptacle of the pair of rails, and a fourth actuator coupled to a locking mechanism. The fourth actuator may be configured to drive the locking mechanism to exert a clamping force against the main chassis, thereby rigidly securing the module.

[0010] According to some aspects, the lowboy trailer may further comprise a power system. This system may include at least one inlet disposed at a front end of the main chassis and a conduit coupled to the inlet, extending to the axle module. To manage the conduit during the detachment and reattachment process, a conduit management unit may be mounted under the main chassis. This unit may comprise a pulley engaging the conduit and a spring coupled to the pulley, wherein the spring is configured to bias the pulley to retract a slack portion of the conduit automatically.

[0011] In another aspect, the axle module may further comprise a control unit mounted on the body. The control unit may include a plurality of levers, each coupled to control a respective function such as the actuation of the second, third, or fourthactuators, the steering actuator, or the operation of the motor. Additionally, or alternatively, the lowboy trailer may comprise a wireless system including a transmitter and a receiver configured to remotely control the propulsion assembly and the connecting assembly.

[0012] Regarding the chassis structure, the main chassis may further comprise a plurality of cross beams and a drop-deck section. To accommodate wider loads, the chassis may include a plurality of hinged extension members (side wideners) movably coupled to the longitudinal beams and configured to swing laterally. Furthermore, the chassis may include sliding extension members disposed at the rear rails, configured to extend telescopically to increase the loading width.Technical Problem

[0013] Despite the advancements in heavy-duty trailer design, there remains a significant unmet need in the industry for a transport system that resolves the inherent conflicts between loading safety, cargo capacity, and operational autonomy. The technical problems associated with the prevailing prior art can be categorized into four distinct limitations.

[0014] First, traditional rear-loading trailers utilizing auxiliary ramps suffer from geometric constraints. The "break-over angle" created at the hinge point where the ramp meets the trailer deck is often too steep for modem construction machinery with low ground clearance, such as asphalt pavers. This geometric discontinuity frequently causes machinery to "bottom out" or become suspended at the transition point. Furthermore, relying on friction between steel tracks and steep metallic ramps creates a high risk of slippage, particularly in wet or muddy conditions.

[0015] Second, while front-loading trailers with detachable goosenecks eliminate the rear ramp angle, they shift the operational burden to the connection phase. Reattaching a heavy gooseneck requires the prime mover or truck to align perfectly with the trailer bed. On construction sites characterized by uneven, soft, or constrained terrain, achieving this alignment is notoriously difficult. The operator must repeatedly maneuver the prime mover to engage the connection pins, a process that is time-consuming and prone to misalignment.

[0016] Third, alternative rear-loading solutions, such as those disclosing "split" or "swinging" axle bogies, introduce a critical "bottleneck" in cargo width. While thesesystems allow the axles to displace laterally, the vertical suspension structures or pivot mechanisms often remain within the loading envelope. This restricts the effective loading width, preventing the transport of machinery that is wider than the internal clearance of the split bogies.

[0017] Fourth, prior art attempts at fully detachable rear axle units typically yield "passive" assemblies. Once detached, these axle units become immobile, dead weight. To reconnect, the operator must reverse the long main chassis towards the stationary axle unit with absolute precision. If the ground is uneven, the chassis and axle unit will reside on different geometric planes, rendering mechanical engagement impossible without the use of external jacks or cranes.

[0018] Therefore, the specific technical problem to be solved is how to provide a lowboy trailer that eliminates the break-over angle to create a continuous, seamless loading gradient from the ground to the deck, while simultaneously eliminating the need for the prime mover to perform complex alignment maneuvers during the reconnection process.Solution to Problem

[0019] The present disclosure addresses the aforementioned technical problems by providing a lowboy trailer comprising a main chassis and a detachable, self- propelled axle module. By structurally separating the rear running gear from the cargo bed and equipping it with an independent propulsion system, the invention decouples the loading process from the geometric limitations of the trailer’s suspension and the maneuvering constraints of the prime mover.

[0020] In one aspect, the solution may utilize the main chassis itself as the loading surface. The chassis may be equipped with a first actuator, e.g., a hydraulic support leg, disposed under the longitudinal beams, forward of the rear coupling rails. Upon detachment of the axle module, this first actuator supports the chassis structure and controllably lowers the rear end until the rails contact the ground surface. This action may effectively transform the rear section of the chassis into an integrated ramp with a minimized approach angle, allowing low-clearance machinery to load directly onto the deck without the steep "break-over" point associated with auxiliary hinged ramps.

[0021] In another aspect, the solution may eliminate the "width bottleneck" associated with split-bogie designs. Because the axle module is configured to completely physically separate from the chassis and move away from the loading zone, the rear of the chassis presents an unobstructed, full-width profile. This allows for the loading of machinery that utilizes the entire width of the trailer bed, unhindered by stationary suspension towers or pivot mechanisms.

[0022] Crucially, the disclosure may solve the problem of "passive" reconnection by integrating a propulsion assembly directly into the detachable axle module. This assembly may comprise a drive wheel rotatably coupled to the module body via a rotatable support, a second actuator configured to deploy the drive wheel from a retracted transport position to a ground-engaging position, and a motor operatively coupled to drive the wheel. Furthermore, a steering actuator may be provided to rotate the wheel about a vertical axis. This configuration may convert the detached module into a self-propelled, steerable vehicle that can maneuver independently of the chassis.

[0023] Consequently, the complex task of aligning the heavy chassis to the axle may be replaced by the simpler operation of driving the agile axle module back to the stationary chassis. To finalize this connection on uneven ground, the module may feature a connecting assembly with a guide unit, e.g., a trapezoidal wedge, controlled by a third actuator. As the module approaches, the third actuator vertically displaces the guide unit into alignment with the rails of the chassis, effectively self-centering the module before a fourth actuator engages a locking mechanism to rigidly clamp the unit in place.Advantageous Effects of Invention

[0024] The present disclosure may provide a range of technical and operational advantages over existing heavy-duty transport systems, fundamentally improving safety, efficiency, and versatility.

[0025] One primary advantage of the disclosure may be the substantial mitigation or elimination of hazards associated with conventional loading ramps. By utilizing the chassis structure itself as the loading surface, the system can create a seamless, low-angle gradient from the ground to the deck. This structural integration may remove the steep “break-over angle” often found in hinged ramp systems, therebyensuring that low-clearance machinery, such as asphalt pavers and rollers, can be loaded without bottoming out or sustaining undercarriage damage. Furthermore, the absence of auxiliary metallic ramps may eliminate the risk of machinery slipping or sliding off the trailer during loading operations in wet or muddy conditions.

[0026] Another significant advantage may be the operational independence provided by the self-propelled axle module. Unlike passive detachable units that require the prime mover to perform complex and precise reversing maneuvers for reconnection, the present disclosure may allow the detached module to function as an autonomous vehicle. The operator can remotely guide the module back to the stationary chassis. This capability may decouple the reconnection process from the maneuvering constraints of the truck, potentially reducing operation time and eliminating the need for a second signalman, thereby enhancing personnel safety.

[0027] The disclosure may also offer superior adaptability to unprepared terrain. The integration of a vertically adjustable guide unit within the connecting assembly can allow the module to self-align with the chassis, even when the ground surface is uneven or soft. This vertical compensation mechanism may resolve the common problem of height mismatch between the chassis rails and the axle module, ensuring a reliable mechanical engagement without the need for external lifting equipment or manual blocking.

[0028] Regarding cargo capacity, the completely detachable nature of the axle module may provide an unrestricted, full-width loading profile. Unlike split-bogie or swinging-axle designs, which often retain vertical suspension structures that act as bottlenecks, the present solution may remove substantially all rear obstructions. When combined with the lateral extension members, this design can maximize the usable deck width, allowing the trailer to accommodate oversized machinery that exceeds the standard legal width of the chassis.

[0029] Finally, the durability and reliability of the hydraulic system may be significantly enhanced by the conduit management unit. By automatically retracting the slack in the hydraulic hoses during the reconnection process, the system can prevent the lines from dragging on the ground, becoming entangled with the wheels, or suffering crush damage. This feature may ensure the longevity of the critical power circuits and reduce maintenance downtime.Brief Description of Drawings

[0030] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate exemplary embodiments of the present disclosure and, together with the detailed description, serve to explain the principles of the invention. It is understood that these drawings are not necessarily to scale and that certain features may be shown exaggerated or in schematic form for clarity.

[0031] FIGS. 1A and 1B illustrate a rear perspective and a front perspective view of a lowboy trailer in an assembled state, in accordance with one or more exemplary embodiments of the present disclosure.

[0032] FIGS. 2A and 2B illustrate front and rear elevation views of the lowboy trailer respectively, in accordance with one or more exemplary embodiments of the present disclosure.

[0033] FIGS. 3A and 3B illustrate top plan and side elevation views of the lowboy trailer respectively, in accordance with one or more exemplary embodiments of the present disclosure

[0034] FIG. 4 illustrates an exploded perspective view of the main chassis in accordance with one or more exemplary embodiments of the present disclosure.

[0035] FIG. 5 illustrates a perspective view of the axle module isolated from the main chassis, in accordance with one or more exemplary embodiments of the present disclosure.

[0036] FIG. 6 illustrates an exploded perspective view of the axle module in accordance with one or more exemplary embodiments of the present disclosure.

[0037] FIGS. 7A and 7B illustrate a front elevation view and a rear elevation view of the axle module respectively, in accordance with one or more exemplary embodiments of the present disclosure.

[0038] FIG. 8 illustrates a top plan view of the axle module in accordance with one or more exemplary embodiments of the present disclosure.

[0039] FIG. 9 illustrates a perspective view of the lowboy trailer in an operational state where the axle module is detached and the main chassis is lowered in accordance with one or more exemplary embodiments of the present disclosure.

[0040] FIG. 10 illustrates a perspective view of the lowboy trailer in a transport state connected to a prime mover in accordance with one or more exemplary embodiments of the present disclosure.Description of Embodiments

[0041] In the following detailed description, reference is made to the accompanying drawings, which are incorporated herein and serve as illustrative representations of example embodiments or aspects of the present disclosure. These drawings are intended solely for explanatory purposes to demonstrate the principles of the invention, and are not drawn to scale. It is explicitly understood that the dimensions and proportions illustrated in the drawings may be exaggerated for clarity, and that one skilled in the relevant art will recognize that various embodiments of the invention can be practiced without the necessity of including all the details depicted herein.

[0042] The present disclosure is not to be construed as being limited to the specific embodiments described herein, as it is fully contemplated that numerous modifications, substitutions, and equivalents can be made without deviating from the core inventive concepts disclosed. The detailed description provided below is intended solely for illustrative purposes and should not be regarded as limiting. Furthermore, throughout this specification, terms such as "a", "an", and "the" are to be understood as encompassing plural references unless explicitly stated otherwise, and the term "in" is intended to include both "in" and "on".

[0043] The use of phrases such as "an embodiment," "one embodiment," or "an example embodiment" within this specification is intended to convey that various illustrative examples are provided for the sake of clarity. These terms do not limit the invention to the particular features, structures, or characteristics described in any given instance. Rather, these phrases are used to indicate that alternative embodiments may also be within the scope of the present disclosure.

[0044] The present disclosure pertains to various embodiments and aspects of a lowboy trailer designed for heavy-duty logistics and the transport of industrial machinery. As generally illustrated in FIG. 1A through FIG. 3, the lowboy trailer 100 may comprise two primary structural assemblies: a main chassis 110 configured to support a cargo load, and an axle module 200 releasably coupled toa rear end of the main chassis 110. The axle module 200 can serve as the running gear of the trailer during transport operations and may be configured to physically separate from the main chassis 110 to facilitate ground-level loading, as will be discussed in greater detail herein.

[0045] Referring specifically to FIG. 1A and FIG. 1B, the main chassis 110 may form the structural backbone of the invention. In one exemplary embodiment, the main chassis 110 can be constructed as a rigid frame comprising a plurality of longitudinal beams 111, e.g., I-beams, extending substantially along the length of the trailer. To provide lateral stability and torsional rigidity, a plurality of cross beams 113 may be disposed between the longitudinal beams 111, creating a ladder-frame structure that can withstand heavy point loads. Additionally, a pair of side beams 112, e.g., channel beams, may run parallel to the longitudinal beams 111, defining the outer perimeter of the main chassis 110.

[0046] In one embodiment, the main chassis 110 may define a drop-deck section 115, which constitutes the primary cargo-carrying surface. This section may be positioned at a lower elevation relative to the front area to maximize vertical clearance for tall machinery. At a front end of the main chassis 110, a kingpin 117 may be provided for coupling the lowboy trailer 100 to an axle of a prime mover. Adjacent to this coupling area, a front cargo guard 116 can extend vertically to protect the prime mover and secure the load against forward inertial shifts.

[0047] In another embodiment, to accommodate cargo widths that exceed the standard legal width of the main chassis 110, the lowboy trailer 100 may feature a width-expansion system. As depicted in FIG. 1A and FIG. 1B, a plurality of hinged extension members 114 can be movably coupled to the longitudinal beams 111 or side beams 112. In a stowed position, these members may fold flush against the chassis; in a deployed position, they can swing outwardly to provide additional support points for wide tracks. Furthermore, at the rear coupling interface, the chassis may include another type of extension members configured to telescope laterally, ensuring that the rear width capacity matches the expanded deck width.

[0048] According to another embodiment, the rear interface of the main chassis 110, designed for mating with the axle module 200, may be defined by a pair of rails 118. The pair of rails 118 may extend longitudinally from the rear of the mainchassis 110 and may define an open alignment space therebetween. In one preferred embodiment, each of the pair of rails 118 may comprise at least one receptacle 119, e.g., a reinforced aperture or recess, configured to receive corresponding locking elements from the axle module 200.

[0049] Referring to FIGS.2A and 2B, which may provide a front elevation view (bottom image) and a rear elevation view (top image) of the lowboy trailer 100, selected functional interfaces of the lowboy trailer 100 may be depicted. In one embodiment, at least one inlet 141 may be disposed at a front end of the main chassis 110 and may be configured to receive a hydraulic power supply from a prime mover.

[0050] In the front elevation view, the front cargo guard 116 may be disposed at a forward region of the main chassis 110 and may function not only as a structural barrier, but also as a mounting structure for auxiliary service components. In an alternative embodiment, the front cargo guard 116 may support the at least one inlet 141, e.g., a quick-connect hydraulic port, positioned to allow accessible coupling with a hydraulic power source associated with a prime mover. Centrally disposed beneath the forward structure, a kingpin 117 may extend downwardly and may be configured to couple with a fifth-wheel coupling of the prime mover such that relative articulation between the prime mover and the lowboy trailer 100 can occur about a coupling axis.

[0051] Further referring to FIGS. 2A and 2B, the front elevation view may reveal a clearance profile of propulsion-related components when the lowboy trailer 100 is in a transport state and / or when the axle module 200 is disposed in an assembled configuration relative to the main chassis 110. In one embodiment, a wheel 212 may be visible beneath a structural envelope of the main chassis 110, the wheel 212 being associated with a propulsion assembly of the axle module 200. The wheel 212 may act as a traction element for self-propelled maneuvering of the axle module 200 when detached. The propulsion assembly may further include a motor 215 operatively coupled to the wheel 212 and a rotatable support 214 configured to carry the wheel 212 and permit steering motion relative to the body 201, thereby allowing the axle module 200 to be repositioned independently of the prime mover during coupling and decoupling operations.

[0052] Referring to the rear elevation view of FIG. 2B, the axle module 200 may be illustrated from a rearward perspective corresponding to an operator positioned behind the lowboy trailer 100. This view may depict aspects of a suspension assembly interposed between at least one axle 202 and the body 201. In one preferred embodiment, the suspension assembly may comprise at least two pneumatic springs 203 disposed between the body 201 and suspensionsupporting structure associated with the at least one axle 202, such that the at least two pneumatic springs 203 can absorb road-induced shock and can contribute to ride-height regulation.

[0053] According to one embodiment, a control unit 241 may be mounted on the body 201, and the control unit 241 may comprise a plurality of manual levers and / or another operator interface configured to control functions associated with the propulsion assembly and a connecting assembly. The control unit 241 may be positioned to allow an operator to command detachment, alignment, and locking operations while maintaining line-of-sight observation of a coupling interface between the axle module 200 and the main chassis 110.

[0054] Referring to FIGS. 3A and 3B, which illustrate a top plan view and a side elevation view of the lowboy trailer 100 respectively according to one or more exemplary embodiments, the structural layout is depicted. As shown in the top plan view of FIG. 3A, the main chassis 110 may be defined by a lattice of longitudinal beams 111 and cross beams 113.

[0055] In one embodiment, at the rearward portion of the main chassis 110, the longitudinal beams 111 may transition into, or be coupled with, a pair of rails 118. The pair of rails 118 may extend in parallel to define an open alignment space therebetween, effectively creating a receiving "dock" for the axle module 200.Crucially, the top view highlights the mating interface where the axle module 200 may nest within the chassis. In one embodiment, each one of the pair of rails 118 may comprise at least one receptacle 119, e.g., a reinforced lateral bore or recess, configured to engage with the locking elements of the axle module 200 to secure the running gear during transport.

[0056] As illustrated in the side elevation view of FIG. 3B, the lowboy trailer 100 may include a vertical support mechanism to assist in detachment. A first actuator 121may be disposed on the underside of the main chassis 110, located longitudinally forward of the rails 118 and the axle module 200. In an exemplary embodiment, the first actuator 121 may be configured as a heavy-duty hydraulic cylinder, such as, for example, a 90-ton hydraulic jack, capable of exerting a vertical displacement force sufficient to facilitate separation of the components. It should be appreciated, however, that the invention is not limited to hydraulic applications. In alternative embodiments, the first actuator 121 may comprise an electromechanical linear actuator, e.g., a lead screw assembly, or a pneumatic lifting actuator, wherein the specific actuation modality may be selected based on operational load requirements and the power availability of the associated prime mover.

[0057] FIG. 3B also illustrates the arrangement of the hinged extension members 114 along the lateral edges of the side beams 112, shown in a retracted state flush with the chassis profile, but configured to swing outward to expand the loadable width, according to one embodiment.

[0058] In one exemplary embodiment, the first actuator 121 may be coupled to a ground-engaging base 122 at its distal end. Functionally, this assembly may be configured to act as a dynamic landing gear. For example, when the axle module 200 is to be detached, the first actuator 121 may extend to drive the base 122 against the ground surface, thereby supporting the weight of the rear chassis. Once the axle module 200 is physically separated and moved away, the first actuator 121 may be configured to retract in a controlled manner. This retraction may lower the rear end of the main chassis 110 until the pair of rails 118 contact the ground, effectively transforming the drop-deck section 115 and the rear structure into a continuous, shallow-angle ramp for loading machinery.

[0059] Turning now to FIG. 4, which illustrates an exploded perspective view of the main chassis 110, the internal structural architecture of the lowboy trailer 100 is depicted in accordance with one or more exemplary embodiments. This view highlights the rigid framework required to support heavy industrial loads, e.g., loads up to 30 tons. In one preferred embodiment, the main chassis 110 may be constructed from a plurality of longitudinal beams 111, e.g., high-strength steel I- beams, running parallel to the central axis. As explicitly shown in this exploded view, the assembly may comprise at least four longitudinal beams 111 flanked byside beams 112, e.g., C-channel profiles, which together define the overall width of the trailer, e.g., approximately 2.60 meters in a standard configuration.

[0060] The main chassis 110 may further comprise a network of cross beams 113 effectively interlocking the longitudinal beams 111 to provide torsional rigidity. This skeletal structure supports the drop-deck section 115, which, in one exemplary embodiment, may be positioned to create a vertical height differential, e.g., approximately 25 cm, relative to the front and rear sections, thereby accommodating taller machinery.

[0061] At the rearward interface, the exploded view details the construction of the pair of rails 118. These components may be integrally welded or bolted to the longitudinal beams 111 and may be configured to receive the axle module 200.The pair of rails 118 may feature at least one receptacle 119, shown here as distinct apertures or reinforced voids, disposed on an underside surface thereof to align with corresponding locking pins on the axle module 200.

[0062] To further enhance the operational versatility of the lowboy trailer 100, the rear section may be equipped with a secondary width-expansion component. Distinct from the hinged extension members 114 on the side beams 112, this embodiment may include sliding extension members 131 housed within or adjacent to the rails 118. These sliding extension members 131 may be configured to telescope laterally to widen the rear loading area. To facilitate the manual operation of these components, side handles 132 may be coupled to the sliding extension members 131, allowing an operator to extend or retract the width-expansion component by hand.

[0063] Referring to FIG. 5, which presents a perspective view of the axle module 200 isolated from the main chassis 110, the self-contained nature of this detachable unit is illustrated in accordance with one or more exemplary embodiments. The axle module 200 may serve as both the suspension system for the trailer and an independent vehicle during the detachment phase. Structurally, the module is built upon a rigid body 201, which may act as a sub-chassis to support the propulsion, suspension, and connection subsystems.

[0064] In one preferred embodiment, the running gear of the axle module 200 may comprise at least one axle 202, with two axles depicted in this exemplary figure,coupled to the body 201. To ensure stability and load distribution, the module may utilize a robust suspension assembly. Specifically, this assembly may comprise at least two walking beams pivotally coupled to the body 201, wherein the walking beams may support the axle 202. Furthermore, to provide active ride-height control and shock absorption, at least two pneumatic springs 203, e.g., heavy-duty air bellows, may be disposed between the walking beams and the body 201. This configuration can allow the axle module 200 to negotiate uneven terrain while maintaining a level platform for the connection mechanisms. The axle 202 may be further equipped with a plurality of road wheels 204 configured for highway transport.

[0065] In one preferred embodiment, the upper portion of the body 201 may host the connecting assembly configured to mate with the main chassis 110. A guide unit 222 can be shown centrally mounted on the frame. In one embodiment, this guide unit 222 may feature a specific geometry, e.g., a trapezoidal or wedge-shaped profile, to facilitate self-centering within the chassis rails. The vertical position of the guide unit 222 may be adjusted by a third actuator 221 , partially visible beneath the guide structure, which raises the unit to engage the chassis. To secure the connection, the assembly may include at least one protrusion 223, e.g., vertical alignment pins formed of hardened steel, configured to insert into the corresponding receptacles of the chassis.

[0066] FIG. 5 also clearly illustrates the locking components. According to one embodiment, a fourth actuator 231, e.g., a double-acting horizontal hydraulic cylinder, may be mounted transversely within the body 201. This actuator may be operatively coupled to a locking mechanism 232, which may comprise clamping blocks or wedges. Upon actuation, the fourth actuator 231 drives the locking mechanism 232 outward to exert a clamping force against the interior of the chassis rails, creating a rigid, play-free structural bond.

[0067] Visible on the periphery of the body 201 may be the control unit 241. In one embodiment, this unit can provide a manual interface for the operator and may comprise a bank of mechanical levers, e.g., at least five levers, to control the hydraulic circuits for the lift, lock, drive, and steer functions locally. Additionally, elements of the propulsion system, such as the second actuator 211, deploymentcylinder, and the steering actuator 213, are visible in their retracted transport positions, ready to be deployed upon detachment.

[0068] Referring to FIG. 6, which illustrates an exploded perspective view of the axle module 200, the internal mechanics of the propulsion and connecting subsystems are depicted in detail according to one or more exemplary embodiments. This view deconstructs the axle module 200 to reveal the specific actuators and linkages that enable its dual functionality as both a suspension unit and an autonomous vehicle.

[0069] In one preferred embodiment, the propulsion assembly is shown detached from the body 201 to highlight its components. A second actuator 211 may be provided to control the vertical deployment of the system. This second actuator 211, e.g., a vertical hydraulic cylinder or linear slide, may be configured to selectively displace the drive unit between a retracted transport position and a ground-engaging position. Coupled to the lower end of this assembly is the drive wheel 212. In one specific implementation, the drive wheel 212 may comprise a robust metal core with a dense rubber coating, e.g., approximately 35 cm in diameter and length, to maximize friction on diverse surfaces such as asphalt or compacted soil.

[0070] To generate the necessary torque for self-propulsion, a motor 215 may be operatively coupled directly to the drive wheel 212. In an exemplary embodiment, the motor 215 may be a high-torque hydraulic motor, e.g., a 160 cc displacement motor, capable of moving the detached module at controlled speeds. Furthermore, to enable precise maneuvering, a steering actuator 213 may be coupled to the upper portion of the assembly, e.g., via a rotatable support 214 or slew ring. The steering actuator 213 allows the drive wheel 212 to rotate about a vertical axis, thereby steering the axle module 200 independently of the chassis.

[0071] FIG. 6 also provides a granular view of the connecting assembly housed within the body 201. A third actuator 221 is depicted as a vertical lifting cylinder configured to raise and lower the guide unit 222. As shown, the guide unit 222 may feature a self-centering geometry, such as an inverted trapezoid or wedge, which aligns the module with the chassis rails during the reattachment phase.

[0072] Working in concert with the vertical alignment, a horizontal locking system is illustrated according to one exemplary embodiment. A fourth actuator 231, e.g., a double-acting hydraulic cylinder, is centrally positioned to drive a lockingmechanism 232. In this embodiment, the locking mechanism 232 may comprise a set of clamping blocks or lateral wedges. When the fourth actuator 231 expands, it forces these blocks outwardly to engage the inner surfaces of the chassis rails, thereby rigidly securing the axle module 200 for transport. Additionally, the control unit 241 is shown with its associated linkages, confirming its role as the central manual interface, comprising at least five levers, for coordinating these various hydraulic actuators.

[0073] In one exemplary embodiment, to ensure operational stability and reduce mechanical fluctuations during the deployment phases, the vertical actuators, specifically the second actuator 211 and the third actuator 221, may be integrated with structural guide units. For instance, the second actuator 211 may comprise a hydraulic cylinder housed within or coupled to a linear guide track, such as a square-profile telescopic sleeve or a rail-and-carriage system. This configuration can ensure that the vertical displacement of the drive wheel 212 remains strictly linear, preventing lateral wobble or deflection caused by ground irregularities or steering torque. Similarly, the third actuator 221 may utilize a guide rod or sleeve assembly to ensure the guide unit 222 ascends perfectly vertically into the chassis rails, thereby minimizing alignment errors during the connection process.

[0074] Furthermore, while the exemplary embodiments depicted in FIG. 6 primarily utilize hydraulic power, consistent with the heavy-duty nature of the lowboy trailer 100, the scope of the disclosure is not limited thereto. In alternative embodiments, any of the actuators (211, 213, 221, 231) or the motor 215 may be replaced with electromechanical equivalents. For example, the vertical lifting functions could be achieved via high-torque ball screw actuators or linear electric motors, and the locking mechanism could be driven by a worm-gear assembly. Such electromechanical implementations may be particularly advantageous in embodiments where the axle module 200 can carry an on-board battery pack, allowing for fully electric, quiet operation in noise-sensitive environments.

[0075] Turning now to FIGS. 7A and 7B, which illustrate a front elevation view and a rear elevation view of the axle module 200 respectively, the specific geometric interfaces for alignment and control are depicted in accordance with one or more exemplary embodiments.

[0076] As shown in the front elevation view of FIG. 7A, the axle module 200 presents a "docking face" configured to mate with the rear of the main chassis 110. Central to this interface is the guide unit 222, which may be coupled to the third actuator 221. In one exemplary embodiment, the guide unit 222 may comprise a tapered or inverted trapezoidal profile. This geometric configuration can provide a self- centering function during the coupling process. In this exemplary embodiment, as the third actuator 221 raises the guide unit 222 into a corresponding receiving space defined between the pair of rails 118, the angled lateral surfaces of the trapezoid engage with the chassis to correct minor lateral misalignments, thereby ensuring precise seating of the module even if the initial approach angle is not exact.

[0077] Flanking the guide unit 222, the axle module 200 may further comprise at least one protrusion 223, such as a vertical alignment pin or dowel. These protrusions 223 may be positioned with precise lateral spacing to correspond to the at least one receptacle 119 on the chassis rails. In one embodiment, the protrusions 223 may be constructed from hardened steel to withstand the shear forces generated during the coupling process and transport.

[0078] Referring to the rear elevation view in FIG. 7B, the axle module 200 is shown from the perspective of the operator during the detachment phase. This view clearly illustrates the placement of the control unit 241 relative to the overall structure. In one exemplary embodiment, the control unit 241 may be mounted on a lateral side of the body 201 or near the centerline, positioned at an ergonomic height for manual operation. As previously noted, the control unit 241 may comprise a bank of hydraulic levers, such as five discrete levers, allowing for the independent control of the lift, steer, drive, and lock functions without requiring the operator to move between different control stations. Additionally, the rear view can reinforce the suspension architecture, showing the pneumatic springs 203 disposed between the body 201 and the axle assembly to provide active load leveling.

[0079] FIG. 8 illustrates a top plan view of the axle module 200, the spatial arrangement and kinematic functionality of the subsystems are depicted in accordance with one or more exemplary embodiments. This view is particularlyadvantageous for visualizing the steering articulation of the propulsion assembly and the horizontal expansion logic of the locking mechanism.

[0080] At the leading end of the module, shown on the right side of FIG. 8, the propulsion assembly is depicted in a deployed state. In one embodiment, the steering actuator 213 may be coupled to the drive wheel 212 via a linkage or rotary gear assembly. As clearly shown in this top view, the steering actuator 213 may be configured to rotate the drive wheel 212 about a vertical axis, thereby determining the directional vector of the module. The motor 215 may remain operatively coupled to the drive wheel 212 throughout this rotation, ensuring continuous torque delivery during maneuvering. This configuration can allow the axle module 200 to execute tight turns, facilitating alignment with the main chassis 110 even in constrained environments.

[0081] In another embodiment, centrally disposed within the body 201, the connecting assembly components may be aligned along the longitudinal axis. The guide unit 222 is shown in the geometric center, flanked by the protrusions 223. This symmetrical arrangement can ensure that as the module enters the chassis rails, the alignment forces are distributed evenly, preventing binding or jamming.

[0082] Referring now to the rearward portion of the module, as illustrated in FIG. 8, the locking mechanism 232 is shown in operational relation to the fourth actuator 231.In this plan view, the fourth actuator 231 is depicted as extending longitudinally to engage the locking mechanism 232. Upon actuation, the locking mechanism 232, which may comprise, for example, a set of transverse clamping bars or wedges, may be driven outwardly toward the lateral sides of the body 201. This outward expansion is configured to exert high-pressure contact against the interior surfaces of the chassis rails, thereby securing the module in a rigid, vibration-resistant state suitable for highway transport.

[0083] In an exemplary embodiment, the transverse clamping bars or wedges may be configured to physically engage the guide unit 222 in one end thereof. This interaction urges the guide unit 222 horizontally against a corresponding abutment surface, ensuring the guide unit is firmly seated and immobilized.

[0084] Referring now to FIG. 9, a perspective view illustrates the lowboy trailer 100 in a disconnected operational state, corresponding to a loading or unloadingconfiguration according to an exemplary embodiment. In this view, the axle module 200 is shown separated from the main chassis 110 to facilitate ground-level access.

[0085] In this exemplary embodiment, as depicted, the lowboy trailer 100 may remain coupled to a prime mover 310 at a forward end, while a rearward end of the main chassis 110 may rest directly upon the ground surface. In this configuration, the main chassis 110 may be configured to function as a continuous, low-angle ramp. This geometry can facilitate the loading of heavy industrial machinery 320, such as an asphalt paver or construction vehicle, allowing it to be driven onto or off the deck without negotiating steep auxiliary ramps or encountering significant 'break-over' angles. The first actuator 121 is shown in a retracted state, effectively lowering the chassis rails to the ground.

[0086] The axle module 200 is illustrated at a standoff distance from the chassis, having maneuvered away utilizing its self-propulsion capabilities. Despite the physical separation, hydraulic continuity between the systems may be maintained. A conduit 151, which may comprise a bundle of flexible hydraulic hoses, extends from the rear of the main chassis 110 to the axle module 200. This tethered arrangement can ensure that the axle module 200 continues to receive hydraulic power from the prime mover 310, or an auxiliary power unit, to drive its motor and steering actuators, thereby enabling the module to operate as a semi-autonomous or independently maneuverable unit during the disconnection and realignment phases.

[0087] Referring to FIG. 10, which illustrates a perspective view of the lowboy trailer 100 in a connected transport state, the fully assembled configuration is depicted in accordance with one or more exemplary embodiments. In this operational mode, the axle module 200 has been successfully navigated back to the main chassis 110, aligned via the guide unit 222, and rigidly secured by the locking mechanism 232. The vehicle is shown coupled to the prime mover 310, ready for highway travel.

[0088] A critical aspect of this reconnected state, which can ensure the safety and longevity of the hydraulic system, may be the management of the flexible connections. As depicted, the conduit 151, which was previously extended to accommodate the standoff distance of the detached module, is shown fully retracted and stowed. To achieve this, the lowboy trailer 100 may comprise aconduit management unit disposed within or beneath the main chassis 110. This unit may be configured to automatically take up the slack in the hydraulic lines as the axle module 200 approaches the chassis, preventing the hoses from dragging on the road surface or becoming entangled with the road wheels 204.

[0089] In one preferred embodiment, the conduit management unit may utilize a mechanical tensioning system comprising at least one pulley or sheave engaging the conduit 151, and a spring 152 coupled to said pulley. For example, the system may be configured as a linear retraction assembly housed within the protective profile of the longitudinal beams 111. In this configuration, the spring 152, such as a long-stroke extension spring or a constant-force spring, continuously biases the pulley to pull a loop of the conduit 151 into the chassis frame. As the axle module 200 moves closer, the tension in the spring 152 retracts the pulley, thereby withdrawing the excess length of the hose into the storage bay without operator intervention.

[0090] In alternative embodiments, the conduit management unit may comprise a rotary retraction mechanism. For instance, the conduit 151 may be wound onto a spring-loaded hose reel or drum. In this embodiment, the spring 152 would function as a torsion spring internal to the reel, generating the necessary torque to wind the hose automatically as the tension decreases. Regardless of the specific mechanical implementation, whether linear slide or rotary drum, the system may ensure that in the transport state shown in FIG. 10, the hydraulic circuit may be compact, protected from abrasion, and secure for high-speed travel.

[0091] The detailed description provided herein is intended solely for the purpose of illustration and does not represent the only forms in which the invention may be constructed or utilized. It is explicitly understood that specific numerical values, capacities, or material specifications, such as references to "90-ton" loads, "160 cc" motor displacements, or specific structural profiles, are exemplary only and are not to be construed as limiting the invention to those precise parameters. The present disclosure contemplates that such parameters may be varied to accommodate different operational requirements or design constraints without departing from the scope of the inventive concept.

[0092] Furthermore, the disclosure encompasses all structural and functional equivalents known to those skilled in the art, including the substitution of hydraulic actuation with electromechanical, pneumatic, or autonomous control alternatives. Terms such as "comprising" are to be construed as open-ended, and singular references include the plural unless clearly contradicted by context. The scope of the invention is defined solely by the appended claims and their legal equivalents, and no feature described herein is to be considered essential unless explicitly stated as such.Industrial Applicability

[0093] The present disclosure may find industrial application in the heavy-duty transportation, logistics, and construction sectors, specifically for the mobilization of specialized machinery such as asphalt pavers, road rollers, excavators, and agricultural equipment. By enabling a ground-level loading interface without the use of auxiliary ramps, the invention may significantly enhance operational safety and efficiency in civil engineering projects, allowing for the rapid deployment of low- clearance equipment on unprepared or uneven terrain. Furthermore, the dualmode capability of the trailer, functioning as both a standard high-capacity lowboy and a self-loading platform, may offer substantial economic utility to fleet operators by maximizing asset utilization across diverse cargo types, including long-format loads like pipes and structural steel.

[0094] The invention may be manufactured using established industrial fabrication processes, including heavy-gauge steel welding, hydraulic system integration, and automotive assembly techniques. The modular design of the axle unit and chassis may facilitate production, assembly, and maintenance within existing manufacturing infrastructures, rendering it a viable and scalable solution for the global commercial transport market.

Claims

Claims

1. A lowboy trailer (100) comprising:a. a main chassis (110) comprising:i. a plurality of longitudinal beams (111); andii. a pair of rails (118) at a rear end thereof defining an alignment space, wherein the pair of rails (118) comprises at least one receptacle (119);b. at least one first actuator (121) coupled to the main chassis (110) at a first end, configured to vertically displace the rear end of the main chassis (110) relative to a ground surface; andc. an axle module (200) releasably coupled to the main chassis (110), the axle module (200) comprising:i. a body (201);ii. at least one axle (202) coupled to the body (201 ) via a suspension assembly;iii. a propulsion assembly coupled to the body (201 ), comprising:

1. a wheel (212) rotatably coupled to the body (201 ) via a rotatable support (214);2. a second actuator (211 ) having a first end coupled to the body (201 ) and a second end coupled to the rotatable support (214), wherein the second actuator (211 ) is configured to selectively displace the wheel (212) between a retracted position and a ground-engaging position;3. a steering actuator (213) coupled to the rotatable support (214), configured to rotate the wheel (212) about a vertical axis; and4. a motor (215) operatively coupled to the wheel (212); andiv. a connecting assembly configured to secure the axle module (200) to the main chassis (110), comprising:

1. a third actuator (221 ) mounted on the body (201 );2. a guide unit (222) coupled to the third actuator (221 ), wherein the third actuator (221) is configured to displace the guide unit (222) vertically;3. at least one protrusion (223) configured to be received within the at least one receptacle (119) of the pair of rails (118); and4. a fourth actuator (231) coupled to a locking mechanism (232), wherein the fourth actuator (231) is configured to drive the locking mechanism (232) to exert a clamping force against the main chassis (110).

2. The lowboy trailer (100) according to claim 1 , further comprising a power system comprising:a. at least one inlet (141) disposed at a front end of the main chassis (110);b. a conduit (151) coupled to the at least one inlet (141), wherein the conduit extends to the axle module (200); andc. a conduit management unit mounted under the main chassis (110), comprising:i. a pulley engaging the conduit (151 ); andii. a spring (152) coupled to the pulley;wherein the spring (152) is configured to bias the pulley to retract a slack portion of the conduit (151 ).

3. The lowboy trailer (100) according to claim 1 , wherein the axle module (200) further comprises a control unit (241) mounted on the body (201), wherein the control unit (241) comprises a plurality of levers, wherein each of the plurality of levers is coupled to control a respective function selected from the group consisting of:a. actuation of the second actuator (211 );b. actuation of the steering actuator (213);c. actuation of the third actuator (221 );d. actuation of the fourth actuator (231 ); ande. operation of the motor (215).

4. The lowboy trailer (100) according to claim 1 , further comprising a wireless system comprising a transmitter and a receiver, configured to remotely control the propulsion assembly and the connecting assembly.

5. The lowboy trailer (100) according to claim 1 , wherein the suspension assembly comprises:a. at least two walking beams pivotally coupled to the body (201), wherein the at least two walking beams support the at least one axle (202); and b. at least two pneumatic springs (203) disposed between the at least two walking beams and the body (201).

6. The lowboy trailer (100) according to claim 1 , wherein the main chassis (110) further comprises:a. a plurality of cross beams (113);b. a drop-deck section (115); andc. a plurality of extension members (114) movably coupled to the plurality of longitudinal beams (111), wherein each of the plurality of extension members is configured to extend laterally.

7. The lowboy trailer (100) according to claim 1 , further comprising:a. at least two support columns (123) mounted under the main chassis (110); andb. a base (122) coupled to the at least two support columns (123) and a second end of the first actuator (121).

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