Hydraulic modular trailer

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Tiiger four-axle HMT module at Transporter Industry International headquarters in Haryana, India

A hydraulic modular trailer (HMT) is a special platform trailer unit which feature swing axles, hydraulic suspension, independently steerable axles, two or more axle rows, compatible to join two or more units longitudinally and laterally and uses power pack unit (PPU) to steer and adjust height.[1] These trailer units are used to transport oversized load, which are difficult to disassemble and are overweight. These trailers are manufactured using high tensile steel, which makes it possible to bear the weight of the load with the help of one or more ballast tractors which push and pull these units via drawbar or gooseneck this combination of tractor and trailer is also termed as heavy hauler.

Typical loads include oil rig modules, bridge sections, buildings, ship sections, and industrial machinery such as generators and turbines also many militaries uses HMT for tank transportation. There is a limited number of manufacturers who produce these heavy-duty trailers because the market share of oversized loads is very thin when we talk about the over all transportation industry. There are self powered units of hydraulic modular trailer which are called SPMT which are used when the ballast tractors can not be applied due to space.

History

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Goldhofer THPS HMT in two-lane configuration in

In the first every hydraulic modular trailers were made by Willy Scheuerle a Germany based trailer specialist which were four axles 32 wheeled modules for Robert Wynn and Sons Ltd, a Shaftesbury-based Guinness Book of Record-winning heavy haulage company.[2] Wynns were also the first to use pneumatic tires for loads weighing more than 100 tons and also to use hydraulic suspension trailers which were manufactured by Cranes Trailers limited from Dereham.[3]

In Cranes Trailers limited developed two four-axle 32-wheel modules for Pickfords a London based heavy haulage company with combined payload capacity of 160 tons on a total of eight axles and 64 wheels the modules incorporated hydraulic suspensions and each axle interlinked with mechanical steering system at an operational height varied from 2.9 to 3.11ft. The modules had drawbar coupling which could be coupled at any of both ends or even both for push-pull combination.[4]

In Goldhofer developed modular trailers in Europe for heavy haulers.[5] In the same year, Cometto developed a 300-ton capacity module in 14-axle, seven-row configuration.[6] Scheuerle also demonstrated its modules at events in [7] and later King Truck Equipment Ltd signed an agreement with Scheuerle which gave them exclusive manufacturing rights to produce their trailers in the UK.[8]

In , King Truck Equipment Ltd demonstrated two units that were custom-built for Pickfords. A single unit was able to carry 150 tons on six axle rows and 48 wheels in total. Who would use them mostly with their Scammell ballast tractors via a drawbar coupling. These trailers had independent suspension and steering abilities via the Petter twin-cylinder diesel engine used as a PPU.[9]

A locomotive being hauled to Woodham Brothers yard on an eight-axle HMT coupled via drawbar to a Scammell contractor ballast tractor on A27 highway, England in

In the s, many manufacturers started to developed HMTs as the industry believed that the conventional low loaders had various limitations. To comply with new regulations and keeping safety in mind, the industry knew that they needed more axles to distribute the payload and the ultimate solution for the demand would be HMTs. Manufacturers opted hydraulic suspension instead of mechanical leaf springs and air suspension due to its efficient size and adjustable characteristics. Manufacturers chose high-tensile steel instead of aluminum because when it comes to HMTs and oversize loads, the minimizing the weight of the HMT is not relevant when they have their own payload capacity excluding the ballast tractor. The only weak point that existed on a HMT were the tires,[10] which are still a significant weakness till today, that's the reason why SPMTs have solid tires. HMTs operate at a higher speed then SPMts that's why solid tires are not an option for HMTs.

Specifications

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Steering and suspension controller unit mounted on a Scheuerle HMT

The number of axles on a HMT is not specified; two-, three-, four-, five-, six-, and eight-axle units are manufactured. Multiple units can be coupled longitudinally and laterally to transport a heavier load; each axle has a lifting capacity ranging from 18 tons to 45 tons. With a steering capacity of 50 to 60 degrees. Some combinations require a trailer operator who controls steering and height adjustments of the trailer via a controller which is modular and can be mounted at the frontend or rear end of the trailer. Huge combinations may also have a cabin for the operator, while typical combinations have a seat attached to the controller.[citation needed]

Hydraulic cylinders are used for steering and suspension of the trailer each axle has an individual suspension cylinder, steering rod which is connected to the main steering cylinder which is at the frontend of the trailer which makes all the axles steer at once in the same direction one row of axle consist of two turn tables, two knees, two suspension cylinders and four to eight wheels attached to a high strength metal platform. Steering and suspension cylinders are hydraulically operated using hydraulic fluid through hose pipe from the hydraulic tank, which is located near the PPU. PPU, which powers the steering, suspension to and fro flow of hydraulic fluid from hydraulic tank to suspensions and steering cylinders, puts out about 18 to 25 hp of power and are available in both diesel and petrol variants manufactured by renowned brands like Kohler, Yanmar and Hatz.[citation needed]

Multiple units of HMT can be interconnected longitudinally by pins and interconnecting couplings mounted in the centre of the chassis in the front and rear to interconnect them laterally they are bolted on the side wall of the chassis. HMTs can not move themselves, so There are two ways by which a HMT can be coupled with a tractor unit which can push and pull the trailer, these are gooseneck and drawbar.

Under view of a Tii HMT with visible axle configuration and interconnecting coupling after an accident in Sögel, Germany

[citation needed]

Gooseneck is the most common coupling used in the industry as the name suggest a swan shaped coupling is coupled to the trailer and the tractor via connection of trailer pin and tractor fifth wheel. This coupling can be hydraulically adjusted to suit the tractor's height also the steering controls are connected to the coupling. Goosenecks are easy to use and gives benefit to using conventional tractors,[11] but this coupling has two huge drawbacks this coupling can not be applied in a two file or side by side HMT configuration which limits the payload, and also it can not be applied in push and pull configuration. Goosenecks are manufactured by the trailers manufactures themselves. Drawbar is the most efficient and economical coupling which consists of an A-shaped frame with an I-shaped loop which is coupled to the trailer and connected to a ballast tractor via a towing hitch of the tractor. This coupling is widely used in developing countries because of its economical cost. Unlike gooseneck, this coupling can be applied to side by side and push & pull configuration[12] which, but this coupling can not be connected to a typical tractor, it requires a ballast tractor which has a ballast box instead of a fifth wheel and tow hitches in the rear and front.[13] Draw bars and tow hitches are manufacture red by companies like jost and Ringfeder.[citation needed]

Since in the United States of America, HMT have extra features and design changes which include widening axles, and half way folding system. Due to different road regulations in different states, almost all manufacturers have adopted the US design and developed a product for the US market. These HMT trailers are named dual lane trailers, which comes from the widening characteristic of the trailer. Dual lane trailers have capability to change its width from 13 feet (4.0 m) to 20 feet (6.1 m) wide to make transport of empty trailers easy and also comply with state regulations when required.[14]

Accessories

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Allelys HMT with girder bridge configuration, hauling heavy load with two MAN ballast tractors

Manufacturers

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Goldhofer THP-SL hydraulic modular trailer with oversize load being pulled by Mercedes-Benz Actros ballast tractor via drawbar

Operators

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For more information, please visit Haiheyuan.

United States Army five-axle M HMT module by Leonardo DRS coupled with Oshkosh M tractor at Las Vegas

Gallery

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• Windmill tower section being transported using tower adapter configuration

• DOLL self steering blade transporter dolly

• Goldhofer FTV blade lifter being pulled by a Mercedes-Benz SK tractor

• ALE girder bridge with trojan tractors in push and pull configuration

• Volvo tractor with drop deck configuration moving oversize load

• MAN tractors with vessel deck configuration

See also

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References

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Today we will look at how installing a camera system to one&#;s fleet can have huge benefits when it comes to knowing what actually happened in case of an accident, or help in preventing thefts of vehicle parts.

Although not seen much in the Indian market, dash cams have been installed on many cars in certain countries. Dash cams are always-on cameras installed on the dashboard of cars that record what the driver sees. When it comes to commercial vehicles, usually two to four cameras are installed around the vehicle. Here are some of the problems that a camera system can help mitigate, including some unique to India :

 

Accidents : In case of an accident especially when there is damage to the cargo, the fleet owner has no other way of knowing what actually happened other than the driver&#;s account. And the driver&#;s biased opinion can be of little help at preventing such a situation from occurring again. The benefits of having cameras that record each and every second of the vehicle movement are obvious here. One can know for sure if it was the driver&#;s or the vehicles fault, in which case the truck or trailer may need maintenance.

 

Tyre Theft : Tyres of heavy commercial vehicles such as trailers, axles, etc can be very expensive in the range of Rs to each. And there is very little one can do to prevent tyre theft. Cameras can act as a strong deterrent since most thefts happen with the involvement of the driver. And if the driver is aware of the camera system, it will probably not be worth losing a regular job.

Other equipment Theft : Often times many fleet owners have the opportunity of renting out their trucks, trailers or hydraulic axles to other transporters. The risk here is that the vehicle may not be handled with care. Also, certain parts such as tie rods in hydraulic axle can easily be replaced with old or damaged ones. It is impossible to keep track of each and every part. But with cameras that are recording everything around the vehicle, renting out the vehicle should be much safer.

Bribery : It is not rare for drivers to claim that they are being stopped by the octroi officer or the traffic police demanding to pay up fines for one or the other reason. The fleet owner has no way of ascertaining if the driver is really being stopped, and have no option but to pay up the &#;demanded bribe&#;. A dash cam can certainly help here. Of course, the driver can arrange for someone to play out an act, but it would be that much harder to pull off if the cabin also has a camera / mic arrangement.

Bulk load theft : When loading items of bulk such as scrap metal, one of the concerns is that some of the material gets stolen along the way. Since it is not always possible to check the weight of the bulk at the time of loading and unloading, often times there is little that can be done to prevent such theft. However, any attempt to unload or take unapproved detours will be recorded by the camera.

Driver Detours : When vehicles are hired on time basis, a practice of taking detours by some drivers has been observed. They sometimes arrange for the transport of some goods by themselves, keeping their employer out of the loop and all the profit to themselves, before returning on site. Such practices can easily be avoided with the use of cameras.

Problems : Camera systems for trucks / trailers have to be weather proof. They also have to be secure, or else the first thing that might be stolen will be the cameras. Such requirements adds to the cost which is why most systems are expensive. Cameras themselves aren&#;t that expensive. If commercial vehicle manufacturers were to have an option that includes inbuilt cameras, most of these problems could easily be solved.

These systems are not popular in India yet. However it is a one time investment that has many benefits. These can be expensive too, but i&#;m sure some indigenous entrepreneur can seize the opportunity and come up with a reliable cost efficient camera system.

 

Nimbus Logistics is an ODC and Heavy transport specialist with more than 4 decades of experience transporting Super Heavy and Super ODC cargo. We believe in ethical logistics and transparency. These articles are one of our initiatives to bring more transparency to the much chaotic Indian Transportation Industry. Please support us by sharing our articles and like our facebook page to be the first one to read all our future articles. 

If you want to learn more, please visit our website Hydraulic Modular Trailer.