Hydraulic Modular Trailer

A modular trailer is a series of special vehicles that is used to transport large cargos that are difficult to disassemble. The trailer is also
used transport over-length goods.

The major applications of modular trailers include power stations, chemical industry, iron and steel industry and the construction
industry. Modular trailers are used for mining operations because of their excellent lateral stability.

A self-propelled modular transporter without the power pack unit is similar to the hydraulic modular trailer. The main between the
modular trailer and the SPMT without the PPU is that they have a different steering system.
The modular trailer uses a mechanical steering system. Another difference is that the modular trailer can be combined using a
gooseneck and a drawbar.

The vehicle loading platform of a modular trailer is kept at balance when transporting goods on bumpy or rough roads in a way that the
damping property is excellent.

The brace kit of the vehicle can achieve three or four brace points to ensure that the load of each point is uniform. The four points also
ensure that there is no partial set.
The steering system of the modular trailer has a hydraulic planar pitman driver. The vehicle can achieve minimum turning diameter and
normal drive by adjusting the hydraulic steering system and using different reasonable pitman layouts.

The supporting assemblies for the trailer part have a solid box beam structure. High performance welding steel is used to make the main
frame longitudinal girder, bogie frame, steering arm, and the platform.

This form of combination is in different series include the 2-file, 3-file, and 4- file combination with drawbar. The main difference on
these combinations is the type of accessories used. Each of these combinations is outlined below.
overview of the standard 3-
point and 4-point suspension
settings. It identifies every
hydraulic suspension valve
and hydraulic line on the
transporter and an easy-to-
understand diagram
visualizes the oil flow and the
effect on the operation.
Furthermore, this panel offers
definitions and principle
working and highlights
terminology. All other panels
refer back to this panel 1 for
terminology and
abbreviations.
explains the difference
between an axle and an axle
line. It illustrates the possible
movements of such axles with
their respective minimum and
maximum height to negotiate
uneven terrain. A picture
clarifies the various
components of a pendulum
axle assembly. This panel
offers a sample calculation of
the so-called “equalizing
effect” that takes the
guessing out of a transport
operation.
highlights the difference
between pull type and self
propelled transporters, in
terms of steering
capabilities, steering
angles, tires per axle,
payload per axle line, self
weight and dimensions.
This panel also offers a
sample calculation of how
to determine the minimum
required number of axle
lines to carry a certain load.
This calculation can be
easily applied to your
situation.
an overview of rolling
resistance of vehicles and
how you can quickly
determine the required
truck capacity to pull a
certain load. Similarly it
shows how to figure out
how many drive axles an
SPMT would need to
transport the same load
and what the capacity (kW
or hp) of the power pack
(PPU) needs to be to handle
the demand. In case the
transport is climbing a
gradient it is obvious that
the required power
increases, the panel
provides this as well.
a quick and easy
calculation on how to
determine the hydraulic
stability angle of a
transport, in a 3-point as
well as in a 4-point
suspension configuration,
with a single formula. The
hydraulic stability angle is a
measure of how close the
combined center of gravity
(CoG) is to the tipping lines
of the stability area. This
gives the crew a better
level of comfort when
changes in the field take
place.
calculating the structural
stability angle of a
transport, in a 3-point as
well as in a 4-point
suspension configuration,
with a single formula. The
structural stability angle is
a measure of how close the
transporter is to being
structurally overloaded. In
addition, this panel
provides information on the
limiting factors on 3-point
and 4-point suspension and
on the recommended Safe
Stability Angles.
a complete hydraulic and
structural stability sample
calculation based on the
information and formulas
from the preceding panels.
It also calculates the
minimum number of
requires axle lines given a
certain load and the
required pull force while
going up hill. This panel
gives an outline that can be
easily adopted to your load.
The spine beam offers
resistance against torsion,
bending and shear forces. It is
important not to exceed the
maximum values of these
forces. Specifically with
concentrated loads there is a
significant risk of spine beam
overload if not correctly
analyzed. This panel shows
how to determine the spine
beam bending moment and
how many axles may extend
beyond the load given the
type and approximate age of
the transporter model.
deals with ground pressure,
arguably the most
controversial topic in the
Heavy Transport industry.
This panel offers two easy
methods of calculating
ground pressure underneath
a transporter. Both methods
are an approach with
acceptable outcomes and
avoid that a full soil analysis
by geophysicists has to be
carried out. One method is a
bit more conservative than
the other, they both use the
transporter “shadow area” as
the base for the calculation.
handles the first of 3 types of
external forces, the curve or
centripetal forces. The
centripetal forces cause the
transporter and load to have
the tendency to move away
from the center of the curve.
The faster the transporter
moves (higher speed), the
higher these centripetal
forces become. Centripetal
forces can get out of control
rather rapidly as they
quadruple when the velocity
doubles.
handles the second type of
external forces, the wind and
acceleration/deceleration
forces. These forces are
determined in a similar way
although they act differently
on the load. The deceleration
forces, when applying the
brakes or when making an
emergency stop, are the most
significant and therefore have
the largest impact on
transport stability. Still, the
other forces cannot be
neglected.
handles the gradient forces
that act on a load when
traveling on an
incline/decline or when
negotiating a road camber
without the transporter being
compensated for the angle.
These uncompensated
situations result in a
longitudinal force (in case of
an incline/decline) and a
transverse force (in case of a
road camber) that have an
influence on the axle loads
and ultimately on the stability
of the transport.
about lashing and securing. It
shows how each lashing
contributes in each direction
given the angle it is applied
at. This panel shows how
much lashing is required to
secure against the external
forces from the preceding
panels. The dunnage placed
between the load and the
transporter deck increases
the friction which is taken
into account as well. An
added benefit is that correctly
and sufficiently applied
lashing reduces the combined
Center of Gravity.
a complete lashing
calculation using the
information from the
preceding panels. The
external forces, wind,
centripetal and
acceleration/deceleration
forces are all taken into
account as well as the friction
that is provided by the
plywood placed between the
load and the transporter
deck. An easy to understand
matrix indicates how much
lashing is required in each
direction under the given
conditions.
about the application of a
goose neck. Used by many,
understood by few. This panel
explains the difference
between the two types of
goose necks in existence. The
goose neck transfers part of
the load weight to the 5th
wheel of the truck via a
hydraulic hinge system,
herewith eliminating the
need for counterweight and
resulting in a lower gross
vehicle weight (GVW). This
transfer of load results in a
reduced axle load.
a Beaufort wind scale and a
number of recommendation
when deciding on a
suspension configuration. It
highlights the pros and cons
of both the 3-point as well as
the 4-point suspension
configuration and
recommends when to use
which one. These
recommendations are
determined by the center of
gravity (CoG) and the
potential to overload the
transporter.