Post on 21-Jan-2016
NZR Full slider c/w extended A/F
5th wheel Slider
Truck/Tractor D-train – Min. FA/AF
230”
29’ 3” (Max 32’ 9”)
D-Train Configuration
Typical Day Cab Tractor Specs
F/A 50” A/F 71”
113”
D-Train Configuration
Typical Day Cab Tractor Specs
16 foot slider for 5th wheel mounted over tractor frame
16 foot slider for 5th wheel mounted over tractor frame
D-Train Configuration
Typical Day Cab Tractor Specs
NZR D-train Hitch System
A Closer Look at the “D” Connection
NZR Patented D-Train Hitching System
View from the Top Down – The “Rigid” Connection
1. Tractor has just backed into the kingpin of the trailer and by nudging forward has already exposed the “B-Train” for connection to the second trailer ( a single axle trailer and an “A-Train converter dolly connection is optional)
2. Have ignored the landing gear for simplicity of demonstration
3. The tractor-facing end of the trailer bogie is equipped with a unique after-frame pocket assembly which has entrance guides on each side. The after-frame of the tractor will typically tuck inside the trailer D-Train pocket about 11 – 12 inches. This depth is managed by allowing the fifth wheel to be pushed or pulled to complete a proper connection.
28.5 foot lead trailer
D-Train System
The D-Train Connection
Mk V 2 Speed Landing Gear
Mk V Sliding Rail & LockSliding “B-train” bogie
Kingpin 18” S/B
28.5 foot lead trailer
D-Train Configuration
Coupling Demonstration
28.5 foot lead trailer
D-Train Configuration
Coupling Demonstration
D-Train Trailer After Frame Kit
28.5 foot lead trailer
D-Train Configuration
Coupling Demonstration
D-Train Trailer After Frame Kit
28.5 foot lead trailer
D-Train Configuration
Coupling Demonstration
Sliding “B-Train” Bogie is unlocked and tractor edges forward to expose the 5th wheel
Steering Axle
28.5/32 foot lead trailer
35/53 foot pup trailer
D-Train Configuration
Coupling Demonstration
28.5/32 foot lead trailer
35/53 foot pup trailer
D-Train Configuration
Coupling Demonstration
Pup Landing Gear Raised – Configuration Ready to Go!
53 foot standard trailer
4 ‘ Incremental payload – Gap closure
6.5 ‘ Additional Cargo Space
Regulated Maximum Combined Box Length – 65’ 7” (20 meters)
Net Cargo Length Advantage – 10.5 feet
2 ‘ 2” Lead-Pup Gap
D-Train Configuration Increases Payload 20% (10.5/53)
Out-Performing the 53’ Standard Trailer
D-Train System
Advantages of the D-Train versus a Standard 53 Foot Trailer
28.5/32 foot trailer 35/53 foot pup trailer
53 foot standard trailer
4 ‘ Incremental payload – Gap closure 6.5 ‘ Additional Cargo Space
Regulated Maximum Combined Box Length – 65’ 7” (20 meters)
28.5/32 foot trailer 35/53 foot pup trailer
53 foot standard trailer
2 ‘ 2” Lead-Pup Gap
Plus an Additional 6.5 ‘of Cargo Space
Net Cargo Length Advantage – 10.5 feet
D-Train System
Advantages of the D-Train versus a Standard 53 Foot Trailer
4 ‘ Incremental payload – Gap closure
D-Train Configuration Increases Payload 20% (10.5/53)
Regulated Maximum Combined Box Length – 65’ 7” (20 meters)
D-Train System
Turning Radius Advantage of the D-Train versus a Standard 53 Foot Trailer
D-Train System
Turning Radius Advantage of the D-Train versus a Standard 53 Foot Trailer
Tractor-Trailer “GAP”
A Major Drain on Fuel Consumption
At 50 mph the energy consumed to overcome aerodynamic drag starts to exceed that required to overcome rolling friction and drive train losses
Source: SAE International Aerodynamic Drag Reduction Studies, 2003
Tractor-Trailer “GAP”
A Major Drain on Fuel Consumption
Source: SAE International Aerodynamic Drag Reduction Studies, 2003
“Gaps” vary but because of the articulating trailer, the gap is a minimum of 4.5 feet and often exceeds this in many configurations
In zero crosswinds, studies show up to 50% reduction in drag coefficient with the application of fairings and roof-top air deflectors
Tractor Fairings and Air Deflectors Help
Source: SAE International Aerodynamic Drag Reduction Studies, 2003
Tractor Fairings and Air Deflectors Help
But . . .
In crosswinds, these benefits are cut in half
Source: SAE International Aerodynamic Drag Reduction Studies, 2003Total rig drag is 0.75
In zero crosswinds, studies show up to 50% reduction in drag coefficient with the application of fairings and roof-top air deflectors
Tractor-Trailer “GAP”
The D-Train Configuration Reduces “Drag”, Which Reduces Fuel Consumption
Source: SAE International Aerodynamic Drag Reduction Studies, 2003
Total baseline drag in crosswinds for a T-T combination approximates a CD of 0.75.
Closing the “Gap” from an average of 4.5 feet to just 6 inches, results in 44% (2/4.5 - note adjustment for addition of 2 feet between lead and pup units) reduction in drag derived from these connections or CD measure reduction of .066 (44% x .15) – overall an 8.8% (.066/.75) reduction in total rig drag.
At 60 mph that yields fuel savings of 4.4% (8.8%/2% see table) and the higher the speed the greater the savings
A D-Train configuration closes the tractor trailer “gap” to as little as 6 inches.
Total baseline drag in crosswinds for a T-T combination approximates a CD of 0.75.
Closing the “Gap” from an average of 4.5 feet to just 6 inches, results in 44% (2/4.5 - note adjustment for addition of 2 feet between lead and pup units) reduction in drag derived from these connections or CD measure reduction of .066 (44% x .15) – overall an 8.8% (.066/.75) reduction in total rig drag.
At 60 mph that yields fuel savings of 4.4% (8.8%/2% see table) and the higher the speed the greater the savings
Source: SAE International Aerodynamic Drag Reduction Studies, 2003
NOTE that with integrated fairings design, it is possible to eliminate all effects of tractor-trailer gap – fairings could completely encase the head of the trailer since it is rigidly attached to the tractor
Tractor-Trailer “GAP”
The D-Train Configuration Reduces Fuel Consumption
Fleet Targets – Selection Criteria Elaboration
1. Type and size of equipment fleet Priorities:
Dry vans, 53’ trailers
Dump truck fleets
Refrigerated vans, 53’ trailers
2. Magnitude and scope of short-term benefits possible Typically reflected in direct costs such as lower fuel, lower wages and reduced owner-operator costs on a per kilometer/mile basis
3. Magnitude and scope of long-term benefits Typically reflected in lower capital invested per revenue mile/kilometer earned or greater revenue per mile/kilometer for the same capital invested; or greater customer satisfaction
4. Ability to commit financial capital for fleet investments How much and how fast?
5. Complexity of the buying process Bureaucracy – paperwork – approval levels?
6. Level of motivation of the economic decision-maker Who is the ultimate financial decision-maker?
7. Decision-making influence of other stakeholders The owner operators, the drivers, the maintenance staff
8. Willingness to share internal information and “partner” with us
Will they open up and let us show how our solutions could help them?
9. Ability to plausibly quantify benefits Hard evidence that the new technologies deliver real value
10. Proximity to our installation and service locations Toronto initially, expands from there
Maximum Box Length 65’ 7”
Ontario LCV Limits
Maximum Combination Length 82’
Max 16’ 5”
Ontario and the rest of the provinces limit the combined trailer length to 65’ 7 “ for B and C-Train combinations ( 60.7 feet for A-Train combinations)
In the USA it varies by state, for example, Oregon limits doubles trailer lengths to 60’ in general and 68 feet on designated highways. South Dakota, on the other hand, permits trailer combinations as long as 81.5 feet for a 2 trailer rig.
Some pertinent points for Ontario:
1. Trailer box lengths for the D-Train – These two units ought not be built in equal sizes (ie., each say 31.5 or 30). Doing so would not enhance their combined ability to handle more whole skids, assumed for the most part to equal 4x4 in dimension. A solution is to build one unit say 28.5 and the second unit 35. With a 2 foot allowance for “gap” that creates a combined length of 65.5. This combined capacity can load 60 skids per layer versus 52 in a 53 foot semi-trailer, a 15.4% improvement in skid loads per trip.
2. Optimizing to the regulated combined box length results in there being 16’ 3” feet left for a tractor unit to be hooked rigidly to the lead trailer unit. A day cab unit would require only about 9’10” to 10’. At 16’ 5” there is sufficient space to support all forms of sleepers for TL linehaul work.