Innovation

Novel Octagonal Central Frame Design Awarded with Trailer Innovation 2019

Posted on by Tırsan Admin

The need for multifunctional container chassis that can transport all ranges of containers from 20 to 45 feet emerged 30 years ago. Whereas through multifunctional container chassis operational flexibility was targeted, today 100% of multifunctional container chassis are rectangular.

The problem with a rectangular central frame design is due to 90 degree angles of the rectangle is subject to torsional stress and bending moments. The results of this stress are damage to all welded parts including axle support beams, and suspensions. Furthermore, rectangular form creates a variety of torsional issues while performing telescopic functions leading to breakdowns most common in the industry including permanent damage of the vehicle.

Consequently, Kässbohrer’s octagonal central frame design stands out in the industry and has been awarded with Trailer Innovation 2019 in Chassis Category.

Kässbohrer octagonal central frame with 120 to 150 degree angles, enables reduction of all ancillary tension related to all welded components making the entire chassis as tension free as it gets, preventing permanent damage arising from regular operations that are carried out with the industry standard rectangular central frame design. Last but not least, the front, middle and rear extensions are carefully designed with locking mechanisms that provide the most user-friendly operation, even for the average driver.

Kässbohrer K.SHG AVMH provides solutions to the known problems in the multifunctional container chassis operations in 5 categories.

Steer by Brake: Simplifying the steering operation

Posted on by caganorhon

In order to simplify the steering operation in trailers with more than three axles used in heavy and abnormal goods transportation, Kässbohrer in partnership with Knorr-Bremse has developed the Steer by Brake (SBB) System to reduce the operational complexity for efficiency and safety by eliminating the need for self-steering axles, and therefore reducing costs.

Trailers with more than three axles for heavy and abnormal goods transportation are equipped with self-steering axles, to fulfil the turning radius requirements as defined in the ECE-Regulation 79 and legislations according to the country of registration. However, the use of self-steering axles brings a complex steering operation and higher material costs.

Kässbohrer has developed the Steer By Brake (SBB) System to reduce the operational complexity for higher efficiency and safety by eliminating the need for self-steering axles.

Kässbohrer engineered the Steer by Brake technology in partnership with Knorr-Bremse, to eliminate the complex self-steering operation while fulfilling the turning radius requirements without self-steering axles. Furthermore, because the SBB is built on the existing trailer electronic brake system (TEBS) architecture, the use of the SBB reduces the total cost of ownership, in terms of initial investment, tire wear and maintenance.

Kässbohrer engineers first initiated the concept development phase to define project objectives, which is followed by the development of the breaking system infrastructure by Knorr Bremse. The Kässbohrer R&D team then applied the system into the vehicle. Two parties ran the test phase together.

The main challenge in the project was to keep tire wear as low as possible. Since the SBB idea simply suggests that the steering operation can be carried out by selective breaking of rear wheels individually, the first expected result was increased tire wear as a consequence of higher usage of breaks. Kässbohrer and Knorr Bremse engineers overcame this challenge by optimizing the system architecture after extensive tests.

 

The Steer by Brake (SBB) system replaces the self-steering axle(s) with standard (non-steering/rigid) axle(s).  The system builds on the existing TEBS architecture to provide control over the steering of the trailer. Consequently, during cornering, the air suspension of the axles is controlled by the trailer’s TEBS system. Furthermore, the system assists cornering by selectively breaking the inner rear wheel of the last axle, thus transferring the effective wheel base forward. Steer by Brake assists the cornering by allowing the rearmost axles to slip sideways through the corner.

The TEBS system automatically configures the suspension and braking systems to achieve the desired cornering radius when the trailer enters a tight turn at low speed.  As the axles are fixed, there is no need for the user to lock the axle for alignment while reversing as in the case of a self-steering system. There is also no need to lock the axles at high speed thus stability is maintained even in the case of a failure in the electrical system.

 

Digital Trailer Control to increase safety for curtainsider operators

Posted on by caganorhon

The project was born with Kässbohrer engineers deciding to increase the safety of drivers and operators during the usage of mechanical controls of a curtainsider. As an innovation project, the main challenge was to revolutionize the very traditional manual control into a centralized digital control.

After the Kässbohrer R&D team first initiated the concept development phase to define project objectives, OTAM has developed the software needed for the electronic control system. The software then used by Kässbohrer in the application of the DTC unit into the curtainsider semi-trailer. The test phase was carried out by two parties.

DTC’s user-friendly interface accelerates the operations without compromising operator’s safety.  DTC has alternative user interfaces. “Touchscreen”, can be customized according to each customer demand according to standard equipment in his/her fleet, while comparable to smart key applications in the automotive industry, “Wireless Smart Key,” is also acts as an immobilizer, in addition to system controls.

The main value of DTC is minimizing occupational injury risks which generate a substantial cost in terms of healthcare, productivity and administrative costs. Furthermore, deteriorated quality of life of the injured and his/her family is the most important cost which requires the immediate attention. As European Agency for Safety and Health at Work suggests outdoor workplaces have to be arranged to avoid injury risks, DTC can be implemented as an accident prevention tool and assist the user for a safe ride.

Regarding operational and driving safety;

  • DTC eliminates the risk of unauthorized use of parking brake mechanism. According to pre-sets, parking brakes can only be activated on remote control unit by entering a password.
  • The electromechanical landing gear can be controlled from DTC from a safe distance. DTC will either set the parking brake automatically as soon as the landing gears are fully extracted, or warn the user until the landing gears has been fully extracted.
  • DTC will automatically check loads on the king pin and the axles and load distributions. If there is an overloading or a wrong distribution of loads between king pin and axles, DTC will prevent trailer to move or warn driver according to pre-sets.
  • DTC can set the bumper (Rear Underrun Protection) position – folded or unfolded. If user forgets to set the bumper, e.g. for driving purposes; DTC will set automatically the bumper for driving position, or warn the user for the risky situation.
  • DTC will warn the user for improper condition of customs security cable (TIR), which might need to be reworked (cut and weld).
  • DTC have additional blank ports which can used to control/monitor other digital functions of trailer e.g. according to status of door sensor (if exist), DTC can warn driver if the door is open.