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Tipper 2 - Dump



They can be seen on the very unpopular motorway road-works, when the work is nearing its end, namely then, when the bitumen-layer is brought onto the road surface. We're talking about the deep-area dump truck sometimes simply referred to as the 'tipper'. When driving past, we see them as being pretty simple and comfortable for the driver.

In reality however, there's much more to them than simply opening the hatch and tipping the load out. When buying a vehicle like this, it is first of all, a question of which materials: should the load container, the part that tips, be made out of up to 10 mm thick steel or up to 5 mm thick aluminium? Having the inside coated with a plastic lining is also possible.

A tipper, because the chassis and the trailer must be twice as stable, is always heavier than a flat-bed loader. If the lightest tipper weighs 5 tons, then an aluminium load container would be at least a half a ton lighter. The amount that the haulier can save on tare-weight, can be added to the payload, which means an increase in earnings. Indeed, this is only valid if the load is not so lightweight, that the volume doesn't fit into the container.

Aluminium load containers however, wear out with each tipping action faster than those made of steel. This is why, for shorter construction site traffic, with a high amount of tipping operations, the latter are more suitable. In this case, an additional trip, because of the higher weight, doesn't mean all that much. Aluminium load containers are also more expensive as far as repairs are concerned.

The shape of the load container also plays a part. If the side walls are vertical to the flooring, it's called a box-tipper. If the walls are curved towards the bottom, one speaks of a trough-tipper. The latter are considered to have a shorter lifespan and are afflicted with a slightly higher point of gravity. There is also the question of the rear overhang. Should this be too small, the haulier then needs an additional chute, sometimes called a 'brace' to the then inside lying swinging hatch. This would be necessary, e.g., when tipping bitumen out for a road surface.

You may have been able to watch how a truck with a tipping trailer, very slowly drives in front of a so-called finisher, so that the load can be evenly distributed in the load container. To be able to maintain an even speed of under 10 km/h, electronics are necessary.

If the loading area slopes downwards, precautions in the braking system are even necessary, this of course is also valid for the trailer. Whatever the case may be, the electronics play an important role. Not only is the driver warned, by means of a load-manometer, against over-loading, but also against the danger of tipping over when the area is slanting and the tipper is extended upwards.

In the meantime, control devices which are connected with the tractor by LIN-Bus, are usual. LIN is not only simple and reasonably priced, it also has the advantage, that because of it's master/slave-architecture, other systems cannot be accessed from the outside. In this case, in addition to all the data, e.g., GPS, given in normal tractor/trailer set-ups, also the data concerning the tipping is saved to memory.

In the video below, you can see a covering for the load. This a protection, e.g., against overloading through the entry of water (rain). This is offered by several companies. It may be operated both to the side or from the front to the rear or vice-versa and either manually or as in this case, electrically. By the way, the load can also be protected from the bottom. To ensure that e.g., bitumen maintains a certain temperature, there are tippers with a special fixture for distributing the engine-heat to the bottom of the load area.

Let's stay with bitumen as freight for the moment. Bitumen, by the way, has the disadvantage, that it's not particularly compatible with other pouring-freights. Without an extensive cleaning, not even gravel can be transported, not to mention e.g., grain. To avoid additional cleansing work, the tail-lights are mounted as high as possible. Also, because of the following finisher, the collision protection must have a folding mechanism.

The manufacturing of troughs almost resembles a custom building because there are so many variations. Even the question of whether aluminium or steel means differing manufacturing procedures. Then there is the testing on test-benches, which is equal to a stretch of about 1 million km inside of a few weeks. Even the possible tipping over behaviour is determined (see picture 6).

The maximum operational readiness and the lowest possible tare-weight are important factors in the haulage business. Thus, when possible, smaller brake-discs, wheel-rims and aluminium pressure reservoirs are used. The fuel consumption and the tyre-wear is kept down if the additional third axle (lifting axle) - (where applicable), can be raised from the road surface.

The ordering of this type of vehicle make intensive consultation necessary. There are loading capacities of up to just under 60 m³. The gross weight rating can be increased to 50 tons, indeed, this is only suitable for construction site traffic. As far as the rear opening is concerned, one need not choose between doors or a swing-hatch, they can be had as a combination of both. 03/14

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