ACCORD 63′ Semi-trailer Animation
53′ Semi 90 degree turn
Accord 63′ Semi
Accord 63′ 105′ Radius
NZR Double trailer configurations
33′ Double “D” single axle drive tractor
33′ Double “D” Closed with pusher lift axle
Tractor SA c/w e-Pusher Axle
C-train Universal dolly & hitch system
B-Train Twin Drawbar Dolly
Authentication of invention has become an art form and subject to the wiles of patent attorneys and research consultants. Herein we will attempt to give examples of how my inventions have fallen prey to some these charlatans.
They say to be copied is the greatest form of flattery and endorsement validating of ones ideas. This may be so and may nevertheless insult the integrity of the product. However the greatest insult remains when low-life infringers use the integrity of research papers to disguise their fraud by co-opting research consultants with their petty larceny.
Understanding plagiarism we know the truth full well; that infringers will be out there assisted by rogue patent attorneys and not being candid with clients. What they have learned from software industry programmers, it is faster, Simpler to Steal, Plagiarize products research by perusing USPTO and CPO patent publications. Some even have stooped to add the true inventor to publications in order to feign legitimacy. That art of the plagiarist continues unabated, to draw heat from gaps in the dissemination of knowledge and is a sad commentary. In this low tech, yet fertile field of truck/trailer industry, discoveries have lain wait for legitimate licensing only to find, again and again, organizations with a different moral code. As petty larceny, it can only constrain industry progress for the want of integrity. These charlatan understand progress comes at a price which they refuse to pay, their unsuspecting customers duped into participating.
N. R. CURRY
Note: NZR products require specific design criterion and analysis of DoT rules for application in each Country. Please contact NZR for best design solutions for your area.
Goal is to assist industry transition toward a genuine integration of tractor and trailer as follows:
Truck/tractor and Semi-trailer design prototyping has become something of an art form with NZR; not the least of which has been the recent availability of e-axles. Indeed the new e-tractors are exciting yet still exhibit the same characteristics, jackknife, GAP and poor maneuverability. They overlook an opportunity for inter-connectivity, lot’s of low hanging fruit in this area. With the d-Train 5th Wheel Compound Hitch on offer, substantial reliability and productivity gains are possible.
The d-Train ACCORD Semi-trailer is an example of this and could open the door to opportunities previously not thought possible. A change toward connectivity is a real opportunity for industry.
Time to see through the haze, to be inspired
Integration:
The next generation 2020 power unit design must make provision for integrating, both truck and trailer. Present day truck/tractor Semi-trailer design is mostly, straight out of a Norman Rockwell painting. Tesla, Nikola et al, now e-battery power are a great innovation. However calling these vehicles the next generation is a bit of a stretch. GHG notwithstanding, what a missed opportunity for the trailer innovation and reliability. The Mega-bucks being spent on e-trucks, the Supertruck l & ll R&D project and others are but examples. What is needed is integration of the truck and trailer connection. And to proffer this integration as a priority. OEM integration using SAE standards to include all class V, Vl, Vll, and Vlll Diesel and e-Truck, models are candidates.
New Truck Chassis c/w d-Train compound hitch
Fueling the future
EPA has done a good job in energizing concerns for reduced fuel consumption and mitigation of GHG the overall move away from fossil fuels encouraging. Nevertheless, the hubbub around Supertruck ll R&D continues to overlook integration. Here are two good examples using the patented ACCORD-Stinger Semi-trailer and e-Axle for no-jackknife mechanical control. Closing the “GAP” improves fuel economy, reduces e-demand, improves operating ratio. The no-full jackknife feature of the ACCORD-Semi is a plus when considering these expensive new technology tractors.
Example: e-ACCORD 3 Axle and Hyudai HDC-6 Hydrogen
Example: ACCORD Semi-Trailers Nikola e-1
105′ Radius ACCORD-Stinger 90′ Turn 63′ Semi 90′ Turn 53′ Semi
COMPARE: NZR ACCORD-Stinger 63′ with Standard 53′ Semi-trailer
NZR ACCORD-Stinger 53′ & 63′ (5,6) & (7) Axle US – Leland James, Founder of Freightliner Corp NZR – Improving Capacity ACCORD-Stinger 2018
Truck OEM’s benefit from concept: KW, Pete, Volvo, Ftlnr, W/Star, Mack, Navistar, etc
Trailer OEM’s benefit from concept: Gt. Dane, Stoughton, Wabash, Utility, CIMC, Monon Vanguard, etc
All tractors may adapt to ACCORD Technology using Patented d-TRAiN© 5th Wheel Compound Hitch tractor Package
North American and EU Configurations
10.4.1 Tractor-Trailer Scale-Model Testing The NRC 9m x 9m Wind Tunnel provides the ability to test quarter to half scale tractor-trailer models at representative Reynolds numbers, with ground-effect simulation and, with some additional effort, representative turbulence conditions.
Recently, a correlation study between a half-scale tractor-trailer model and its full-scale equivalent was performed in the NRC 9m x 9m Wind Tunnel. After correcting for blockage and wall-interference effects, the results of the study showed good correlation between the two models and identified the importance of proper ground simulation for some changes in model configuration.
The results indicated the importance of ground-effect simulation for assessing the effects of drag reduction technologies located in ground proximity. The study was a collaboration between NRC-IAR and a truck manufacturer and has not yet been published. Dissemination of the results into the public literature will occur within the next year.
This study provides confidence that scale-model testing at representative Reynolds numbers will be efficient and provide adequate guidance for the design and evaluation of drag reduction technologies. The inclusion of representative turbulence and wind-profile conditions (see Section 11.3) would provide a reliable and systematic approach to the evaluation of tractor-trailer aerodynamic performance. Front-surface modifications will be the most susceptible to Reynolds-number effects and therefore full-scale Reynolds number conditions are the ideal situation for examining such modifications.
Testing of a half-scale model in the 9m x 9m Wind Tunnel can achieve full-scale Reynolds number conditions with the ground effect simulation system. For this scale, the wheels of the model straddle the edges of the 1 m wide ground-plane belt. Although this situation is better than a fixed ground plane, it is not ideal for examining under-body and rotating-wheel effects. Also, at half scale the trailer extends beyond the length of the NRC ground-plane belt, which is only 5.3 m long. At quarter scale, a full-length model (with equivalent 53 ft trailer) will sit within the confines of the ground-plane belt (belt equivalent to 21.2 m/70 ft scale) and will therefore allow fully-representative under-body simulation. Such a model could also allow the moving belt to drive the wheels and provide an improved simulation of the wheel-road interactions (further discussed in Section 11.3.1).
The Reynolds number for this situation would be half of the full-scale conditions, but underbody flows are likely to be less susceptible to Reynolds-number effects due to the turbulent-wake-like characteristics of much of this flow. As noted above, it is primarily front surfaces that require the full-scale Reynolds numbers associated with a half-scale model. Although the large range of second-generation drag-reduction devices affect the gap and trailer flows, it is possible that insufficient Reynolds number simulation of the fore-body may have an effect on the downstream flows.
The arguments above lead to the conclusion that there is no optimum model scale for testing tractor trailers in the 9 m x 9 m Wind Tunnel with ground effect simulation. Quarter-scale models are the most appropriate for testing drag-reduction devices on a full-length trailer model, while properly simulating the under-body flows and ground. Half-scale models will provide adequate Reynolds-number simulation, important for the tractor fore-body flows but will not provide full under-body ground effect simulation. Before an appropriate model scale is chosen for such studies, it will be important to understand the implications of this trade-off. Section 10.6 provides recommendations for such a trade-off study.
NZR Technology and how your Workshop or Trailer plant can participate, send an e-mail:
Territories USA/CANADA/MEXICO
We are concerned with making the trucking industry more efficient and therefore more profitable. This is not about being disruptive but trying to create a seamless integration of new and innovative ways to increase profitability and utilization. It takes a certain amount of courage to do what we do and many have said it can’t be done, not so. Therefore if it tweaks your interest give us a call better yet send an e-mail and tells where we can reach you and open the door to a whole new world of truck/trailer design.
If you are an up and comer workshop, a trailer manufacturer or distributor or an OEM send us a note. License’s are available for territories all over the world at reasonable cost. Everything costs money a $10,000 USD security deposit is required and is refundable against royalties this will get your operation underway with our unique lines of product.
NIKOLA 1 – ACCORD SEMI-TRAILER
Zero full Jackknife, Zero “GAP”, Zero Fuel
ACCORD more than a Box
Accord Tractor Semi-trailer – Articulates amidships
A departure from the norm having a fixed non-articulating “Dromedary” forward section of the semi-trailer articulation (re-located amidships) takes place back of the drive axle and approximately 21′ rear of the bulkhead. This configuration achieves a 50% improvement in maneuverability even with rotation restricted to 52º. In this combination the tractor cab cannot impact the trailer in a jackknife. There is basically zero “GAP” saving 422 gal/fuel per year according to TC (Transport Canada) Wind Tunnel studies. Cab to bulkhead or “GAP” is 6″ which allows the trailer length to be extended a minimum of 4.5′ and more cube. Forward length is virtually redundant with this type of trailer ACCORD semi-trailers KP to axle is less the 41′ for improved ingress and egress.
ACCORD Semi-trailer
Selecting an Accord Semi-trailer in any configuration makes good economic sense and provides another way to improve ROI.
Helping Reduce GHG
Global warming and the myriad of CO² mitigating devices, add-on’s can be a challenge, these may be reduced even eliminated in some cases since there is no “GAP” The e-tractor makes for an intriguing combination as with all expensive tractors they need protection from jackknife, the ACCORD semi-trailer offers this protection.
The advance of the Nikola 1 e-tractor concept has the makings of a revolution, even more so the use of an ACCORD Semi-trailer and getting freight to market with fewer trucks on the road is at least one option.
Tractors remain universal with d-TRAiN/ACCORD Semi-trailer technology
It’s the physics which makes the ACCORD possible and increasing capacity just icing on the cake. The ACCORD should make for exciting times in class Vll & Vlll.
NZR Technology saving fuel, improving maneuverability, driver safety
If you’ve got questions you need answered and/or would like to be featured, drop us a line.
If you would like to hire us to design/build something awesome for your trucking business, speak at an event, or just to look good – simply let us know who you are and what you’re all about. We’ve been featured in many of Canada/US publications and haven’t met a task yet that we weren’t able to handle.
Finally, if you’re a company that understands manufacturing and are highly motivated, then let us know what sort of enterprise you’re most interested in. We’ll quickly send you the data and explain what we can do for you.
We like making new friends and hearing from our customers, so don’t hesitate to call or write!
In Summary:
A new theory is expected, quite properly, to overcome a large number of objections and even then some of the advocates of the old are never to be convinced.
The Semi-trailer Industry has been successful because it is adaptable. Gt. Dane, Utility, Wabash and others are able to respond to the demands of their customers and to incorporate into their product such innovations as multi-axles, single tires, air ride suspensions, sliders, refrigeration and finally to offer storage and warehousing. All this without destroying the essential elements of design so that it can nevertheless be modified to accommodate a wide variety of applications.
The success of this existing semi-trailer design is now at risk; its flexibility of length, width and height, not to mention Gross Carrying Weight, having hit the wall, is now becoming an impediment to that very adaptability, the low hanging fruit have all been picked. In addition, the existing semi-trailer is the cause of most tractor jackknifes which needs to be prevented. Many anti-jackknife devices have been tried without success, some better than others, even the trailer air brake hand control has been eliminated. Now finally, there is a trailer designed to guarantee the tractor cab will not impact the trailer in a full jackknife and that is the “ACCORD” Semi-trailer.
THE ACCORD semi-trailer is our 21st century iteration of the original successful design with zero “GAP” and no jackknife possible beyond 52 degrees. The ACCORD story is about to open a new chapter and a new theory, a design concept on which to build. This new semi-trailer can be longer, yet is shorter in forward length, more maneuverable with added flexibility, characteristics that will benefit shipper warehouse footprint, the transport company cargo capacity and protect the driver. With its increased cubic capacity, maneuverability fuel and tire savings there is a lesser need for a proliferation of aerodynamic devices. The ACCORD semi-trailer remains adaptable as a Van, Curtain-side or Container chassis, a new “articulated” platform offering opportunity for improved ROI.
Expensive tractors will no longer face the potential write-off, the result of a jackknife. This design concept could, in fact, save insurance companies and owners many millions of dollars, possible lives. EU and US State forward length requirements are redundant with this design and EPA, NHTSA phase ll rules infer a lesser impact.
So whats not to love……non-disruptive maybe nevertheless, who said progress was easy. Call me personally, let us assist you and your team engineer the new “ACCORD” Semi-trailer into your fleet today. Better still, let’s talk to your accountants they will understand the why this new design will generate more revenue for your company.
N. R. CURRY
c/e TRAiN double trailers c/w d-Hitch system
A Shift To Twin 33s Would Create Nearly 5% Door-To-Door Cost Savings, While Operating Costs Would Fall 10%. “Adding up this list, you find that variable operating costs, which are 65-80% of total OTR costs, would fall by 10% or more. There would also be some savings in terminal costs and pickup and delivery costs due to the need to handle fewer trailers. The total door-to-door savings are less than the 10% number quoted above because overhead, pick-up and delivery, and loading work is largely unaffected by this proposal. Those segments account for about half of LTL and Parcel costs. When looked at on a total door-to-door cost, the savings would approach 5%.” (Noel Perry, “The Economics Of 33′ Double Combination Trailers,” FTR Transportation Intelligence) Trailer Body Builders June Issue
c-TRAiN Single Axle drive de-mountable
Various axle configurations possible with cde-TRAiNS
Illustrations show variation of technology for possible double 33′ pup trailers. Regulation surrounding this 33′ doubles not insurmountable with cde-TRAiN’s.
This all NEW solution may be suitable to FedEx, UPS etc to consider the cde-TRAiN option even help the trailer supplier manufacturer take the next step, licensing.
Time to disconnect the bogie from the trailer
Long-Load (mechanical) Steering Dollies
The objective of a steering trailer is to improve maneuverability and lower the rolling resistance of the trailer saving tires and fuel. Ideally, one should be able to improve productivity to gain a short (two yr) pay back of the capital expense by upgrading. In some jurisdictions as with the EU. for example; Min/max “swept area” requirements within which the tractor trailer must maneuver 19.7′ (6 m) and 41′ (12.5M) in order to be legal. We have similar regulations governing ingress and egress regarding forward length i.e. 41′ (12.5m) center of rear axle to kingpin, this rule can be met using a steering trailer.
Steering bogies can move the rear effective axis (REA) 10′ forward of the bogie center reducing forward length and off-tracking and are available in both spring or air-ride suspension. They can equipped with automotive e-drive axles, have no-slack tie-rod steering components, anti-lock brakes and conform to MVSS121.
Steering bogies can be attached to the slider assembly in approximately one hour. An electro-hydraulic override system is an option for remote maneuvering and backing. Electronic steering can be operated from the cab.
Extensive testing of these steering bogies has been carried out by DoT Canada with SAE and NRC research papers presented. These studies are available on request.
Steering bogies are designed for 53′, 63′ or 73′ Van and Platform semi-trailers and for long-load applications. Rear under-ride protection is improved with these applications, a steering bogie carries the ICC bumper and tires remaining as under-ride protection. Semi-trailers maneuverability is improved as are ingress and egress issues with this type of running gear.
The Next Generation- ACCORD Semi-trailers with steering bogie
Longer semi-trailers must comply with “forward length” requirements (41′ KP to RA) for this reason steering bogies overcome ingress and egress issues. Steering bogies automatically reduce forward length up to 10 feet. They may be installed to the slider rail in approx 60 minutes. They may improve maneuverability 19%. The need to slide the bogie forward to comply with FL may cause the bogie to be overloaded. Curbing incidents and tire damage will reduce these issues. They will pull easy in a turn and reduce fuel consumption as a result. Common torquing of the trailer body and main rail is reduced due to reduced side force.
In a tri-axle configuration the forward axle is the REA (Rear effective Axis) only minor scuffing results with use of a steering bogie. Tire life are certainly to improve with additional fuel savings.
Backing a conventional semi-trailer with the steering bogie can be achieved with an electro-hydraulic over-ride controlled from the cab, some training may be necessary. The steering bogie may also be locked in place at anytime and is sometimes required in certain jurisdictions. There is a DOT requirement in Canada to lock steering axles above 50 kph. Steering bogies are design to fail safe and will simply dog-track, signalling a flat tire or malfunction.
d-TRAiN 5th wheel sliding compound hitch equipped: Peterbilt tandem tractor c/w with lift axle, wet line kit and frame-less tandem axle removable dump box
d-TRAiN equipped: Freightliner FLD 120 twin steer tandem c/w wet line kit and frame-less single axle removable dump box
National Zephyr Research 