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B-train End Dump

B-train End Dump

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Quick Specs

Length
60 ft
Width
9 ft
Height
N/A
Weight
13,109 kg
B-train End Dump

End dump refers to how the trailer is emptied. The large, multi-stage cylinder at the font of the trailers is used to lift the front of the box until the material slides out the rear. The B-train configuration capitalizes on the highest GVWR permissible on Canadian highways. Additional axles can be added to the configuration to conform to some US axle laws.

The rear trailer operation is the same as a regular end dump. The lead trailer needs to be un-coupled and have its box moved backwards to dump the load. The box is pushed backwards by an additional secondary hydraulic circuit. Once the box has been tipped, it is then pulled back in the forward position by the secondary circuit. The lead is then re-coupled with the rear to restart the cycle.

Tipping the box high enough to empty the load raises the center of gravity quite high. This unstable situation can reach a critical point on slanted or unstable ground that can ultimately cause the trailer to fall over. The relatively short boxes on the B-train configuration reduces the risk of a tip over.

The advantages of end dumps are that they are very simple both hydraulically and mechanically. This simplicity directly translates to lower maintenance and capital cost vs a live bottom or scrolling belt trailer. The other advantage of the end dump is that it can be used in a B-train configuration. The intermediate axle group and fifth wheel would make it impossible to house a live bottom or scrolling belt trailer mechanism.

Hydraulic Requirements
  • Pressure 2,200 psi (151.7 bar)
  • Flow 10 US gal/min (38 L/min)
  • Tank Volume 55 US gal (208 L)
Time to Unload
45 US gal/min (170L/min) PTO56 seconds
Capacity
Minimum Volumetric Capacity
77 m3
Maximum Volumetric Capacity
87 m3
Minimum Carrying Height
100 in
Maximum Carrying Height
138 in
Tare Weight
15,808 kg
Options
  • Tarping system
  • Plastic liners
  • Steel liners
  • Air lift axles

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Components

Customize your Heavy Haul. Select from a list of interchangeable add-on components that are available for Heavy Haul products.

Boosters, or nitro stingers, are trailers that hook onto the back of trailers to take up extra weight. The booster axles create another axle grouping that conforms to state or provincial laws. All boosters have a system that will keep a constant load on their axles even when experiencing variations in the road. If the system was not allowed to flex, the trailer could be permanently bent, or it would bend its axles.

The units also have a vertical pivot point that allows the unit to track around corners. This pivot point is in front of the axle grouping and works much like a caster. The positioning of this pin joint is carefully chosen to give the booster excellent tracking characteristics.

An automated leveling system can be added to the boosters. This system uses an on-board computer to compare axle weights between the main trailer and the booster. If there is a mismatch between the two, the system will automatically adjust to keep them at the desired levels.

Deck sections are an important part of the low bed. It is important to know what deck profile is best suited for the loads you are trying to carry. Each section listed below has advantages and disadvantages. Typically, a bed that offers a low loading height will be heavier than one that offers a high loading height. Some profiles offer compromises between the two, but may have their own drawbacks. The table below each section is meant to summarize and rate key attributes of each deck section. The rating system is an arbitrary scale of 1-10 that is meant as a guide.

All deck sections will flex during the loading process, and when in motion. Engineers model the sections as large springs to predict the deflection that will result from external forces. The engineers can then calculate specific camber to compensate for the deflection. The stiffness of the deck is directly related to the beam height. The higher the beam, the less deflection will be produced. Some deck sections are so thin and long that we will present different cambers as options.

The deck sections listed below can be made to match the weight class of the low bed. There are additional modifications that can be made from each section presented. The variants may include a wider overall width or a special perimeter frame with dished sections to receive a tank. There are also some deck sections that can be pinned together to extend the loading area.

Steerable dollies are trailers that have a self-contained steering mechanism. The vast quantity of dollies produced at Temisko are self-steering. The self-steering system is a hydraulic link between the main turntable and the steered axles. This allows the trailer to dramatically reduce the off-tracking during a cornering maneuver. All dollies have an override to give steering control to the operator. The manual control is typically used when encountering extreme cornering situations. For the vast majority of the time, the dollies are left on self-steer because they can correctly steer the trailer around most turns.

The main turntables can turn +/- 68 degrees. This allows incredible flexibility when entering a narrow intersection that requires the dolly to be perpendicular to the load.

Temisko offers front and rear steering dollies. Both steering arrangements have very specific advantages and disadvantages.

Jeeps are designed to divide the load from the main trailer’s coupler onto 2 or more axle groupings. There are many jeep styles and configurations that are designed to meet the varying state and provincial laws. Some jeeps are made in a modular fashion so they can be configured to suit different loads or to be able to conform to local laws.

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