After GB1589 was introduced, the caravan industry received a huge impact. After the double-row "airplane board" carrier was banned, the center axle trailer became the best solution to everyone's eyes. About what is the matter of the axis trailer, you can read my colleague’s article: “What is the difference between a neutral axis trailer and a full-length trailer? Instantly understand." Today, what we have to say is the counterweight problem of the central axle trailer.
First of all, let's talk about semi-trailers that everyone is familiar with. Because the axles of the semitrailer are all in the rear of the car, there is no doubt that the counterweight of the semi-trailer is between the trailer axle and the rear axle of the tractor. In this way, the weight of the goods is borne by the two axles.
At this time, if the rear of the semi-trailer is lengthened, and the goods are placed in the extended part, the front of the trailer will be lifted like a seesaw. At this time, the weight of the tractor part will be reduced. This is somewhat similar to the working mode of the center axle trailer.
However, if there is too much weight behind the trailer axle, the rear wheel of the tractor will be tilted up by the “tap†of the trailer, losing grip and being very slippery. Looking at this 13 second video below, I believe you will have a more intuitive understanding of the counterweight problem of the mid-axle trailer.
It can be seen from the experiment that when the front axle of the trailer axle is attached to the rear, if the vehicle encounters lateral forces, it will return to the normal route after a few flicks. When the rear counterweight is more than the front, the vehicle will To lateral force, the tail flicker will increase and eventually lose control.
Therefore, for the center axle trailer, we must pay attention to the balance between the front and rear counterweights, and the front of the axle can be slightly heavier than the rear to ensure traffic safety.
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