Journal articles: 'Tractor trailer combinations – Oregon'

1

Abu-Hamdeh, Nidal H., and Hamid F. Al-Jalil. "Computer simulation of stability and control of tractor-trailed implement combinations under different operating conditions." Bragantia 63, no. 1 (2004): 149–62. http://dx.doi.org/10.1590/s0006-87052004000100015.

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The mechanics of a tractor-trailer system moving up and down sloping ground under different operating conditions was theoretically simulated. A computer program was developed to analyze the system to predict the effect of both the trailer loading weight and the slope angle on the tractor stability, traction ability, and drawbar loading. The program was used to analyze a tractor-trailer system moving at uniform motion up and downhill. The results of this analysis showed that the tractor becomes unstable when towing a 3750 kg trailer uphill at 28° slope angle. Insufficient traction occurred at slope angles ranging from 15° to 18° corresponding to trailer weight of 3750 to 750 kg. The parallel component of drawbar pull reached a maximum value of 17318 N when the trailer was pushing the tractor downhill at 30° slope angle. The normal component (normal to the tractive surface) showed similar maximum values for both uphill and downhill motions of the system. The use of computer analysis in this study provided a significant improvement in predicting the effect of different parameters on stability and control of tractor-trailer combination on sloping ground.

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2

Jílek, L., R. Pražan, V. Podpěra, and I. Gerndtová. "The effect of the tractor engine rated power on diesel fuel consumption during material transport." Research in Agricultural Engineering 54, No. 1 (March 3, 2008): 1–8. http://dx.doi.org/10.17221/710-rae.

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The authors of this paper determined in a field measurement how the change of the tractor engine power in a tractor-trailer combination affects the diesel fuel consumption related to the unit of transport output (l/tkm) and the transport performance (t/h) in the conditions of a mountainous region. Transport combinations (tractor – trailer) were compared that were formed by a tipping trailer connected to three tractors with different engine powers when passing allong a route with the gradient of 0°–5.5°. It is obvious from the results of these measurements that the diesel fuel consumption differed by up to 27% in individual combinations. The lowest specific consumption on the measured route was found in the combination with the tractor with the engine rated power of 50 kW (0.037 to 0.077 l/tkm), the highest consumption with the tractor with the rated engine power of 114 kW (0.056 to 0.093 l/tkm). The lowest transport performance on the measured route was found in the combination with the tractor with the engine rated power of 63 kW (19.37 t/h), the highest performance with the tractor with the rated engine power of 114 kW (43.42 t/h).

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3

Cole, D. J., and D. Cebon. "Influence of tractor—trailer interaction on assessment of road damaging performance." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 212, no. 1 (January 1, 1998): 1–10. http://dx.doi.org/10.1243/0954407981525759.

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The influence of dynamic interaction between tractor and trailer on the assessment of the road damaging performance of heavy goods vehicles is investigated using simple mathematical models. Tractor and trailer damage indices are used to quantify the ‘in-service’ road damaging performance of a simulated fleet of vehicles with parametric variations typical of highway traffic in the United Kingdom. Simulated results of assessment tests on individual tractor—trailer combinations are correlated with the performance of the simulated vehicle fleet. The main aim is to establish the characteristics of a ‘standard’ semi-trailer to be used in the assessment of tractors, and a ‘standard’ tractor for testing semi-trailers. It is found that measurement of suspension ‘frequency’ gives the poorest correlation with the damage indices, while the ‘dynamic aggregate force coefficient’ gives the best correlation. Correlation achieved when assessing trailers is higher than when assessing tractors. Optimum specifications for standard test tractors and trailers to maximize test accuracy are determined.

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4

Leuschen, Jason. "The Effects of Ground Simulation on Tractor-Trailer Combinations." SAE International Journal of Commercial Vehicles 6, no. 2 (September 24, 2013): 510–21. http://dx.doi.org/10.4271/2013-01-2454.

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HATANO, Tadashi, Atsunari HIROTA, and Harushige YANAGISAWA. "A Coupling Mechanism of Tractor and Semi-Trailer Combinations." Transactions of the Japan Society of Mechanical Engineers Series C 65, no. 636 (1999): 3355–61. http://dx.doi.org/10.1299/kikaic.65.3355.

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6

Yang, Xiujian. "Optimal Reconfiguration Control of the Yaw Stability of the Tractor-Semitrailer Vehicle." Mathematical Problems in Engineering 2012 (2012): 1–23. http://dx.doi.org/10.1155/2012/602502.

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An optimal reconfiguration control scheme based on control allocation (CA) is proposed to stabilize the yaw dynamics of the tractor-semitrailer vehicle. The proposed control scheme is a two-level structure consisting of an upper level of sliding mode yaw moment controller (SMYC) and a lower optimal brake force distributor (BFD). The upper SMYC is designed to follow the tractor yaw rate and the combination of the hitch angle and trailer slip angle and outputs the corrective yaw moment, respectively, for the tractor and the trailer. The optimal brake force allocation and reconfigurable control problem is transformed to a problem of error minimization and control minimization combination formulated by constrained weighted least squares (CWLS) optimization and further solved with active set (AS) algorithm. Simulation results reveal that the CA technique-based optimal reconfigurable control is rather effective for the tractor-semitrailer vehicle to enhance the yaw stability performance and the reliability in case of actuator failure thanks to the multiple-axle structure enriching the alternatives of possible actuator combinations in CA optimization.

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Xu, Hongguo, Yihua Zhang, Hongfei Liu, Shaosen Qi, and Weijuan Li. "Effects of configuration parameters on lateral dynamics of tractor–two trailer combinations." Advances in Mechanical Engineering 7, no. 12 (December 2015): 168781401561816. http://dx.doi.org/10.1177/1687814015618165.

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8

Dechao, Zeng, Zhu Yonghua, and Zhou Yiming. "A mathematical model for sideways overturning performance of tractor and trailer combinations." Journal of Terramechanics 26, no. 3-4 (January 1989): 193–200. http://dx.doi.org/10.1016/0022-4898(89)90035-9.

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9

Malviya, V., R. Mishra, and J. Fieldhouse. "CFD Investigation of a Novel Fuel-Saving Device for Articulated Tractor-Trailer Combinations." Engineering Applications of Computational Fluid Mechanics 3, no. 4 (January 2009): 587–607. http://dx.doi.org/10.1080/19942060.2009.11015293.

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10

MARUMO, Yoshitaka, Kenya SATO, Hiroki OAKI, and Akira AOKI. "Effects of Stabilization for Tractor and Three-Trailer Combinations on Lane-Keeping Performance." Proceedings of the Dynamics & Design Conference 2019 (2019): 533. http://dx.doi.org/10.1299/jsmedmc.2019.533.

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11

Ali, N., J. Trogdon, and A. T. Bergan. "Evaluation of piezoelectric weigh-in-motion system." Canadian Journal of Civil Engineering 21, no. 1 (February 1, 1994): 156–60. http://dx.doi.org/10.1139/l94-014.

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The analysis presented deals with the accuracy of a piezoelectric weigh-in-motion system installed on Interstate 19 in the state of Oregon. Axle weights for 5-axle tractor semi-trailer trucks were measured by the piezoelectric weigh-in-motion system and then compared with the static weights. An analysis of variance and Dunnett's test were conducted in order to determine if there existed a significant difference between data. The analysis showed no significant difference for steering axle and tandem axle weights. However, the analysis did indicate that a significant difference existed for trailing tandem. Key words: weigh-in-motion, dynamic weight, static weight, highways, piezoelectric weigh-in-motion.

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12

Dominy, R. G. "Fuel saving by the optimized use of cab roof fairings for typical articulated vehicle operating cycles." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 211, no. 3 (March 1, 1997): 219–26. http://dx.doi.org/10.1243/0954407971526371.

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The aerodynamic benefits of cab roof fairings and the associated reduction of drag and fuel consumption have been well documented. Although considerable effort has been applied by many manufacturers and researchers to devise roof fairings of near-optimal design for individual cab-trailer combinations, published studies have taken little or no account of the proportion of operations that may be undertaken by a tractor either with poor fairing/trailer matching or without a trailer at all. Observed load factors have proved to be substantially lower than those quoted by fleet operators. Cycle simulations have been performed to revise the estimate of the potential gains that are available from aerodynamic fairings for realistic operating cycles and load factors. It is shown that even for high load factors significant cost savings may be made in some circumstances by the adoption of simple but easily adjusted fairings in place of more highly optimized but fixed geometry designs.

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13

Veldhuizen, R., G. M. R. Van Raemdonck, and J. P. van der Krieke. "Fuel economy improvement by means of two European tractor semi-trailer combinations in a platooning formation." Journal of Wind Engineering and Industrial Aerodynamics 188 (May 2019): 217–34. http://dx.doi.org/10.1016/j.jweia.2019.03.002.

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14

Regehr, Jonathan D., Jeannette Montufar, and Garreth Rempel. "Safety performance of longer combination vehicles relative to other articulated trucks." Canadian Journal of Civil Engineering 36, no. 1 (January 2009): 40–49. http://dx.doi.org/10.1139/l08-109.

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This article helps improve the understanding about the safety performance of longer combination vehicles (LCVs) relative to other articulated trucks operating on rural highways, using evidence from the Canadian portion of the CANAMEX trade corridor. The analysis reveals that from a collision rate perspective, LCVs as a group have better safety performance than other articulated trucks. Turnpike doubles have the lowest collision rate of all articulated truck types (16 collisions per 100 million vehicle-kilometres of travel or VKT), followed by Rocky Mountain doubles (32 collisions per 100 million VKT). The collision rate for triple trailer combinations (62 collisions per 100 million VKT) is higher than the collision rates for tractor semitrailers (42 collisions per 100 million VKT) and legal-length tractor double trailers (44 collisions per 100 million VKT). These results are an important input for civil engineering and transport policy decisions concerning longer combination vehicle operations.

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15

Rangavajhula, Krishna, and H. S. Jacob Tsao. "Effect of multi-axle steering on off-tracking and dynamic lateral response of articulated tractor-trailer combinations." International Journal of Heavy Vehicle Systems 14, no. 4 (2007): 376. http://dx.doi.org/10.1504/ijhvs.2007.015708.

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16

Leuschen, Jason. "Considerations for the Wind Tunnel Simulation of Tractor-Trailer Combinations: Correlation of Full- and Half-Scale Measurements." SAE International Journal of Commercial Vehicles 6, no. 2 (September 24, 2013): 529–38. http://dx.doi.org/10.4271/2013-01-2456.

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17

Pourasad, Yaghoub, Amirhossein Ghanati, and Mehrdad Khosravi. "Optimal design of aerodynamic force supplementary devices for the improvement of fuel consumption and emissions." Energy & Environment 28, no. 3 (November 24, 2016): 263–82. http://dx.doi.org/10.1177/0958305x16681686.

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One of the primary concerns in the automotive industry is energy saving, protecting the global environment and fuel consumption reduction. The main purpose of this study is to develop optimal supplementary parts for reduction of aerodynamic force of highway tractor and trailer combinations to reduce aerodynamic drag, without negatively affecting the usefulness or profitability of the vehicles. In this article, the possibility to improve the aerodynamic performance for boosting fuel economy of trucks is studied by optimal designing of supplementary devices. That will be carried out by using integrated computational fluid dynamic and genetic algorithm for simulation and geometry optimization of applied devices. Also, simulation results are verified by experimental results in wind tunnel. For this purpose, effects of various supplementary devices and configuration are added to space between cabin and cargo compartment to stabilize the vortex and decrease the drag resistance force. Finally, the geometry of appended device with considering the installation and packing conditions is optimized by using a genetic algorithm. Through the analysis of airflow contours and optimization procedure, results indicate that using two plates at the sidewalls of the gap with optimized length and installation angle can reach the maximum reduction of drag force and fuel consumption by 20 and 10%, respectively.

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18

Yang, X., I. Stiharu, and S. Rakheja. "STUDY OF DRIVER FACTORS AFFECTING THE DIRECTIONAL RESPONSE OF AN ARTICULATED VEHICLE USING NEURAL NETWORKS." Transactions of the Canadian Society for Mechanical Engineering 22, no. 3 (September 1998): 291–306. http://dx.doi.org/10.1139/tcsme-1998-0016.

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A two-layer neural network with 12 neurons in the first layer is applied to model the directional control behaviour of a driver-articulated vehicle system. Six different training schemes are employed using combinations of input variables related to visual perception of tracking error in terms of position and orientation, and motion perception of the driver. The network is trained using the results derived from a comprehensive closed-loop analytical model under an obstacle avoidance manoeuvre. The input data to the neural network included: the coordinates of the previewed path, lateral position, velocity, and acceleration of the tractor and lateral acceleration of the trailer. The front wheel steer angle was considered as the desired output of the trained network. The effectiveness of the trained network describing the driver behaviour is investigated under different directional maneuvers of varying severity. It is concluded that the neural network can be trained to model the directional control behavior of the driver, while the effectiveness of the trained network depends upon the input variables supplied to train the network. The results show that the visual perception of the driver based on the position error contributes most significantly to the training of the network. The motion perception variables in terms of lateral accelerations of the articulated vehicle yield a more effective neural network model of the driver.

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19

Ahmed, Suhail Tageldin Hago, and Ali Abdelrahman Rabah. "Energy Conservation Measures in Heavy Trucks Freight Transport." Journal of Energy Conservation 1, no. 2 (July 4, 2020): 45–64. http://dx.doi.org/10.14302/issn.2642-3146.jec-20-3389.

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Since the independence of South Sudan, Sudan lost 75% of its oil reserves, this led to major fuel shortages country wide, the fuel shortage raised the fuel prices and the overall transport prices. Scarcity led to black market trade of fuel specially in states away from the Capital City (Khartoum). Managing the available stock comes first before increasing the supply amount in order to solve the problem, one of the major fuel consumers to be managed is the transport sector specially the long haulage freight transport. Moving freight in Sudan is constrained by inadequate infrastructure and high costs. This paper covers specifically the long haulage freight transport between Khartoum State and Western side of the country (Darfur Region), Contributing to manage fuel consumption for trucks, taking into account trucks types used, roads, environmental impacts and mitigation measures applicable to save fuel . The results showed that the primary reason for the excessive fuel consumption is the usage of the rigid trucks (lorries) for transport specially the Hino700 series, this truck type, overload and absence of weight stations and control policies contributed significantly to deterioration of roads and transport efficiency decreasing. First step towards the solution would be in upgrading roads infrastructure assuring high quality along with enforced weight regulations and weight stations to protect roads from damages. High quality roads shall ease the usage of different truck types with different configurations. Then stablish a policy to force replacement of the low efficiency lorry truck types with high quality tractor semi-trailer combinations.

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20

Schjønning, Per, Mathieu Lamandé, Valentin Crétin, and Janne Aalborg Nielsen. "Upper subsoil pore characteristics and functions as affected by field traffic and freeze–thaw and dry–wet treatments." Soil Research 55, no. 3 (2017): 234. http://dx.doi.org/10.1071/sr16149.

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Cultivated soils are subject to very high stresses from machinery. This may affect the soil pore system and its processes, soil functions and soil ecosystem services. Compaction experiments were performed on loamy Luvisols at three sites in Denmark: Aarslev, Flakkebjerg and Taastrup. Non-trafficked control soil was compared with soil subjected to four annual traffic events with approximately 3-, 6- or 8-Mg wheel loads from tractor–trailer combinations. A self-propelled machine with a single pass of approximately 12-Mg wheel load was tested at Aarslev. Undisturbed soil cores were sampled at 0.3m depth when the experimental plots had received either 2 years (Flakkebjerg) or 3 years (Aarslev and Taastrup) of repeated compaction treatment. The volume of air-filled pores and air permeability were quantified for soil drained to –100hPa matric potential. Freeze–thaw and dry–wet treatments were applied to soil cores in the laboratory for Aarslev and Taastrup samples. The multipass machinery significantly affected >30µm soil pores and air permeability at wheel loads of ~6 Mg or higher, whereas no or only minor effects could be detected for ~3-Mg wheel loads. Indices combining air permeabilities with air-filled porosities indicated that pore morphological features had also been affected. Estimates of hydraulic conductivity indicated critical conditions for the percolation of excess rainwater for severely compacted soil at Aarslev. Generally, the single-pass machine with a high wheel load did not affect the pores and their function. A dry–wet event was a more effective remediation of compaction than a freeze–thaw treatment. In conclusion, present-day field traffic risks creating a bottleneck soil layer for important soil functions just below the tilled topsoil.

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Barton, Raymond A., and John Morrall. "Study of Long Combination Vehicles on Two-Lane Highways." Transportation Research Record: Journal of the Transportation Research Board 1613, no. 1 (January 1998): 43–49. http://dx.doi.org/10.3141/1613-06.

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In 1988, the Council of Ministers of Transportation and Highway Safety in Canada endorsed a memorandum of understanding designed to improve uniformity between provinces and territories. The regulations covering weights and dimensions for tractor-semitrailers and double combination trucks specified a maximum length of 23 m. However, in western Canada, which includes the provinces of British Columbia, Alberta, Saskatchewan, and Manitoba, a maximum vehicle length of 25 m was adopted. Vehicles longer than 25 m are generally referred to as long combination vehicles (LCVs) and include the following vehicles: triple trailer combinations, 35 m in length; Rocky Mountain doubles, 30 m in length; log haul trucks, which can be up to 30.5 m in length; and turnpike doubles, 38 m in length. A study was conducted to develop recommendations relating to the use of LCVs on two-lane highways in Alberta. The basic approach was to examine the incremental impact of LCV-type vehicles on two-lane highway operations compared with a baseline vehicle type, namely, 25-m standard double heavy trucks. Although the study of LCVs examined a range of issues that included low- and high-speed offtracking, and aerodynamic buffeting, only the findings related to traffic volume criteria are presented. The main recommendation with respect to passing opportunities and level of service was the development of maximum traffic volumes for two-lane highways with and without passing lanes and with a given percentage of passing zones. The main criteria are to ensure that a net passing opportunity of at least 30 percent is provided to drivers impeded by LCVs. This is roughly comparable to providing to Level of Service C. For example, the maximum volume below which Rocky Mountain doubles may operate on a two-lane highway is 425 veh/h for a section with 100 percent passing zones. If 2-km passing lanes are provided every 10 km, Rocky Mountain doubles could operate at traffic volumes up to 734 veh/h and still ensure a net passing opportunity of 30 percent.

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Journal articles on the topic 'Tractor trailer combinations – Oregon'

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