Abstract
Today, road-trains are one of the most widely-spread and multi-tonnage transport vehicles on road arteries interconnecting countries and cities. The concept of hybrid road-trains mostly meets the widely-spread policy for stepping up the rates of exhaust gas emissions and reducing specific hydrocarbon fuel costs but only an intermediate link in the development of more significant and important design – a driverless road-train. This article considers active trailers and their models with different design options for heavy tractor truck propulsion unit drive. The influence of trailer link drive on turning has been studied in “Universal gear” software. Special attention has been given to an electrical drive of active semi-trailer wheels as the most advanced one at the present moment. We have obtained the data intended to be used in design of active trailer chassis and identified the weight and size characteristics of energy accumulators required for movement of a road-train with active trailer. The efficiency factor for different semitrailer drives has been analyzed and calculated, in particular: Low EF of electrical drive. The relevancy of active trailer concept including that for driverless road-trains has been determined on the basis of received data.
Highlights
At the beginning of 1950th of the last century Soviet designer B.M
Fitterman offered a concept of active trailers. This idea consisted in supplying power from the tractor truck propulsion unit to the trailer or semitrailer wheels with by means of power mechanical drive
The first experimental model based on GAZ-63D chassis with additional power take-off box was built
Summary
At the beginning of 1950th of the last century Soviet designer B.M. Fitterman offered a concept of active trailers. Using the received calculation data on the road train travel resistance forces, let us select the parameters for energy accumulators determining the peculiarities of its layout on a transport vehicle. Where ηacc=0.85 is the accumulator’s EF; ηtem=0.9 is the traction electric motor’s EF; Ws is the spent specific power kW/h; Wmр.dlc.is the specific discharge power of electric doublelayer capacitors, kW/dm3 In such a manner, in order to overcome the trailer’s rolling resistance over an earth road (most typical conditions for timber industry) at a speed of 5 m/s (18 km/h) it is necessary to ensure that a capacitor battery unit up to 43.8 kg in weight and 29.3 dm (0.028 m3) in area is installed.
Sign-in/Register to view highlights & summary Sign-in/Register to access full text options 
Free) 
Talk to us
Join us for a 30 min session where you can share your feedback and ask us any queries you have
Schedule a call
