Trailer Loads Research Articles

Car-trailer coupling devices - description of requirements and overview of flexible and static load measuring solutions

The article presents an overview of the current normative, national, and international documents, containing in their content the requirements for devices coupling a car with a trailer in terms of technical conditions that these devices must meet to confirm proper performance and ensure the possibility of safe use during exploitation before will go on sale. Attention was paid to the division of coupling devices of motor vehicles and trailers into classes according to Regulation 55 of the UN/ECE and the resulting requirements. The principles according to which it should be accepted that couplings meet the approval requirements are discussed, and the meaning and way equipment manufacturers determine the characteristic values of the indicated coupling parameters are explained. Requirements for the minimum and maximum loads exerted by the trailer on the coupling device are presented. Particular attention was paid to the existing technical solutions (including patent claims in the Patent Office of the Republic of Poland or in the European Patent Office) regarding coupling devices characterized by the possibility of measuring the static vertical force on the coupling and couplings with vertical flexibility (compliance), which can potentially reduce dynamic loads on the coupling device. Calculations focused on two practical applications are planned using the article's content and simulation. The first is the ability to assess the impact of introducing vertical compliance to the coupling device on its durability. The second is the ability to assess the impact of the value of the static vertical load of the coupling device (resulting from the trailer load and the longitudinal position of its center of mass) on the length of the braking distance of the combination: towing vehicle - trailer.

An Evaluation of Target Training on Trailer Loading Cattle

An Evaluation of Target Training on Trailer Loading Cattle

Compliance or confusion? The usefulness of blindfolding horses as a handling technique

Blindfolds have commonly been suggested to make horses more tractable in emergency or high-stress situations such as barn fire evacuations or trailer loading. However, little research has been done on the veracity of this claim. Two studies were conducted to examine the impact of blindfolds on ease of handling. In Study 1, 33 riding lesson horses were led from a familiar stall both blindfolded and unblindfolded. In Study 2, 27 of these horses were then led through an obstacle course both blindfolded and unblindfolded that required them to weave through cones, back up through a chute, walk across a tarp and pass through a gate made of pool noodles that brushed their flanks. For both studies, time taken to complete each phase of the test (Study 1: haltering, blindfolding, exiting stall; Study 2: each of the four obstacles) was recorded, as well as heart rate difference from baseline, lead rope pressure and frequency of avoidant or resistant behaviours. Results were analyzed using a mixed model with post-hoc Tukey-Kramer comparisons to investigate the relationship between variables. Generally, blindfolded horses required more time and greater lead rope pressure for handling and displayed higher frequencies of avoidant (p < 0.05) and active refusal behaviour (p < 0.04) in Study 1 and for the cones and backing up obstacles in Study 2. Conversely, when navigating the visually frightening “gate” obstacle in Study 2, blindfolded horses required less time (p = 0.0053) and lead rope pressure (p = 0.0049) and demonstrated fewer avoidant (p < 0.0001) or refusal behaviours (p = 0.0009) than unblindfolded horses. Blindfolded horses showed a greater heart rate increase from baseline while being led in Study 1 (p = 0.0226). Blindfolding did not have an effect on heart rate in Study 2 (p = 0.1672), but horses demonstrated reduced heart rate difference from baseline during their second attempt at the obstacle course regardless of blindfolding status (p < 0.0001). These findings suggest that blindfolding may be a beneficial tool when navigating visually frightening stimuli and time is not a concern. However, in emergency scenarios such as barn fire evacuations, blindfolding is likely to increase lead time and difficulty of handling, which could negatively impact the success of a rescue and put human and animal lives at risk. Future research is required to test the efficacy of blindfolds in a more realistically simulated emergency environment.

Eco-design in pro-environmental activity illustrated with example of agricultural trailer loading box cover – towards a sustainable product

Eco-design in pro-environmental activity illustrated with example of agricultural trailer loading box cover – towards a sustainable product

Effects of different LED lighting conditions on young horses during trailer loading and stationary confinement

Effects of different LED lighting conditions on young horses during trailer loading and stationary confinement

A multi-objective optimization method based on NSGA-II algorithm and entropy weighted TOPSIS for fuzzy active seat suspension of articulated truck semi-trailer

This paper aims to optimize a fuzzy logic controller (FLC) active seat suspension applied to an articulated truck semi-trailer seat to improve ride comfort considering the energy consumption of the controller. The proposed truck model is a linear truck with 13 degree-of-freedom (DOF). Two objective functions are defined seat root mean square (RMS) acceleration related to ride comfort and controller RMS force pertaining to the energy consumption of the controller. The Pareto Front is obtained for these two objective functions using the multi-objective optimization method in MATLAB. The optimization is based on the Non-Dominated Sorting Genetic Algorithm (NSGA-II), which has been proposed as a powerful decision space exploration engine based on a genetic algorithm (GA) for solving a multi-objective function problem. Technique for Order of Preference by Similarity to Ideal Solution (TOPSIS), which is simple and effective, selects a set of optimal controller parameters. In addition, considering the changes of effective parameters in the truck, including trailer load and location, tyres’ stiffness and the driver’s mass, has been investigated to provide Monte Carlo sensitivity analysis of these parameters on objective functions. Finally, using ISO 2631-1, the ride comfort and controller required force levels before and after optimization are compared. The results of this optimization indicate a significant improvement in ride comfort and controller force which has been different in various conditions of truck speed and road classes. The results have shown that the maximum amount of improvement in ride comfort is about 25% which happens on Class-C road (at the truck speed of 60 km/h), and the control force reduction peaks at around 60%, which occurs on Class-A road (at the truck speed of 60 km/h). The simulation is validated by MSC-ADAMS software.

Workload analysis on the operation of a type II pivot trailer on a hand tractor using tire wheels in oil palm plantations

In general, several oil palm fields in Indonesia have different slopes, so that the path on the land is difficult for farmers to pass in the process of transporting palm fresh fruit bunches (FFB). The slope of the land and the difficult path causes a lot of workload incurred by farmers. The pivot II type trailer which is the development of the pivot type trailer is expected to reduce the workload of farmers in transporting the oil palm FFB. The purpose of the study was to analyze the operator’s workload on the operation of a pivot II type trailer using a hand tractor using tires as a drive in oil palm plantations. Analysis of workload when operating a pivot II trailer using the heart rate method on three subjects with various variations in trajectories, turns and trailer loads. The results of this study indicate that the qualitative workload level of operators O1, O2, and O3 in operating a pivot type II trailer on oil palm land, both on flat land, sloping land 10° and sloping land 30° has a workload level of “Light” category. Meanwhile, the operators’ quantitative total energy cost (TEC)’ workload levels for slope 0°, 10°, and 30°, respectively, are 1.31, 1.48, and 1.67 kcal/kg.hour. The operator’s workload level on the pivot II type trailer is better when compared to the initial pivot type trailer before modification.

Estimation of the resistance to movement of a wheeled tractor train in field tests

The purpose of the studio was to determine the movement resistance of a wheeled tractor train taking into consideration the random nature of changes in external operational factors. The research was based on the example of the unit MTZ-80+2PTS-M in the Mariinsky district of the Kemerovo (Russia) in 2021. The method of control dynamometry was used to determine the probabilistic characteristics of the traction resistance of an agricultural trailer and its dependence on the load-speed mode. The studies were carried out on various backgrounds (unsurfaced road, grain stubble and sowing field) with a trailer load from minimum to maximum. Authors have studied the energy assessment of a tractor transport unit in relation to specific natural-production conditions of its operation. Based on the results authors have revealed the influence of high-speed and load operating modes of a tractor train and determined the operating weight rational values.

Yard Management System for Efficient Trailer Dispatches

Abstract: This paper talks about digitalization of trailer dispatch process at coil yard of an integrated iron and steel plant. The system enables users to prepare trailer loading plans and helps monitor the progress in real-time. The application has built in interface with SAP system to automate the generation of dispatch related documents. It offers visibility to all the agencies engaged in trailer dispatch activities to enable efficient movement of trailers in and out of yards. It helps boost efficiency by automating delivery and invoice documents creation. Keywords: Sequence diagram, SAP, STO, Web service.

Вплив положення центру мас причепа категорії О1 на стійкість руху автопоїзда

In a number of operational properties of motor vehicle (ATZ) at the tendency of increase of speeds of movement the most important indicators of the kept quality, in any modes, are stability and controllability. The choice of constructive parameters of ATZ providing these properties increases active safety of operation and reduces probability of road accidents during the execution of transport operations. From the point of view of practical purposes at operation of ATZ not only the reason of infringement of stability becomes important, and reaction of ATZ to it and control actions of the driver which are ambiguous and unstable. Therefore, it is assumed that the stability and controllability of the ATZ movement should be provided by the design parameters of the machine itself. The result of the analysis of the course stability of the road train was the expression of the critical speed of rectilinear motion. According to the developed mathematical model, the critical velocity is determined. Calculations were made for a road train consisting of a VAZ-2107 car and the uniaxial trailer for different loads of the trailer and different location of its center of mass. According to the initial data inherent in the nominal load of the car and the maximum load of the trailer and the location of the center of mass of the trailer on the longitudinal axis and in the center of mass of the loading platform, the critical speed is about 36 m/s (129.6 km/h). In transient modes of movement, such as "entering the circle and moving in a circle", "jerk of the steering wheel", "shift", "snake", displacement of the center of mass of the trailer in both the longitudinal and transverse planes, the critical speed decreases, and more significantly reduction occurs when the transverse displacement of the center of mass. Thus, if at the maximum displacement of the center of mass of the trailer on the x-axis (x = -0.75 m) the rate of oscillation instability decreases by 36.4% (Gn = 350 kg), 38.4% (Gn = 500 kg) and 44.3% (Gn = 750 kg) in comparison with this speed in the absence of displacement, then at the maximum displacement along the y -axis in the rate of oscillation instability decreases by 45.4%, 55.2% and 63.6%, respectively. In the case of such a trailer loading, the center of mass of the trailer shifts along both the x-axis and the y-axis, there is a further decrease in both the critical speed of the road train and the rate of oscillation instability. This must be taken into account when loading the trailer.

Traction and repeated wheeling – effects on contact area characteristics and stresses in the upper subsoil

Reducing wheel loads has long been the key advice to reduce the risk of subsoil deformation, but this disregards other machinery-soil interactions such as the effects of traction and repeated wheeling. We conducted a field experiment to disentangle the effects of traction (described as drawbar pull) and repeated wheeling on the contact area characteristics and stresses in the upper subsoil. Experimental traffic comprised a tractor (static load 11 Mg) with activated 4 WD towing a trailer (static load 17 Mg or 24 Mg) and took place on a sandy loam with stubble of oats at soil water content near field capacity. Measurements included drawbar pull, contact area and vertical contact stress, and horizontal (in the driving direction) and vertical stresses at ∼0.36 m depth in an undisturbed soil profile. Drawbar pull was significantly higher (9.13 kN compared to 6.46 kN) for the high trailer load, but no differences were observed between the two steering modes. The contact area of the tractor’s rear tyres increased for the high drawbar pull but with no significant differences in length or width. The maximum vertical stress in the tractor rear tyre’s contact area then tended to be lower, despite the increase in the dynamic wheel load (from 3.5 Mg to 4.1 Mg). Whereas high drawbar pull improved the stress distribution in the driving direction, the effect across the tyre was complicated. We found evidence of different tyre-soil interaction for tyres with and without traction. No significant effect of repeated wheeling with a single towed tyre (5.5 Mg) on the contact area characteristics were found. For the towed tyres, horizontal soil stress increased linearly with vertical soil stress, and we suggest that this increase is intrinsic to the soil (at these experimental conditions). Traction does then influence the ratio of horizontal to vertical stress. The results confirm the importance of considering dynamic aspects of field traffic such as traction and dynamic wheel load.

Identification of trailer heat zones and associated heat stress in weaner pigs transported by road in tropical climates.

Heat stress is major welfare concern during transport of pigs in tropical climates, which can also lead to direct production costs. This study evaluated the dynamics of heat zones through the load and their relationship with heat stress of weaner pigs during road transport in a tropical climate. Both environmental (e.g. temperature and relative humidity) and physiological (e.g. respiratory frequency and lactate) measures were recorded from four vehicle journeys (70km distance, 216 weaner pigs within each trailer load) within Ceará, northeastern Brazil. Geostatistics and fluid dynamics simulation techniques were applied to understand the dynamics of heat zones and ventilation patterns the truckload. Statistics based on canonical discriminant analysis and ANOVA were performed to verify the relationship between heat zones and heat stress in pigs. The results showed that, during transport, the generation of heat zones occurred with different magnitudes along the load (P< 0.05), which was harmonized by the ventilation dynamics. There was a heat core with high energy content, in the front region of the lower deck (LD) of the trailer. In this zone, weaners pigs had higher rectal temperature (+1.8°C temperature difference), respiratory frequency (LD=94±1.3 breaths/min; UD=86±1.3 breaths/min), and blood cortisol concentration (LD=32.9±0.8ng/mL; UD=30.18±0.6ng/mL) (all P< 0.05). Weaners pigs transported in the upper deck (UD) compartments had the highest skin temperature (LD=38.13±0.3°C; UD=38.9±0.22°C) and the highest mean values of blood lactate (LD=65.5±1.11m/M; UD=71.60±1.19m/M) and Creatine kinase (LD=3891.23±69U/L; UD=4107.43±62U/L) (P< 0.05). Weaners transported in compartments of the LD of trailer were more susceptible to heat stress, while weaners in the UD compartments were more susceptible to physical stress and muscle exhaustion. These results provide additional evidence of heat zones within trailer compartments and highlight the requirement for the planning of pig transport operations in tropical climates to mitigate risks of heat stress.

Parameters of Trucks and Loads in the Transport of Scots Pine Wood Biomass Depending on the Season and Moisture Content of the Load

Transport of wood biomass is one of the key operations in forestry and in the wood industry. An important part is the transport of shredded wood, where the most common forms are chips and sawdust. The aim of the research was to present the variability of the total weight of trucks (gross vehicle weight, GVW), the weight of the empty trucks (tare), and loads of chips and sawdust in different periods of the year. Changes in specific parameters were analyzed: GVW; tare weight; trailer capacity; use of the trailer load capacity; bulk volume and bulk density of wood biomass loads; solid cubic meter (m3) and weight of 1m3 of the load; and load weight depending on the season, with simultaneous measurements of wood chips and sawdust moisture. More than 250 transports from four seasons of the year were analyzed in the research. It was found that the total weight of trucks (GVW) was at a comparable level, on average from 39.42 to 39.64 Mg with slight differences (with SD 0.29 and 0.39). The weight of empty trucks was 16.15 Mg for chip-bearing trucks and 15.93 Mg for sawdust-bearing trucks (with SD 0.604 and 0.526). The type of wood material has an influence on the transported volume. The average quantity of load in the bulk cubic meter was 64.783 m3 for wood chips (SD 3.127) and 70.465 m3 (SD 2.516) for sawdust. Over 30% differences in the volume of transported wood chips and approximately 18% for sawdust were observed. The use of the loading capacity of the trailer was on average 72.58% (SD 5.567) for the transport of wood chips and 77.42% (SD 3.019) for the transport of sawdust. The sawdust bulk density was from 0.3050 to 0.4265 Mg⋅m−3 for wood chips and 0.3200 to 0.3556 Mg⋅m−3 for sawdust. This parameter is significantly dependent on moisture content, and the determined correlation functions can be used for estimating and predicting bulk density. The abovementioned absolute moisture content of chips and sawdust also depends on the season, which also affects the selected parameters of wood biomass loads.

4 Examining x, y, and z vibration patterns of commercial pig transport trailers from the farm to the abattoir

Abstract The objective of this study was to measure and examine 3-axis acceleration data from 6 locations within commercial transport trailers shipping market pigs. Over winter months (December through February) of 2018 to 2019 and 2019 to 2020, 16 pot-belly and 14 straight-deck trailer loads of market pigs were measured from 2 producers located in Kansas and North Carolina, respectively. Six accelerometers were placed in protective cases and affixed to the underside of the floor in the approximate center of the front compartment, middle of the trailer, and back compartment of the top and bottom decks. Data were post-processed to calculate power spectral density (PSD) functions and corresponding root mean square (RMS) accelerations. The PSDs lend insight into the vibrational frequency content of the trailers, while the RMS values indicate the severity of the vibration over the duration of each trip. With the exception of the lower aft portion of the trailer where levels are significantly higher, RMS values were consistent across trips and largely similar between sensor location and axis. Accelerations ranged between 0.06 and 0.18 g and varied in time, indicating data were non-stationarity. The PSD results reveal a largely broadband frequency response of the loaded trailers between 0 and 50 Hz, especially for sensors on the lower deck. Preliminary analysis of the data indicates the severity of vibrations experienced by pigs during transport would be considered uncomfortable by humans.

The effect of rollover protection systems and trailers on quad bike stability

ABSTRACT Quad bikes are light-weight vehicles which are used for transportation of personnel, equipment, and material in forestry operations such as planning, logging, planting, and fire-fighting. With increased quad bike usage, serious injuries have become an increasing concern. The most common forms of severe incidents occur when a quad bike loses stability, causing injuries as it rolls over the rider trapped beneath. The risk of injuries during a rollover incident can be decreased by equipping the vehicle with rollover protection systems (ROPS), but since ROPS tend to decrease the stability of quad bikes, their use can be a trade-off between the risk of overturning and the outcome of any such incident. In this study, we examine the effects of approach angle, trailer load, ROPS and different hardware configurations on a quad bike’s static stability. We found that approach angle and trailer configurations influenced the vehicle’s stability, although the effect was difficult to quantify in a static environment. Furthermore, the quad bike’s stability was negatively influenced by equipping it with a heavy (44 kg) ROPS. It reduced the static stability by an average of 5.1°, while a light (14.7 kg) prototype ROPS only reduced the vehicle’s static stability by an average of 1.0°. The negative impact a ROPS has on a quad bike’s lateral stability could be effectively counteracted by increasing the quad bike’s track width. Increasing track width by less than 2% (20 mm) compensated for any negative impact that the light prototype ROPS had on the quad bike’s lateral stability.

Innovative concept of loading bimodal trailers with the organization of a loading terminal

The article presents an innovative concept of horizontal transverse loading of bimodal semitrailers by means of a transshipment terminal equipped with special the transshipment stands. An innovative switching station and a working principle improving the loading of bimodal trailers were described. The concept of the transshipment terminal equipped with several loading stands for bimodal semi-trailers is also presented. Various variants of organization of the terminal with horizontal transverse loading of bimodal semi-trailers are indicated. A preliminary computer simulation was carried out and the results are compared with the existing Polish system Tabor 1 and Tabor 2.

An adaptive sliding mode controller for the lateral control of articulated long vehicles

Today, use of articulated long vehicles is surging. The advantages of using large articulated vehicles are that fewer drivers are used and fuel consumption decreases significantly. The major problem of these vehicles is inappropriate lateral performance at high speed. The articulated long vehicle discussed in this article consists of tractor and two semi-trailer units that widely used to carry goods. The main purpose of this article is to design an adaptive sliding mode controller that is resistant to changing the load of trailers and measuring the noise of the sensors. Control variables are considered as yaw rate and lateral velocity of tractor and also first and second articulation angles. These four variables are regulated by steering the axles of the articulated vehicle. In this article after developing and verifying the dynamic model, a new adaptive sliding mode controller is designed on the basis of a nonlinear model. This new adaptive sliding mode controller steers the axles of the tractor and trailers through estimation of mass and moment of inertia of the trailers to maintain the stability of the vehicle. An articulated vehicle has been exposed to a lane change maneuver based on the trailer load in three different modes (low, medium and high load) and on a dry and wet road. Simulation results demonstrate the efficiency of this controller to maintain the stability of this articulated vehicle in a low-speed steep steer and high-speed lane change maneuvers. Finally, the robustness of this controller has been shown in the presence of measurement noise of the sensors. In fact, the main innovation of this article is in the designing of an adaptive sliding mode controller, which by changing the load of the trailers, in high-speed and low-speed maneuvers and in dry and wet roads, has the best performance compared to conventional sliding mode and linear controllers.

Fogging loads of California fresh citrus for control of Asian citrus psyllid, Diaphorina citri :

Contact insecticides are commonly applied as fogs to disinfest and disinfect spaces. Recently, these fogs have been adapted to treat commodity within the spaces, and much has been learned regarding the efficacy of this process. When considering fresh citrus in California, fogs are applied to control both insects and microbes. One insect pest, the Asian citrus psyllid (ACP), Diaphorina citri, is a quarantine pest in California and limiting its geographic distribution is a major goal of the California citrus industry. While a variety of phytosanitary measures can be used to control adult ACP once fruit is at a packing house, ultimately, a treatment must be developed to disinfest field-run fruit prior to its exiting the grove. High-pressure fogging with 1,100-L of an aqueous mixture containing 0.2% Evergreen® (6% pyrethrins & 60% piperonyl butoxide) and 0.5% (v/v) BreakThru® (polysiloxane surfactant) was explored in laboratory-, pilot-, and commercial-scale trials as an approach to disinfest a 48-bin trailer load of fresh citrus. Laboratory-scale studies were conducted to quantify, and subsequently model, insecticidal coverage as a function of temperature, surface area, droplet size, and fog volume. Results are discussed in the context of experimental variability across confirmatory trials and continued efforts to optimize the technical and economic feasibility of fogging as a postharvest control strategy.

Experimental thermal survey of automotive turbocharger

Turbochargers are commonly used in the automotive industry due to their ability to increase the specific power output of internal combustion engines. Heat transfer from the turbine to the compressor can strongly influence the turbocharger performance. Therefore, it is essential to consider heat transfer properties of the turbochargers. Existing heat transfer models are generally limited to the specific situations on the turbocharger test rig or the engine test bench, which are different to the real conditions of engine operation in a vehicle. Accurate modeling and calculation of the heat transfer require a more precise measurement study. In this research, we evaluate the temperature distribution of the turbocharger walls using an engine test bench and also a vehicle that are both equipped with the same instrumented turbocharger. Thermocouple measurements and thermography pictures were used to determine the temperature distributions of the turbocharger. Different heat transfer phenomena of turbocharger have been measured and analyzed. In addition, the effect of heat transfer on compressor efficiency is investigated. Several tests have been conducted, including a vehicle on a flat surface and also during an uphill climb with a trailer load hitched. The results of vehicle warm-up test show that the compressor housing has a higher temperature gradient in comparison with the engine test bench. The velocity of the air around the turbocharger is a factor that contributed toward the differences between an engine test bench and typical vehicle conditions.

Solid Waste Compactor and Ejector Transfer System Performance with Bulk Switchgrass

<abstract> A solid waste compactor and ejector transfer system provided alternative bulk compaction and hauling for switchgrass (SG) either field chopped with a forage harvester (FC) or with bales size-reduced with a tub grinder as coarse (CTG) and fine (FTG) materials. Bulk-compacted biomass was envisioned for an average depot-to-biorefinery transport distance of 56 km to take advantage of moderately increased bulk densities and efficient loading and unloading. The compactor increased bulk densities, although bulk densities were less than values reported for large packaged bales, either round or square. Maximum bulk densities observed were 168 kg m^-3 (wet density) or 139 dry kg m^-3 (Dkg m^-3). Bulk density differences were observed among SG materials, although the increased bulk density values for FC and FTG were statistically the same. Some variations were noted between bulk densities determined with ejector trailer loads and laboratory universal test machine measurements, which had a volumetric factor difference of over 33,000. Although bulk density values were less than those reported for bales, advantages were noted with bulk compaction loading and ejection unloading, such that FC loading a full over-the-road semi-trailer required a minimum of 24 min, as limited by the supply system, and unloading only required 5 min. If the supply to the compactor did not limit the compaction rate, a load time of 5 min was calculated for a theoretical maximum compaction rate (128.4 DMg h^-1) of FC based on compactor displacement and FC “loose” dry bulk density of 124.8 Dkg m^-3. Volumetric efficiency and other factors would potentially reduce the theoretical maximum compaction rate in practice. Low energy requirements for bulk compaction and ejection indicated an economy of scale, with compaction and unloading ejection energies as low as 1.05 and 0.05 kWh DMg^-1 for FC, respectively. Bulk compaction consumed energy that was orders of magnitude less than some agglutination techniques and offered a compromise to easily increase bulk density for moderate transport distances. Spillage between the compactor and ejector trailer should be addressed for commercial applications, especially for FC materials that flow well. Bulk compaction proved viable with off-the-shelf designs, and there is potential to improve designs with reduced-friction internal surfaces and integration of compaction and ejection functions into a dedicated vehicle.