Power circulation in driveline system when the wheels of tractor and trailer are driven

Janulevičius, Algirdas; Pupinis, Gediminas

doi:10.3846/16484142.2013.832378

Cited by 11 publications

(2 citation statements)

References 12 publications

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“…Table 3 presents a list of the average slip values on the driven wheels of the tractor-trailer unit dependent on the setting of the potentiometer controlling the trailer hybrid drive. Janulevičius et al [26] studied the slip of wheels in a tractor-trailer unit travelling through a rut across a flat field in relation to the load mass and the variant of the drive of the wheels of the trailer tandem axle. In a situation where the tractor had the front axle drive off and the tandem axle of the trailer was driven only by the front wheels, the authors recorded slip values on the rear tractor axle of 7.3% and on the front wheels of the trailer tandem axle of 8.5% when travelling with a load.…”

Section: Working Cyclementioning

confidence: 99%

Operating Characteristics of a Timber Trailer with a Hybrid Drive

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Pazdera

et al. 2022

Forests

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This paper deals with the design and operational evaluation of a timber tractor-trailer unit with a hybrid trailer drive. The source of electrical energy for the two induction motors driving the front wheels of the tandem trailer axle is a battery, which is recharged by an induction machine operating as a generator during periods of a lower demand for power from the tractor diesel engine. An electric drive was designed for the defined working cycle of the tractor-trailer unit, and its loading characteristics were tested in the laboratory. The parameters measured on the field tests during timber forwarding were battery voltage and power, and the energy balance. Three adjustment levels of the potentiometer controlling the trailer hybrid drive (50, 75 and 100%) were tested at three different forwarding distances of 100, 500 and 1000 m. Additionally, any slippage of the prime mover wheels and trailer was measured. The maximum peak power taken from the battery was ca. 33 kW during the field tests, whilst the drive was able to deliver a peak output of up to 72 kW for 10 s and permanently up to ca. 50 kW. Even in harsh terrain conditions, the electric drive assisted the combustion engine only when the loaded tractor-trailer unit was travelling uphill. The hybrid drive operation was sustainable for the whole working shift, without the need for recharging when the potentiometer was set to 50%. This appropriate setting of the potentiometer controlling the trailer’s hybrid drive reduced the slipping of the driven wheels of the tractor-trailer unit whilst travelling uphill.

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Section: Working Cyclementioning

confidence: 99%

Operating Characteristics of a Timber Trailer with a Hybrid Drive

Zemánek

Procházka

Pazdera

et al. 2022

Forests

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“…The work of many researchers is devoted to the study of the stability of the movement of tractor semitrailers [11,12]. Moreover, when using a tractor with both conventional two-axle trailers [13] and trailers with active wheel drive [14], it is suggested to use the utilization factor of its own operating weight [15].…”

Section: Introductionmentioning

confidence: 99%

Theoretical Investigation of Selection (Calculation) of Design Parameters of Modular Draft Device in Aggregation of Semitrailers

et al. 2022

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One of the directions for expanding the functional properties of modular draft devices (MDD) is their use with semitrailers (using a fifth-wheel coupling, installed on the technological module). The issue with this is due to their ability to create such a redistribution of the MDD operational mass along the semitrailer’s axles whereby the loss of control of the entire transport aggregate is possible. To solve this problem, regularities have been established to consider in choosing the design parameters of the MDD. It has been established by theoretical calculations that an increase in the angle of inclination of the central α, with negative values of the angle of inclination of the lower β links of the rear-mounted mechanism of the MDD’s power module (PM), leads to an increase in the vertical load of the wheels of its technological module. The transition of the longitudinal coordinate point of the semitrailer’s tractive resistance application from −0.30 m to +0.30 m, provided α > β, leads to an increase in the vertical load on the wheels of its technological module. Increasing the angles of inclination of the central and lower links of the rear linkage of the PM leads to an increase in the vertical load on the wheels of its front axle. An exception is the option in which the lower links of the specified linkage mechanism are set at a negative angle at the level of −10o. An increase in the value of the angle of inclination of the central value, with positive values of the angle of inclination of the lower links of the rear-mounted mechanism of the PM, and compliance with the condition α < β, leads to a decrease in the vertical load of the wheels of the technological module.

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