整体自装卸补给车专用挂车总体设计

介绍了整体自装卸补给车专用挂车总体及各部分总成结构,通过空气悬架对挂车高度的调整,与主车对接实现独立装卸作业,提高了自装卸补给车的运输能力。     

山东三星明航专汽铝制厢式中置轴挂车研发项目正式启动

正据悉,随着全新的GB1589《道路车辆外廓尺寸、轴荷及总质量限值》发布,中置轴车辆运输挂车及列车、中置轴货运挂车及列车等车型迎来新的发展机遇。对此,各车辆生产企业、物流运输企业、商用车媒体、卡车司机均给予了高度关注,已有多家业内知名企业着手相关车型的研发生产。山东三星明航专汽经过长期筹备,近期已正式开启铝制厢式中置轴挂车项目研发。据了解,中置轴挂车与其他挂车相比,具有节能     

重型商用车空气动力学性能分析与优化

为降低某货车的气动阻力,本文对导流罩形式、遮阳板角度以及挂车高度进行了空气动力特性的数值模拟,得到了货车模型外流场的压力云图和速度云图,分析了各种方案的减阻机理。通过分析比较,改变导流罩的形式和遮阳板角度可以有效的减少阻力效果,挂车高度对阻力影响不大。分析结果可以对后续的匹配设计提供参考依据。     

半挂牵引车牵引座要览(下)

摆动式牵引座(Oscillating fifth wheels)：主要用在低车架(lowboy)挂车和油罐车上，在那里挂车的重心(GG)等于或者低于牵引座的安装高度。他们前后摆动，而且某种程度上左右摆动。这种结构容许以任何可能的角度(例如非公路应用范围)进行连接。然而，随着这种灵活性的提高，也额外地增加了重量，增加了成本和维修要求。摆动式牵引座只能与低重心(low-GG)挂车一起使用，否     

明斯克汽车厂的MA3挂车

编者按:我国现行的汽车分类新标准GB/T 3730.1-2001<汽车和挂车类型的术语和定义>,将道路车辆划分为汽车、挂车和汽车列车3个类别,挂车又分为牵引杆挂车(在老标准中被定义为全挂车)、半挂车和中置轴挂车.本文中,将牵引杆挂车简称为全挂车,目的仅在于简练易读.     

挂车的电子控制制动系统(EBS)及空气悬架电子高度控制模块(ELM)

随着运输业竞争的加剧和商用车电子化的快速发展,应用在牵引车(主车)和挂车上的电子控制系统广受业界关注.近年来,电子控制的制动系统和悬架系统的引入,顺应了社会发展的要求.本文对应用于挂车的电子控制制动系统(EBS)和空气悬架电子高度控制模块(ELM)的原理、安装和应用进行简单介绍.     

关于影响挂车自动制动响应时间的简单探讨

国内牵引车和挂车采用气压制动系统,其系统压力为0.85MPa,挂车在常规制动、紧急状况下的自动制动都可以通过牵引车来控制。挂车制动气源来自牵引车驻车回路,挂车与牵引车是通过两条管路进行连接的,其中红色管路为供能管路常有气,黄色管路为控制管路控制着挂车的制动和紧急状况下的自动制动。挂车分为半挂车和全挂车,本文讨论的是半挂车,对应的牵引车为半挂牵引车。     

新型挂车制动及悬架电子控制系统

随着汽车工业的高速发展,汽车电子控制系统广受社会关注,未来的汽车发展方向之一为电子化、集成化,目前,欧、美等发达国家已在商用车及挂车上普遍安装了智能电子控制的制动及悬架系统,这里以全球领先的威伯科控制系统为例,介绍挂车电子制动系统（EBS）和空气悬架电子高度控制模块（ELM）的功能原理、安装和应用。[第一段]     

挂车手制动系统

1前言 牵引挂车在制动时比较容易发生侧滑或主挂车折迭等现象,极大地影响牵引挂车的安全性,主要是因为主车与挂车的制动匹配缺陷即挂车的制动相对主车滞后而引起挂车冲撞主车或挂车提前制动抱死车轮.随着汽车向大吨位、高速度方向发展,这些问题越来越多地困扰着汽车生产企业和广大用户.     

浅析挂车气压防抱制动系统

由于我国挂车多为3．5～10 t以上,ABS在提高挂车行车安全性方面具有更加重要的意义。目前,虽然挂车为选装ABS系统,但是随着挂车的出口日益增多,越来越多的挂车装配了汽车防抱制动系统。     

Passenger car and passenger car–trailer — different tasks for the driver

This paper investigates which different steering reactions are necessary by the driver to avoid obstacles driving a car with or without a trailer. For car and trailer complex 3D-models with nonlinear tyre characteristics are established. The driver modelling extends the well-known 2-level concept with an overruling 3rd level, that will be activated, if unexpected large driver reactions due to the large local path deviations are necessary. The results, comparing these different driver models for car and car–trailer, clearly show the consequences and advantages of the incorporation of a third, extensive reaction level and especially its importance for the car–trailer combination.     

A Theoretical Analysis of the Ride Vibration of Agricultural Tractor and Trailer Combinations

A six degree of freedom model of an agricultural tractor and trailer combination has been developed. Results from eigenvalue and frequency response calculations indicated that tractor operator vibration levels will be higher when operating with a trailer than for the tractor alone, due mainly to increased tractor pitch motion.

Although minor improvements could be made to present tractor and trailer combinations by moving the hitch forward of the tractor rear axle or providing some damping at a sprung hitch, the scope for a significant improvement in ride lies in changing the configuration. If higher speed specialised transport vehicles prove economical for agriculture, there are some advantages in ride vibration to be gained by changing the layout of the tractor and trailer combination to resemble an off-road version of a commercial articulated lorry.     

A Theoretical Analysis of the Ride Vibration of Agricultural Tractor and Trailer Combinations

SUMMARY

A six degree of freedom model of an agricultural tractor and trailer combination has been developed. Results from eigenvalue and frequency response calculations indicated that tractor operator vibration levels will be higher when operating with a trailer than for the tractor alone, due mainly to increased tractor pitch motion.

Although minor improvements could be made to present tractor and trailer combinations by moving the hitch forward of the tractor rear axle or providing some damping at a sprung hitch, the scope for a significant improvement in ride lies in changing the configuration. If higher speed specialised transport vehicles prove economical for agriculture, there are some advantages in ride vibration to be gained by changing the layout of the tractor and trailer combination to resemble an off-road version of a commercial articulated lorry.     

多轴挂车车架强度计算的程序实现

针对专用车厂家设计生产中的实际需要,用LabVIEW图形化语言编写了多轴挂车车架的强度计算程序,能快速对车架进行强度校核和刚度校核,可大大提高设计效率。     

多轴液压挂车转向角期望值的确定

介绍了目前多轴线挂车设计中普遍采用的转向角期望值的确立方法并指出其存在的问题,引入了牵引距、转向距等概念,给出挂车列车在无侧滑的纯滚动要求下目标转角的正确计算方法,对某型挂车的转向实例进行了分析并作出结论。     

Estimation of trailer off-tracking using visual odometry

High-capacity vehicles have been shown to be highly effective in reducing emissions associated with road freight transport. However, the reduced manoeuvrability of long vehicles often necessitates the use of active trailer steering. Path-following trailer steering systems are very effective in this regard, but are currently limited to on-highway applications due to the manner in which trailer off-tracking is estimated. In this work, a novel trailer off-tracking measurement concept is introduced which is independent of wheel slip and ground surface conditions, and requires no additional sensor measurements or parameter data from the tractor. The concept utilises a stereo camera pair affixed to the trailer and a visual odometry-based algorithm to calculate off-tracking. The concept was evaluated in detailed simulation and full-scale vehicle tests, demonstrating its feasibility and highlighting some important characteristics. RMS measurement errors of 0.11–0.12?m (3.3–3.6%) were obtained in a challenging visual environment.     

机场拖车制动系统的改进方案探析

以现有的机场拖车为原型,针对制动时存在的问题,提出了一些改进建议和想法,使拖车在牵引车制动时能利用自身的惯性力自行制动,减少制动距离和时间,以符合当前机场大运货量对制动距离的要求。     

Frequency Response Analysis of Canadian Logging Trucks

SUMMARY

This paper examines the frequency responses often logging truck configurations currently operating in the interior of British Columbia in Canada. The work is an extension of a previous study conducted at the National Research Council (NRC) in 1990. The previous study presented an extensive analysts of the directional responses and frequency responses of four Canadian log-hauling truck configurations; a tractor/pole trailer, a tractor/triaxle trailer, a tractor/quadaxle trailer (with a single load), and a tractor/single-axle-jeep/pole trailer. In the current study, the frequency responses of these four configurations are compared with those of six more log-hauling truck configurations; a tractor/ tandem-axle-jeep/pole trailer, a doglogger, a double doglogger, a tractor/quadaxle trailer (with a dual load), a tractor/jeep/triaxle trailer, and a tractor/jeep/quadaxle trailer. The current study makes use of three models developed by NRC in the previous study, and a new model developed at NRC in cooperation with the University of Victoria.

The frequency response method has been applied in this study to predict the lateral acceleration at the centre of gravity of each articulated vehicle unit, and the rearward amplification ratio. The logging truck simulation results have been compared with corresponding results, obtained using UMTRI's simplified models, for three conventional highway vehicles; a tractor/semitrailer, a B-train, and an A-train. The comparison provides a useful indication of the differences between the behaviours of logging trucks and conventional highway trucks in their shared environment.     

Lateral dynamics of motorcycles towing single-wheeled trailers

A motorcycle towing a single-wheel trailer may provide useful transport for light cargo on narrow tracks and off-road use, particularly in rural areas of developing countries. Four designs of such trailers are described. Linear models are derived for the lateral dynamics of an off-road motorcycle towing this type of trailer straight ahead at constant speed. The trailers were tested behind an instrumented motorcycle. Linear autoregressive models were fitted to the experimental data using system identification techniques. Analytical and experimentally derived models largely agreed on frequency, damping and shape of the weave, wobble and trailer sway normal modes. The trailers made the motorcycle’s steering heavier but the analytical models did not predict this. The location of the articulation axes between the motorcycle and the trailer were found to be critical for stability. The best trailer design handled well with loads up to 200 kg and speeds up to 70 km/h.     

Lateral dynamics of motorcycles towing single-wheeled trailers

A motorcycle towing a single-wheel trailer may provide useful transport for light cargo on narrow tracks and off-road use, particularly in rural areas of developing countries. Four designs of such trailers are described. Linear models are derived for the lateral dynamics of an off-road motorcycle towing this type of trailer straight ahead at constant speed. The trailers were tested behind an instrumented motorcycle. Linear autoregressive models were fitted to the experimental data using system identification techniques. Analytical and experimentally derived models largely agreed on frequency, damping and shape of the weave, wobble and trailer sway normal modes. The trailers made the motorcycle's steering heavier but the analytical models did not predict this. The location of the articulation axes between the motorcycle and the trailer were found to be critical for stability. The best trailer design handled well with loads up to 200 kg and speeds up to 70 km/h.