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To determine the maneuverability of three-link road trains type “B-triple” with steered axles of semi-trailers dollies

Marchuk Roman, Sakhno Volodymyr, Murovanyi Igor, Razboinikov Oleksandr, Bosenko Volodymyr, Marchuk Nazar

Archiwum Motoryzacji

2024

Vol. 104, nr 2

97--111

In recent years, the development of container transportation served as a powerful impetus for increasing the length of vehicles, especially road trains, which is due to a number of advantages regarding the transportation of large-sized freight in a container. Today, the whole range of containers is transported by two-link road trains consisting of a tractor vehicle and semi-trailer. The efficiency of such transportation can be increased by means of three-link road trains capable of transporting either three (two 20-foot and one 40- or 45-foot) or four 20-foot containers. This organization of transportation will lead to energy savings and a reduction in environmental pollution due to the reduction of vehicles. However, there is a problem with the maneuverability and stability of such vehicles. The paper developed a kinematic model of three-link road train type “B-triple” with steered axles (front or rear) of semi-trailer dolly with a dual drive control for these axles. Based on folding angles of road train links and drive control transmission ratios of the axles of semi-trailer dolly, the main indicators of road train maneuverability are determined – road train links trajectories displacement relative to the vehicle trajectory and road train overall traffic lane. It was established that when entering a turn with slight differences in folding angles of road train links, the steered axles of semi-trailer dolly turn in the direction opposite to the direction of a turn, thereby reducing the overall traffic lane. During circular motion, the overall traffic lane of road train with steered semi-trailers decreased by almost 2 m, but such road train does not meet the maneuverability requirements. The search for ways to improve the maneuverability of three-link road trains should be sought in the designs of three-link road trains.

To determine stability of the road train with O1-category trailer

Marchuk Roman, Sakhno Volodymyr, Chovcha Iryna, Marchuk Nazar, Marchuk Mykola

Zeszyty Naukowe. Transport / Politechnika Śląska

2023

z. 119

159--170

In the work improved system of equation of plane-parallel movement of the road train with single-axle O1-category trailer. Defined lateral reactions on the vehicle and trailer wheels at body roll, wheels slip caused by body roll and also developed road train spatial mathematical model in a transverse plane. This model is used to study the road train course stability with O1-category trailer. It is shown that the spatial model of road train with no vehicle and trailer wheels inclination has the same divergent instability characteristic as the plane road train layout.

To determine the stability of the metrobus in unstable driving modes

Marchuk Roman, Marchuk Nazar, Sakhno Volodymyr, Poliakov Viktor M.

Archiwum Motoryzacji

2021

Vol. 91, nr 1

63--79

Recently in many cities of the world began to introduce so-called «metrobus» or BRT (Bus Rapid Transit) systems, which became a cheaper alternative to the metro and other rail transport, in particular trams. The aim of the work is to determine the stability indicators of the metrobus in the transitional traffic modes, in particular when performing such manoeuvres as «steering wheel jerk» and «shuffle». For this purpose, the equations of metrobus plane-parallel motion are supplemented by equations of the links of the road train in the vertical plane by halopilation (tangage, trim) and roll. The critical straight-line speed of the three-link metrobus has been determined, which was 32,06 m/s, and this speed is independent of the corners of the steering wheels of the bus and the trailer links. It has been shown that as the steering wheel angle of the bus increases, the difference in the folding angles of the bus increases, with the second folding angle significantly exceeding the first, especially considering the roll of the metrobus body. It has been established that the greatest rolls and loads of the metrobus axles are those of the last trailer, which is the limiting factor for the critical speed. The lateral accelerations of individual metrobus links and their yaw velocity when performing the manoeuvre «steering wheel jerk» and «shuffle, Sl = 24 m», show that both the bus and the second trailer link are a limiting factor when performing various manoeuvres, but the acceleration value does not exceed the permissible 0.4 g, so its stability under these conditions is ensured.