Commodity hauling of bulk goods is a growing enterprise that has expanded from hauling agricultural products to hauling many other bulk products. Commodity trailers are used to haul agricultural products from storage facilities to processing plants. These trailers are designed for highway use but are frequently required to work in field conditions as well. In many cases this environment overstresses these trailers and results in permanent irreparable damage. In addition to the structural problems of these trailers, the current systems for unloading the bulk produce from these trailers have serious inadequacies. While functional, the currently used chain and non-chain driven belt discharge devices are expensive and often problematic, requiring frequent maintenance and replacement. Furthermore, the discharge device also causes damage to the produce. This thesis provides innovative solutions to these two key problems and introduces a completely new trailer design that can be used for both field and road conditions. The main chassis of the trailer has a framework of ribs supported by two I-beams. This unique rib design combined with the main I beams act as large vertebra, which results in a rigid underbody that maintains flexibility and strength. Special consideration was taken while creating this design to account for dynamic loading on soft muddy soils or uneven surfaces while still maintaining the desired lightweight trailer characteristics. In addition to the improved trailer frame and body design, a simple and effective device for unloading bulk products was constructed. The new design-a belt-over-chain system-is actually two separate systems performing one job in unison with different characteristics and speeds. The system works by means of a hydraulic orbit motor that actuates the drive chains into motion. The weight of bulk commodities on the chain presses the unattached conveyor belt against the chain and cross-members, creating friction, which advances the conveyor belt. This thesis solves two of the problems associated with hauling bulk produce from the field to the storage facility and sets the groundwork for improving the hauling capabilities used to move commodities from the field. Finally, this thesis introduces a new commodity self-unloading trailer for hauling produce, which has a belt system that preserves quality and a body design that provides trailer longevity.

Este trabalho apresenta uma análise multicorpos de combinação veicular de carga com chassi de semirreboque flexível, para avaliação de dinâmica lateral. O contexto é dado por um breve panorama do transporte rodoviário de cargas no Brasil. No intuito de melhorar seus produtos, os fabricantes de implementos rodoviários têm utilizado metodologias de desenvolvimento baseadas em simulação virtual. Nessas circunstâncias, análises dinâmicas são realizadas, geralmente levando-se em conta a hipótese de corpos rígidos (não deformáveis). Subjetivamente, é sabido que a inclusão da flexibilidade em um modelo numérico o aproxima do fenômeno real, mas são raros os trabalhos que analisam quantitativamente essa diferença. Assim, neste estudo é proposta uma abordagem para consideração da flexibilidade estrutural do chassi de um semirreboque em simulações de tráfego. Procede-se a discretização do quadro do implemento em elementos finitos, para realização de análise de vibração livre, na qual são determinados os modos (autovetores) e as frequências naturais (autovalores) da estrutura. Utilizando metodologia de superposição modal, os modos de vibração são classificados para compor, por combinação linear, a flexibilidade da estrutura nas análises dinâmicas em ferramenta comercial de MBS (sistemas multicorpos). São realizadas, então, simulações de manobras representativas da dinâmica lateral de combinações veiculares, com ênfase à estabilidade em rolagem. Os efeitos globais da inserção de flexibilidade modal no chassi do semirreboque são avaliados por meio de métricas específicas, baseadas em normas ISO de dinâmica lateral para veículos pesados. Os resultados das simulações, apresentados em forma gráfica e tabelas, mostram a grande influência da flexibilidade estrutural do chassi no desempenho dinâmico da combinação veicular analisada. Grandezas relevantes como aceleração lateral (no domínio do tempo e da frequência), ângulo de rolagem e força atuante nos pneus, além de fenômenos físicos como a transferência lateral de carga em curvas, são fortemente afetados pela flexibilidade do quadro. Agrega-se ao trabalho desenvolvido uma forma simplificada de equacionar analiticamente a rolagem de um semirreboque flexível. É realizada também uma análise de sensibilidade da rigidez torcional do chassi quanto ao número de travessas. / This work presents a lateral dynamics multibody analysis of a heavy articulated vehicle with a flexible frame for the semi-trailer. The context is given by a short perspective of the load carrying transportation scenery in Brazil. In order to build better products, the trailer manufacturers have been using development methodologies based on virtual simulation. In these circumstances, dynamic analyses are carried out, considering the hypothesis of rigid (non-deformable) bodies. Subjectively, it is known that the inclusion of flexibility in a numerical model brings it closer to reality, but very few studies work on giving numbers to this difference. Thus, this study presents an approach for taking into account the frame structural flexibility of a semi-trailer in traffic simulations. The frame of the semi-trailer is represented by a finite element model, and a free vibration analysis of this structure is carried out. The mode shapes (eigenvectors) and natural frequencies (eigenvalues) are determined. With a mode superposition method, the vibration modes are classified, for the purpose of building the structural flexibility (by linear combination) of the chassis in the dynamic analyses of the MBS software. Typical maneuvers of lateral dynamics are simulated, testing the roll stability of the combined vehicle model. The global effects for considering the mode flexibility in the semitrailer frame are evaluated through specific metrics, based on ISO standards for heavy vehicles lateral dynamics. The strong influence of the frame structural flexibility, when analyzing the articulated vehicle transient behavior, is showed by simulation results, which are presented in graphics and tables. Important measurements, such as lateral acceleration (in time and frequency domains), roll angle and vertical force on tires, besides physical phenomenon like lateral load transfer, are significantly modified by the flexibility of the frame. A simplified approach for writing the analytical equations of the flexible semi-trailer roll dynamics is added to the study. A torsional stiffness sensitivity analysis is also performed, regarding the number of transversal members in the semi-trailer chassis.

Este trabalho apresenta uma análise multicorpos de combinação veicular de carga com chassi de semirreboque flexível, para avaliação de dinâmica lateral. O contexto é dado por um breve panorama do transporte rodoviário de cargas no Brasil. No intuito de melhorar seus produtos, os fabricantes de implementos rodoviários têm utilizado metodologias de desenvolvimento baseadas em simulação virtual. Nessas circunstâncias, análises dinâmicas são realizadas, geralmente levando-se em conta a hipótese de corpos rígidos (não deformáveis). Subjetivamente, é sabido que a inclusão da flexibilidade em um modelo numérico o aproxima do fenômeno real, mas são raros os trabalhos que analisam quantitativamente essa diferença. Assim, neste estudo é proposta uma abordagem para consideração da flexibilidade estrutural do chassi de um semirreboque em simulações de tráfego. Procede-se a discretização do quadro do implemento em elementos finitos, para realização de análise de vibração livre, na qual são determinados os modos (autovetores) e as frequências naturais (autovalores) da estrutura. Utilizando metodologia de superposição modal, os modos de vibração são classificados para compor, por combinação linear, a flexibilidade da estrutura nas análises dinâmicas em ferramenta comercial de MBS (sistemas multicorpos). São realizadas, então, simulações de manobras representativas da dinâmica lateral de combinações veiculares, com ênfase à estabilidade em rolagem. Os efeitos globais da inserção de flexibilidade modal no chassi do semirreboque são avaliados por meio de métricas específicas, baseadas em normas ISO de dinâmica lateral para veículos pesados. Os resultados das simulações, apresentados em forma gráfica e tabelas, mostram a grande influência da flexibilidade estrutural do chassi no desempenho dinâmico da combinação veicular analisada. Grandezas relevantes como aceleração lateral (no domínio do tempo e da frequência), ângulo de rolagem e força atuante nos pneus, além de fenômenos físicos como a transferência lateral de carga em curvas, são fortemente afetados pela flexibilidade do quadro. Agrega-se ao trabalho desenvolvido uma forma simplificada de equacionar analiticamente a rolagem de um semirreboque flexível. É realizada também uma análise de sensibilidade da rigidez torcional do chassi quanto ao número de travessas. / This work presents a lateral dynamics multibody analysis of a heavy articulated vehicle with a flexible frame for the semi-trailer. The context is given by a short perspective of the load carrying transportation scenery in Brazil. In order to build better products, the trailer manufacturers have been using development methodologies based on virtual simulation. In these circumstances, dynamic analyses are carried out, considering the hypothesis of rigid (non-deformable) bodies. Subjectively, it is known that the inclusion of flexibility in a numerical model brings it closer to reality, but very few studies work on giving numbers to this difference. Thus, this study presents an approach for taking into account the frame structural flexibility of a semi-trailer in traffic simulations. The frame of the semi-trailer is represented by a finite element model, and a free vibration analysis of this structure is carried out. The mode shapes (eigenvectors) and natural frequencies (eigenvalues) are determined. With a mode superposition method, the vibration modes are classified, for the purpose of building the structural flexibility (by linear combination) of the chassis in the dynamic analyses of the MBS software. Typical maneuvers of lateral dynamics are simulated, testing the roll stability of the combined vehicle model. The global effects for considering the mode flexibility in the semitrailer frame are evaluated through specific metrics, based on ISO standards for heavy vehicles lateral dynamics. The strong influence of the frame structural flexibility, when analyzing the articulated vehicle transient behavior, is showed by simulation results, which are presented in graphics and tables. Important measurements, such as lateral acceleration (in time and frequency domains), roll angle and vertical force on tires, besides physical phenomenon like lateral load transfer, are significantly modified by the flexibility of the frame. A simplified approach for writing the analytical equations of the flexible semi-trailer roll dynamics is added to the study. A torsional stiffness sensitivity analysis is also performed, regarding the number of transversal members in the semi-trailer chassis.

High precision control of a truck and trailer system requires accurate and robust state estimation of the system. This thesis work explores the possibility of estimating the states with high accuracy from sensors solely mounted on the truck. The sensors used are a LIDAR sensor, a rear-view camera and a RTK-GNSS receiver. Information about the angles between the truck and the trailer are extracted from LIDAR scans and camera images through deep learning and through model-based approaches. The estimates are fused together with a model of the dynamics of the system in an Extended Kalman Filter to obtain high precision state estimates. Training data for the deep learning approaches and data to evaluate and compare these methods with the model-based approaches are collected in a simulation environment established in Gazebo. The deep learning approaches are shown to give decent angle estimations but the model-based approaches are shown to result in more robust and accurate estimates. The flexibility of the deep learning approach to learn any model given sufficient training data has been highlighted and it is shown that a deep learning approach can be viable if the trailer has an irregular shape and a large amount of data is available. It is also shown that biases in measured lengths of the system can be remedied by estimating the biases online in the filter and this improves the state estimates.

Este trabalho apresenta uma análise multicorpos de combinação veicular de carga com chassi de semirreboque flexível, para avaliação de dinâmica lateral. O contexto é dado por um breve panorama do transporte rodoviário de cargas no Brasil. No intuito de melhorar seus produtos, os fabricantes de implementos rodoviários têm utilizado metodologias de desenvolvimento baseadas em simulação virtual. Nessas circunstâncias, análises dinâmicas são realizadas, geralmente levando-se em conta a hipótese de corpos rígidos (não deformáveis). Subjetivamente, é sabido que a inclusão da flexibilidade em um modelo numérico o aproxima do fenômeno real, mas são raros os trabalhos que analisam quantitativamente essa diferença. Assim, neste estudo é proposta uma abordagem para consideração da flexibilidade estrutural do chassi de um semirreboque em simulações de tráfego. Procede-se a discretização do quadro do implemento em elementos finitos, para realização de análise de vibração livre, na qual são determinados os modos (autovetores) e as frequências naturais (autovalores) da estrutura. Utilizando metodologia de superposição modal, os modos de vibração são classificados para compor, por combinação linear, a flexibilidade da estrutura nas análises dinâmicas em ferramenta comercial de MBS (sistemas multicorpos). São realizadas, então, simulações de manobras representativas da dinâmica lateral de combinações veiculares, com ênfase à estabilidade em rolagem. Os efeitos globais da inserção de flexibilidade modal no chassi do semirreboque são avaliados por meio de métricas específicas, baseadas em normas ISO de dinâmica lateral para veículos pesados. Os resultados das simulações, apresentados em forma gráfica e tabelas, mostram a grande influência da flexibilidade estrutural do chassi no desempenho dinâmico da combinação veicular analisada. Grandezas relevantes como aceleração lateral (no domínio do tempo e da frequência), ângulo de rolagem e força atuante nos pneus, além de fenômenos físicos como a transferência lateral de carga em curvas, são fortemente afetados pela flexibilidade do quadro. Agrega-se ao trabalho desenvolvido uma forma simplificada de equacionar analiticamente a rolagem de um semirreboque flexível. É realizada também uma análise de sensibilidade da rigidez torcional do chassi quanto ao número de travessas. / This work presents a lateral dynamics multibody analysis of a heavy articulated vehicle with a flexible frame for the semi-trailer. The context is given by a short perspective of the load carrying transportation scenery in Brazil. In order to build better products, the trailer manufacturers have been using development methodologies based on virtual simulation. In these circumstances, dynamic analyses are carried out, considering the hypothesis of rigid (non-deformable) bodies. Subjectively, it is known that the inclusion of flexibility in a numerical model brings it closer to reality, but very few studies work on giving numbers to this difference. Thus, this study presents an approach for taking into account the frame structural flexibility of a semi-trailer in traffic simulations. The frame of the semi-trailer is represented by a finite element model, and a free vibration analysis of this structure is carried out. The mode shapes (eigenvectors) and natural frequencies (eigenvalues) are determined. With a mode superposition method, the vibration modes are classified, for the purpose of building the structural flexibility (by linear combination) of the chassis in the dynamic analyses of the MBS software. Typical maneuvers of lateral dynamics are simulated, testing the roll stability of the combined vehicle model. The global effects for considering the mode flexibility in the semitrailer frame are evaluated through specific metrics, based on ISO standards for heavy vehicles lateral dynamics. The strong influence of the frame structural flexibility, when analyzing the articulated vehicle transient behavior, is showed by simulation results, which are presented in graphics and tables. Important measurements, such as lateral acceleration (in time and frequency domains), roll angle and vertical force on tires, besides physical phenomenon like lateral load transfer, are significantly modified by the flexibility of the frame. A simplified approach for writing the analytical equations of the flexible semi-trailer roll dynamics is added to the study. A torsional stiffness sensitivity analysis is also performed, regarding the number of transversal members in the semi-trailer chassis.

This diploma thesis deals with a system comparison of three-axled undercarriage for tractor trailer. It also contains a concept of the trailer and a calculation of frame by finite element method. There is also complete drawing documentation of frame of trailer in supplement.

This thesis presents the theory, methodology and results of building, tuning and testing a prototype for controlling body roll movement. Body roll is a result of lateral acceleration that acts on a vehicle when turning and result in torque on the roll center of the vehicle. The objective of this thesis is, in collaboration with Freno Air AB [7], to build a prototype and, with the help of sensors and micro controllers, restrict the body roll to avoid roll over on a semi-trailer that the company builds. The control unit in this thesis includes two PID controllers that is vastly used today in many different applications. The control unit is fed with signals from two pressure sensors on each side of the prototype frame. The pressures are given by four syringes, two on each side that are connected to the pressure sensors. One PID has small gains of KP = 0.2, KD = 0.005 and KI = 0 to take care of smaller and slower variations of pressure difference and one PID with higher gains of KP = 1, KD = 1 and KI = 0 to take care of faster and bigger variations in pressure difference which in both of the cases the pressure difference translates to body roll. The pressures give is enough of information of the prototypes state to be able to control it with the help of a motion platform that is able to roll in opposite direction to equalize the pressures. The results for the two cases of slow roll and fast roll are promising with a fast response, few oscillations and overshoots, which makes the system fast and stable, two things that are opposites in the world of closed loop control. The experiment was performed in a stationary form with applied disturbances and actuated with a motion platform capable of roll rotation.

No description available.

This study aims to explore effectiveness within intermodal transportation of semi-trailers based on the variables cost and time. Intermodal transport can be explained as a transportation of a carrier, from the origin to the final destination, using two or more modes of transport (Crainic & Kim, 2007 p.467). This study focuses on the two modes of transport rail and road. The rail transportation has big advantages towards other modes of transport since it has less impact on the environment, given that the energy is produced in Sweden (Trafikverket 2017) but there are more benefits to be utilized. The rail transportation is generally more profitable on distances greater than 500 km, thus it can transport high volumes of goods over long distances for a low cost. The fixed costs that´s added in the terminals and the rail transports low degree of flexibility compared to the road transport is the primary reasons why rail transportation isn´t profitable on shorter distances. This study has made a market research to see where the final destinations for the imported semi-trailers are located in Sweden and Norway. This, to see where there are potential to develop and create new rail shuttles from Port of Gothenburg to dry ports across the Swedish and Norwegian inland for transportation of semi-trailers. Interviews have been conducted with carriers to create a more correct view of the current situation. Study results show that the greatest volumes of the transported semi-trailers ends up in the areas around Helsingborg and Stockholm, with the region around Gothenburg excluded. Dry ports positioned in this area show the best potential for development of new rail shuttles. The results from conducted interviews with carriers express that time is the most important aspect for their operation and their clients, that is also the reason why they don´t use the railway for transportation of semi-trailers. Carriers also consider the trains to be unreliable and the railway operation in Port of Gothenburg has so far not been operating well enough for them. The result show that 38 percent of the imported semi-trailers have their final destination in the area around Gothenburg and naturally it´s not possible for the railway to compete with the road transport at such a short distance. In order for the railway to compete with the road transport, rail shuttles to regions with high flows of semi-trailers must be developed to not loose in time and flexibility. Thus, the railway transportation has other opportunities than just transportation. In dry ports there are opportunities for storage of goods, which is generally cheaper than in the port and simultaneously create time gains in the final transportation, thus the goods are closer to the customer. Port of Gothenburg can compete with other ports, which are geographically closer to a certain customer, through more rail shuttles with more frequent departures and then take more market shares within Nordic transportation. / Studien syftar till att undersöka transporteffektiviteten för intermodala transporter av semitrailrar med utgångspunkt från variablerna kostnad och tid. Intermodala transporter kan förklaras som en transport av en lastbärare från dess ursprung till dess slutdestination med hjälp av två eller flera olika transportsätt (Crainic & Kim, 2007 s.467) och denna studie fokuserar på de två transportsätten järnväg och väg. Just järnvägstransporten har en stor fördel gentemot andra transportsätt då det är ett mer miljövänligt alternativ, förutsatt att det är eldrivna tåg samt att elen är producerad i Sverige (Trafikverket 2017) men det finns även fler fördelar som kan utnyttjas. Järnvägstransporten är generellt lönsammare på avstånd längre än 500 km, då det kan transportera stora volymer över långa avstånd till en låg kostnad. Varför det inte är lönsamt på kortare sträckor beror framför allt på de fasta avgifter som tillkommer vid terminalerna och järnvägens relativt låga flexibilitet gentemot vägtransporten. Studien har gjort en marknadsundersökning för att se var de importerade semitrailrarna har sin slutdestination inom Sverige och Norge. Det för att se var det finns potential för att utveckla och skapa nya järnvägspendlar från Göteborgs Hamn till torrhamnar för transport av semitrailrar via järnväg. Intervjuer har utförts med speditörer i anslutning till hamnen för att skapa en så bra bild som möjligt av nuläget. Resultatet visar att de största volymerna i flödet av semitrailrar går till Helsingborg och Stockholm med omnejd, med Göteborg exkluderat. Det är de två områdena som visar potential för att eventuellt skapa järnvägspendlar till torrhamnar. Vid intervjuerna som utförts uttrycker speditörerna att tid är den viktigaste aspekten för deras verksamhet och kunder. Det är även anledningen till att de inte använder sig av järnvägstransport för semitrailrar, då tågen är för opålitliga och verksamheten för järnvägstransport kring Göteborgs Hamn inte har fungerat för dem hitintills. Resultatet visar även att drygt 38 procent av de importerade semitrailrarna har sin slutdestination i Göteborgsområdet och där kan naturligtvis inte järnvägstransporten konkurrera med vägtransporten på grund av det korta avståndet. För att järnvägstransporten ska kunna konkurrera med vägtransporten måste det skapas pendlar till de regionerna med större flöden för att inte förlora tid och flexibilitet gentemot vägtransporten. Dock så ger järnvägstransporten andra möjligheter än bara transport av gods. I torrhamnarna finns möjligheter för lagring av gods, som generellt är billigare än lagring i hamnen och ger samtidigt tidsvinster när den slutliga transporten till kund ska utföras, då godset är närmare kunden. Göteborgs Hamn kan konkurrera med andra hamnar som geografisk ligger närmare en viss kund, genom att fler järnvägspendlar med frekventare avgångar kan skapas och på så sätt ta marknadsandelar inom nordisk transport.

The work is focused on combined transport in the Czech Republic and abroad. The theoretical part contains basic information about combined transport, as well as the combined transport in the CR, the most important terminals and information on individual subjects in combined transport. The work discusses the different development of combined transport both at home and in Germany. The next section discussed the problem of international combined transport and of course the positive aspects of its use. Conclusion of the theoretical part contains trend of combined transport and impact of the financial crisis. The practical part contains model calculation of the return on investment to swap bodies and demonstate the benefits of investment.