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Hi Joop and rest of HVTT members,
Apologies for not answering sooner, but we are in summer holidays down here!
We have just finished a report for the Ministry of Transport and Public Works of Uruguay regarding the feasibility of using HPVs in that country. Some of our members were part of the team, as Bob Pearson, John Woodrooffe and Willy Hughes. However I need to ask the Ministry how much I can disclose from this study, and when. Maybe, as Salvador’s videos, they would allow me to share videos or results privately.
What we did for Uruguay was that, besides the PBS simulation studies for a range of HPVs, we performed “field observations”. We called them like that because the intention was to follow drivers in their day-to-day work, observing their driving behaviour with the configuration in normal circumstances, instead of checking what the configuration could achieve, which had been shown in lots of trials with test pilots with various weights and dimensions for more than 10 years. Reports and videos of these trials are in the public domain, such as these ones https://www.youtube.com/watch?v=rJDTbGuQwyE, and https://www.youtube.com/watch?v=dO5B6eFV58I.
The vehicles observed in Uruguay were a tractor and semi-trailer 1 + 2 + 3, which was loaded at 45 tons, a 20m B-double of 57 tons and the B-triple prototype 1 + 2 + 2 + 2 + 2, that was loaded at 74 tons. The first 2 configurations are legally approved in Uruguay, and the B-triple is the only prototype circulating as trial in one corridor only since 2018.
Since Uruguay does not have other type of B-doubles, the government of San Luis (friends of HVTT since 2012) invited the Uruguayans to the province, where B-doubles circulate since 2008. We agreed with a transport company to follow one of their B-doubles for grain do its loading/unloading circuit from base to client and back. The configuration was of 25.5m, 1+2+3+3 with 75t gross weight.
By chance -call me a lucky general- paperwork delayed that day and we were able to observe 9 B-doubles of the same type, gross weight, dimensions and power. The nine drivers were trained in the EMaBi (B-Double drivers’ school, which I am part of and I presented in HVTT15).
All I can tell you by now coincides with what the others have said already.
But I would like to add that good drivers try to reduce tire wear, so they avoid turning tight as much as they can get away with depending on the circulating traffic, and turn as openly as possible, especially with triaxles. Note that this same behavior was observed from a conventional 20m truck-trailer.
This video illustrates what a driver would do when knowing his vehicle https://www.youtube.com/watch?v=FHqd1v8zSQg. He is experienced!
Back to my holiday!
Cheers to all
Ale, from a beach in Argentina
Dear colleague
As everyone knows, when a HGV (heavy goods vehicle) needs to turn right at a corner (in the Netherlands) or left (in the UK), it needs to take a wide turn around that corner to prevent hitting the pavement (or any bicyclists waiting next to the vehicle).
A truck driver seems to be very well capable of carrying out that manoeuvre, for a single truck, a tractor-semitrailer, truck-trailer.We were wondering what the actual fundamental mechanism is that the driver is using to carry out that manoeuvre successfully. In other terms, what driver model could be used in a manoeuvring simulation to show the same performance as experienced in practice, with the infrastructure geometry arbitrary (90 degrees turn, other angles, entry/exit roundabouts with specific boundary layout)
We would be very pleased if someone could help us to find proper sources to look into this.
Thanks a lot in advance
Met vriendelijke groet/ Kind regards/ Cordialement/ Mit freundliche grüßen
Joop Pauwelussen| Professor in Mobility Technology | HAN_ University of Applied Sciences | HAN_ Automotive Research |
Ruitenberglaan 29, 6826 CC Arnhem | Postbus 2217, 6802 CE Arnhem | Kamer AU1.14 |
T 06 24 90 85 32 | E [log in to unmask] | www.han.nl | Werkdagen: di, wo |
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