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Article reproduced from Biglorryblog

last modified Dec 19, 2010 08:46 PM
Article about the CVDC's Actively-steered B-double courtesy of BigLorryBlog

Tomorrow's truck technology today...the CVDC demonstrator at MIRA videoed by Biglorryblog! (Sorry about the wind)

 
Ever stopped to wonder what the cost of heavy goods vehicle rollovers are in the UK? Well at the recent Cambridge Vehicle Dynamics Consortium's open day at MIRA on Tuesday I learned that it could be as much as £40-£60 million per year by the time you factor in all the delays, clean-up costs hospital charges etc. Moreover, as most roll-over accidents can't be prevented by driver action alone it's hardly surpring that truck and trailer manufacturers have been looking at electronic stability programs. Now I learn that the Cambridge Vehicle Dynamics Consortium has developed an experimental HGV with active roll control which tilts the vehicle into the corner to increase rollover threshold. And this clip shows CVDC's technology demonstrator B-Double--at the MIRA bash, with active roll control on the tractor. Sorry about the wind noise--it was pretty awful weather! Now click through here for more...
Here's the installation of the active roll control on the drive axle of the Volvo FH featuring what's got to be the biggest anti-roll bar on a truck in the world! At the CVDC seminar BLB witnessed a very impressive video of an artic tanker fitted with active roll control like this which tilted the unit INTO the turn on a circular steering pad, thereby reducing the centre of gravity--most impressive. And before anyone shouts---'You can't have all that on the back of a truck' it's an experimental rig and as things are increasingly miniaturised something like this, only smaller, is clearly going to come along in the future... activesteer CVDC.JPG
The other clever thing on the CVDC B-Double demonstrator was its active steering systems on both trailers--the short 'A' trailer also has a clever 'splittable' bogie that can be unbolted from the frame with two of the axles then available to become a convertor dolly for a roadtrain or Swedish rigid and semi-trailer set-up. What the active 'path following' steering does on the rig (where six of the axles steer including all on the trailers) is to ensure that whatever the driver does is mirrored perfectly by the following trailers with either minimal or no cut in and swing-out. Thus roundabouts would present do problem to a 25.25m long rig. steer demo CVDC.JPG
Again I saw it in action and it's very impressive and answers the question about LHV traffic compatibility. You can reverse it easily too and the guys at CVDC have even created a system where the steering is done by a joystick when backing-up---rather than the conventional steering wheel---using cameras to show the driver where the rear trailer is going! All-in-all a most interesting day out looking at what could well feature on tomorrow's trucks!

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