浅析各类底盘集中润滑系统的特点及应用

自20世纪80年代起,国外已广泛应用汽车底盘集中润滑系统,如梅塞德斯一奔驰、沃尔沃等相关车型在此年代已将底盘集中润系统作为标准配置。而我国从20世纪90年代末期出现了自主研发和生产的汽车底盘集中润滑系统,以浙江三浪车辆部件有限公司KFU系列润滑系统为例,国内底盘集中润滑产品研发生产解决了国外润滑系统价格昂贵、售后技术支持力度薄弱等问题。2002年,浙江三浪工业股份有限公司与中国公路车辆机械总公司共同起草的行业标准“汽车底盘集中润滑系统技术要求QC／T696—2002”在底盘润滑行业中起到了里程碑式的意义,随后底盘集中润滑系统成为建设部推广应用技术之一。据不完全统计,至2007年,约有89％的大型城市客车已安装了底盘集中润滑系统。     

自动集中润滑系统及其在客车上的应用

文章论述了自动集中润滑系统的特点及工作原理，阐述了车辆特别是客车采用该装置的必要性，以Ｅ１２客车底盘为例，提出了自动集中润滑系统在客车底盘上布置的几点建议。     

浅析底盘集中润滑在卡车底盘上的应用与发展

<正>集中润滑系统具有定时润滑、定量润滑、润滑效果好、无污染、润滑状态可监控等优点。自20世纪90年代起,底盘集中润滑系统就开始在国外卡车上得到普遍应用,而我国由于技术性和经济性的限制,一直未能在卡车底盘上得到普及推广,目前该技术仅应用在豪华客车和工程机械上。随着我国公路运输快速物流业的发展,如何能使车辆安     

城市公交车辆底盘集中润滑系统的应用与维护

<正>城市公交车辆底盘集中润滑系统可以定时定量润滑,降低城市公交车辆的维修费用,减少过量油脂对环境的污染,延长车辆寿命,提高车辆操控的舒适性和安全性。1城市公交车辆底盘集中润滑系统结构与工作原理城市公交车辆底盘集中润滑系统主要由电动润滑泵、分配器、连接管路、车载程控器等组成。电动润滑泵的主要功能是存储润滑脂,并将润滑脂输送到各润滑点;分配器的主要功能是保证各润滑点都能得到充足的润滑     

大客车底盘集中润滑系统

本介绍大客车底盘集中润滑系统技术及国产集中润滑系统的产品。     

底盘集中润滑系统在重型汽车上的应用

文章介绍了底盘集中润滑系统的类别，基本组成及其泵的种类，以ＶＯＧＷＥＬ公司集中润滑系统在北方－奔驰重型汽车上的应用为例，说明其工作程序及其实际应用效果。     

底盘集中润滑系统在客车上的应用

本文介绍了底盘集中润滑系统的组成和工作原理,并着重探讨了该系统在客车上的实际应用,以及其广阔的市场前景。     

VOGEL汽车底盘集中润滑系统技术讲座在京举行

由德国VOGEL公司开发、生产的汽车底盘集中润滑系统目前已在欧洲的一些名牌汽车上,如本茨、MAN、雷诺、依维柯、斯堪尼亚等得到广泛应用。集中润滑系统由直流电机、活塞泵、补偿分流器、管路等组成。它通过驾驶室中央控制器,可定量、定时润滑底盘系统上20多个摩擦点。安装了集中润滑系统之后,可确保润滑功能的可靠性,延长汽车使用寿命,减少维修成本和驾驶员劳动强度,提高舒适性。该润滑系统有     

集中润滑系统在重型汽车底盘上的应用与维护

文章主要介绍了重型汽车底盘集中润滑系统组成、原理以及优缺点,阐述了集中润滑在实际应用中的维护和常见故障的解决方法。     

集中润滑系统在客车底盘中的应用

介绍集中润滑系统的组成、工作原理以及在ZK6860R-1客车底盘上的应用。     

底盘测功机控制系统的开发

本文提出了一种基于ＰＣ４８６微机并结合模拟调节器的直流电力底盘测功机新型控制方案，介绍了系统的构成及工作原理；同时分析了底盘测功机上汽车行驶阻力的计算机模拟原理。     

第二代汽车电子稳定程序 ESPⅡ

Continental Teves公司的第二代ESP系统在原有ESP系统的基础上引入主动转向技术,不仅提高了行驶安全性,而且还开启了驾驶舒适性的新纪元.系统使车辆在极限工况下更易操纵,并且在驾驶上更具有灵活性.通过引入状态估计器、协调控制算法等技术实现了底盘集成控制,指出了未来电控底盘的发展方向.     

汽车底盘集成控制动力学模型的发展

汽车底盘的很多子系统都可通过电子控制技术来改善相应的局部性能,如ABS、TCS、ASS、4WS等。为了减少装车成本使各系统之间协调工作,整个底盘系统有集成化控制的趋势。集成控制的关键之一是动力学模型的建立。文章分析了汽车底盘各子系统之间的联系,分别介绍了目前汽车电子系统和集成系统的模型发展情况,提出了建立底盘集成控制动力学模型的发展趋势。     

Intelligent Electronic Systems in Commercial Vehicles for Enhanced Traffic Safety

Looking at the future trends of the road traffic, one will recognize that the commercial vehicle participation will not decrease, although it is required from the environmental and social viewpoints. The reason is that the other means of freight transport (water, railway, air) do not provide the same flexibility as the road transport, and direct business interest of those companies, who are using this transport form is larger than the eventual loss caused by the penalties to be paid (taxes, compensation of higher axle load). This conflict is hard to solve, but the effect can be minimized. The commercial vehicle industry attempts to introduce systems to the vehicles, which are targeting on reduction of the environmental impacts caused by heavy vehicles. These systems, which are named generally as “intelligent chassis systems”, electronically control the operation of the chassis subsystems (engine, transmission, brake, suspension) and co-ordinate their operation on a higher level (vehicle controller, intelligent control systems, such as adaptive cruise control, video camera based lane change recognition system, etc.). This paper reviews the state-of-the-art of the commercial vehicle chassis systems, and tries to project their future development.     

Intelligent Electronic Systems in Commercial Vehicles for Enhanced Traffic Safety

Looking at the future trends of the road traffic, one will recognize that the commercial vehicle participation will not decrease, although it is required from the environmental and social viewpoints. The reason is that the other means of freight transport (water, railway, air) do not provide the same flexibility as the road transport, and direct business interest of those companies, who are using this transport form is larger than the eventual loss caused by the penalties to be paid (taxes, compensation of higher axle load). This conflict is hard to solve, but the effect can be minimized. The commercial vehicle industry attempts to introduce systems to the vehicles, which are targeting on reduction of the environmental impacts caused by heavy vehicles. These systems, which are named generally as “intelligent chassis systems”, electronically control the operation of the chassis subsystems (engine, transmission, brake, suspension) and co-ordinate their operation on a higher level (vehicle controller, intelligent control systems, such as adaptive cruise control, video camera based lane change recognition system, etc.). This paper reviews the state-of-the-art of the commercial vehicle chassis systems, and tries to project their future development.     

底盘测功机机械惯量电模拟方法的研究和实现

为开发汽车排气污染物简易瞬态工况法测试系统，研究了底盘测功机机械惯量电模拟的相关理论和方法。通过汽车在底盘测功机上运行状态的动力学分析，基于汽车驱动轮转动动态特性相同的原理，建立了汽车底盘测功机机械惯量的电模拟模型。分析了简易瞬态测试工况控制要求和风冷电涡流测功器的性能特点，构建了VMAS测试工况控制系统，应用预测控制和解耦控制理论和技术，设计了底盘测功机机械惯量电模拟控制方案，开发了基于DMC，具有模型增益自校正和解耦功能的VMAS测试扭矩控制器和简易瞬态工况控制试验系统。运行试验结果表明，该系统可以较好地模拟汽车加速运动惯量。     

Direct tire force generation algorithm based on non-iterative nonlinear inverse tire model

The function of vehicle dynamics control system is adjusting the yaw moment, the longitudinal force and lateral force of a vehicle body through several chassis systems, such as brakes, steering and suspension. Individual systems such as ESC, AFS and 4WD can be used to achieve desired performance by controlling actuator variables. However, integrated chassis control systems that have multiple objectives may not simply achieve the desired performance by controlling the actuators directly. Usually those systems determine the required tire forces in an upper level controller and a lower level controller regulates the tire forces through the actuators. The tire force is controlled in a recursive way based on vehicle state measurement, which may not be sufficient for fast response. For immediate force tracking, we introduce a direct tire force generation method that uses a nonlinear inverse tire model, a pseudo-inverse model of vehicle dynamics and the relationship between longitudinal force and brake pressure.     

BP网络在ASM底盘测功机模型识别中的应用

针对ASM测试系统用底盘测功机,提出一种应用改进型BP神经网络对其进行模型识别及扭矩预估计的方法。根据试验数据,应用该方法建立了底盘测功机转矩的预估模型,并对其进行了试验仿真,仿真结果表明:其建模过程简洁,数据拟合精度高。不仅如此,该方法对ASM测试系统的控制也具有一定的参考价值。     

商用车底盘线控技术研究现状及应用进展

底盘线控技术是实现商用车自动驾驶和辅助驾驶功能的关键基础技术,是当今汽车行业的研发热点。底盘线控技术包括线控执行系统和线控集成控制技术两大部分。分别对商用车的线控转向、线控制动、线控悬架、线控驱动和线控换挡等线控执行系统,以及自动紧急制动 （Autonomous Emergency Braking,AEB） 系统、自适应巡航 （Adaptive Cruise Control,ACC） 系统和车道保持辅助 （Lane Keeping Assist,LKA） 系统等线控集成控制技术的构成、控制原理与研究应用现状进行了概述,重点分析了商用车各类构型的线控转向和线控制动系统及其应用场景。结合最新发布的国家智能底盘技术路线框架图和商用车未来的客户需求,给出了商用车线控底盘各技术方向的发展趋势,为商用车线控底盘技术发展提供了参考。     

Experimental modeling of controlled suspension vehicles from onboard sensors

In this article, identification of vertical dynamics of vehicles with controlled suspensions is considered. Identification is performed from experimental data measured on a four-poster bench test of a segment C car, equipped with a CDC-Skyhook dampers control system. The measurements are obtained from the onboard accelerometers needed by the control system. A nonlinear model in regression form is identified, having the road profile and damper control currents as inputs and chassis accelerations as outputs. The model is identified by means of a set membership structured identification method, which takes advantage of physical information on the structure of the system, decomposing the system into three subsystems: one represents the chassis and engine and the other two represent the overall behavior of front and rear suspensions, wheels and tires. This decomposition allows us to avoid the complexity accuracy problems derived from the high dimension of required regression space. Indeed, the overall high-dimensional identification problem is reduced to the identification of lower dimensional subsystems and to the estimation of their interactions. An iterative scheme is used for solving the decomposed identification problem. As the chassis pitch is small for the usual road profiles, the chassis-engine block is considered linear and standard linear methods are used for its identification. The other two subsystems are the main sources of nonlinearities in the system, mainly due to the significant nonlinearities of controlled dampers and of tires. Owing to the complexity/accuracy problems of a physical modeling of these subsystems, an input–output approach is taken. In particular, a nonlinear set membership method that does not require the search of the functional form of involved nonlinearities is used for the identification of these subsystems. The iterative algorithm converged in two iterations to a model providing a quite satisfactory simulation accuracy for all the considered road profiles and CDC-Skyhook settings.