炎炎夏日,卡车司机需要一部“耐高温秘籍”

正炎热夏季来临,气温高、雨量多、灰尘大、辐射热强等原因容易使汽车尤其是发动机出现故障,严重影响卡车司机们的日常运输工作。作为业内知名的发动机企业,一汽解放发动机事业部(以下简称"一汽事业部")秉承研发要细心、测试有耐     

发动机无法启动常见故障分析

每一台汽油发动机的启动和运转均需要火花、燃油和压缩。当发动机不启动时,有计划的诊断步骤将帮助我们迅速确定故障的原因。本文中,将说明如何采取有计划的诊断步骤对发动机无法启动的故障进行诊断,并将解释为什么围绕基本的因素能使故障诊断工作完成得更快。汽油发动机的故障及诊断方法为:1.起动电路对于不启动故障的诊断一般总是从起动电路开始。一般的起动电路主要由蓄电池、起动机和电缆组成,这里只介绍蓄电池故障检测。蓄电池故障将是任何不启动诊断的首检目标。在启动发动机期间,蓄电池的电压是一重要因素。若蓄电池电压下降过低,则使电燃油泵不能达到最佳速度,从而使燃油传送减少;另一方面,下降过低的蓄电池电压,将影响发动机控制模块,该模块进而导致无火花、不传送燃油或导     

汽车发动机自诊断系统的使用与诊断方法

介绍汽车发动机用自诊断系统来显示故障码诊断发动机的方法.     

丰田发动机电控系统典型电路故障分析与处理

本文针对2000年款丰田佳美2.2 5S-FE电喷发动机无规律的不能启动或突然熄火这一典型故障现象,以及2006年款导航版丰田花冠TV7180GLX-i轿车启动后发动机不稳、发抖这一典型故障现象,通过利用专用检测仪检测和调查分析等手段,提出故障解决方案,供同行们参考。     

合理使用电控发动机自诊断系统的故障代码

通过维修实例,阐述对于电控发动机的故障,汽车维修人员应根据两次调取的故障代码和路试结果作为故障诊断的重要依据,不可仅靠调出的故障代码来决定电控系统的故障所在,因为有些电控元件的故障信息不能通过电控参数反映给ECU.     

铝箔胶带在发动机主轴承孔变形修复中的应用

文章介绍了汽车发动机主轴承孔的变形现象及其对发动机机油压力大小的影响,阐述了铝箔胶带在发动机主轴承孔变形修复中的应用方法。实践验证:该方法在发动机主轴承孔变形修复中效果显著,能够有效排除因主轴承孔产生变形而引起的发动机机油压力过低的故障现象。     

利用进气真空度诊断电喷发动机故障

分析了利用进气真空度诊断电喷发动机故障原理,介绍了故障诊断根据和应用实例.     

电控汽油喷射发动机点火波形检测与研究

重点介绍电子点火次级波形和初级波形的检测和分析,根据波形分析,判断发动机点火系的故障。     

2001款丰田佳美轿车V6发动机故障自诊断

介绍了2001款丰田佳美轿车V6发动机故障自诊断原理和过程.     

潍柴开拓国外市场案例两则

<正>案例1伊朗市场,与Tirage Machine的合作伊朗工程机械市场一直以来被卡特、沃尔沃、小松等国际知名品牌所占据。由于伊朗受到经济制裁,卡特皮勒和康明斯公司中断了对伊朗客户的服务支持,这样一来,在发动机出现故障后客户根本没有能力及时解决问题,严重制约了售后服务的及时性。     

TBM胶带输送系统硫化及故障分析

文章详细介绍了TB880E型隧道掘进机的胶带输送系统的硫化流程,对TBM输送胶带系统在使用中易出现的故障作了介绍与分析,并分析了皮带输送系统故障与排除方法。根据秦岭隧道和桃花铺隧道积累的经验,经过新疆吐库二线中天山隧道实践表明,这些措施可有效地减少胶带损坏,有效节省大量维护保养时间,提高工效。其成果可供TBM及类似大型施工设备的使用、维护借鉴。     

The impact of marine engine operation and maintenance on emissions

This paper examines the role of marine engine maintenance in reducing pollution. It tests four marine diesel engines, one constructed prior to January 1, 2000 and three after 2000. This paper explains how the condition of an engine’s nozzles and faulty injection pressure significantly influence NO_x and CO emissions and describes both bench and onboard ship tests, on engines fitted with new or worn nozzles at different injection pressures. The tests showed that, when the engine constructed prior to 2000 operates under normal in-service conditions, the emissions are within limits, but, with a small fault in injection timing, the NO_x emissions exceed the limits. For the engines constructed after 2000, a fault in the maintenance of the nozzles increases the CO emissions to a high level.     

Optimization of mixed cycle length traffic signals

Mixed cycle length operation has been recommended for networks where individual intersections process considerably different traffic volumes. The signals to operate at lower or higher cycle lengths are determined heuristically. This paper demonstrates that the use of mixed cycle lengths as given by the heuristic is inferior to operation under a common cycle length. This contradicts findings in earlier studies, and the difference in conclusion is due to the use of updated optimization methodology. A procedure for incorporating the allocation of mixed cycle lengths into the global optimization of all signal timing variables by a genetic algorithm is proposed. The mixed cycle length timing plans obtained from this procedure are an improvement over those determined heuristically. Mixed cycle length operation is found to be of a more limited application than indicated in previous studies. Copyright © 2012 John Wiley & Sons, Ltd.     

Correcting injection pressure maladjustments to reduce NOX emissions by marine diesel engines

Emissions from the exhausts of marine diesel engines comprises several different gases including NO_X. These are currently regulated at the international level under Regulation 13 of ANNEX VI of MARPOL 73/78, but this regulation only applies to new engines and is based on bench tests, for only a single engine designated the “parent engine”. Here, the need to take measurements from across their whole range and once in operation on board a vessel is examined. This would not only improve assessment of new equipment against the current regulation, but would also detect defects in the functioning of the engine.     

Developments of CO2-emissions and costs for small electric and combustion engine vehicles in Germany

Electric vehicles have the potential to lower emissions in the mobility sector, but especially high costs might hinder their market development. This paper aims to access environmental and economic impacts and potentials by comparing CO₂-emissions and costs of small vehicles. Considering actual data it is analysed, if and under which conditions electric vehicles are financially competitive for private consumers and under which conditions emissions can be saved. For this, a multiple-stage approach is focusing on (1) emissions during production and operation, (2) private costs and (3) external costs of emissions. A model of total cost of ownership is applied for the analysis of private and external costs.Results show that emissions of electric vehicles exceed emissions of combustion engine vehicles in the production phase, but electric vehicles cause fewer emissions during operation. Total emissions can be saved by electric vehicles even with low annual driving distances (2500–5500 km/a today). Results highly depend on the form of electricity production.Today, private costs of electric vehicles exceed the costs of combustion engine vehicles. Due to cost decreases electric vehicles can gain financial advantages in the future. External costs are high, especially for combustion engine vehicles (up to 15% of private costs), but in none of the considered cases high enough to give electric vehicles a financial advantage today. This picture will change in the future.     

Potential of low viscosity oils to reduce CO2 emissions and fuel consumption of urban buses fleets

This paper shows the results of a comparative fleet test the main objective of which was to measure the influence of Low Viscosity Oils (LVO) over the fuel consumption and CO₂ emissions of urban buses. To perform this test, 39 urban buses, classified into candidate and reference groups depending on the engine oil viscosity, covered a 60,000 km mileage corresponding to two rounds of standard Oil Drain Interval (ODI). In the same way, for 9 buses of the 39 buses, the effect of differential LVO over fuel consumption and their interaction with engine LVO was assessed during the second ODI.Test results confirm that the use of LVO could reduce fuel consumption, hence CO₂ emissions. However, special attention should be taken prior to its implementation in a fleet, particularly if the vehicles are powered by engines with high mechanical and thermal stresses during vehicle operation because this could lead to friction loss increase, loss of the potential fuel consumption reduction of LVO and, in the worst scenario, higher rates of engine wear.     

Signalized intersections with variable flow rates: I analysis and simulation

One of the most common measures of signalized intersection operation is the amount of delay a vehicle incurs while passing through the intersection. Traditional models for estimating vehicle delay at intersections generally assume fixed signal timing and uniform arrival rates for vehicles approaching the intersection. One would expect that highly variable arrival rates would result in much longer delays than uniform arrival rates of the same average magnitude. Furthermore, one might expect that signal timing that is adjusted according to traffic volume would result in lower delay signal when variations in flow warrant such adjustable timing. This paper attempts to test several hypotheses concerning the effects of variable traffic arrival rates and adjusted signal timing through the use of simulation. The simulation results corroborate the hypothesis concerning the effect of varying arrival rates. As the variance of the arrival rate over time increases, the average delay per vehicle also increases. Signal timing adjustments based on traffic appear to decrease delay when flow rates vary greatly. As flow variations stabilize, the benefits of signal adjustments tend to diminish.     

The influence of locomotive diesel engine transient operating modes on energy usage

This paper analyzes the influence of transient operating modes in the Cat 3512B-HD and MTU 4000 R41 locomotive diesel engines on their energy usage. This analysis represents an integral component of the technological research and development performed at Lietuvos Geležinkeliai AB (JSC Lithuanian Railways) with the objective of increasing the efficiency of freight transportation with the upgraded 2M62M and modern ER20CF/2ER20CF diesel locomotives. The influence of transient modes on the operating variables of the locomotive diesel engines was evaluated under operational load-cycling conditions to aid in the selection of appropriate parameters (e.g., the train weight, the diesel locomotive type, and the technical characteristics of the diesel locomotive to be modeled) for freight transportation on Lithuanian railway lines. It was determined that the engine’s electronic control system compensates for the negative effects of transient operations on the engine’s energy usage. As a result, the increase in fuel consumption is less than 3% during transient operation when compared to steady-state operation. Through this research, methodological foundations have been formulated and adapted for the use of the mathematical modeling of the transient modes of locomotive diesel engines to optimize freight transportation, resulting in an expected decrease of 10–15% in fuel consumption.     

汽车实际应用中的节能措施

汽车出厂时,其燃油经济性基本已经被确定,本文从满足广大汽车使用者希望在现有的车辆上降低油耗、节约使用成本的角度,提出相关的节能措施,主要从操作技术(如发动机起动、汽车起步加速、换档变速及车速控制、升温及保温、汽车滑行等)和节能产品的选用及日常维护三方面进行了探讨。