重型混合动力车辆排放能耗测试方法

针对于重型混合动力车辆的能耗评价,国家已经制定了相关标准GB/T 19754-2005,而对其排放性能指标的评价,国内标准体系还相当不健全,对其进行评价的测试方法仍需完善。从健全国内重型混合动力车辆能耗排放评价体系的研究目标出发,本文对四种比较典型的重型混合动力车辆排放能耗测试方法进行了研究,从测试方法原理、测试方法国内外研究情况以及测试方法发展趋势等方面进行了阐述,为制定重型混合动力车辆能耗排放评价标准提供参考。重型底盘测功机测试方法1.测试方法重型底盘测功机测试方法综合运用底盘测功机滚筒本身的惯性质量和电机的电惯量模拟功能模拟车     

底盘测功机结构参数分析

指出了中国不同行业标准关于底盘测功机结构参数的矛盾,分析了国内外轻、重型车辆底盘测功机安置角和滚筒直径等参数要求的优、缺点;对车辆在底盘测功机上检测进行了受力分析,找到了影响检测安全性的驱动轴重、检测驱动力、安置角等参数之间的关系,建立了轻、重型底盘测功机统一台架结构参数的数学模型;探讨了主、副滚筒同步带的优缺点,建议标定完后拆除同步带进行工况检测。     

重型车底盘测功机标准的缺陷分析与完善

为提高中国重型车底盘测功机的技术水平,文中分析了两种重型车底盘测功机行业标准在功率吸收装置、基本惯量、滚筒直径、主滚筒、安置角等方面的缺陷,进行了中、后桥车轮检测的受力分析;介绍了具有自主知识产权的轻重车型通用底盘测功机和重型车底盘测功机,计算和比较了3种台架的安全性和附着性;提出了现有重型车底盘测功机的完善措施.     

汽车风洞底盘测功机选型研究

文章结合汽车风洞的特殊要求对比了汽车风洞底盘测功机和普通环境舱底盘测功机在设计上的区别。从底盘测功机驱动类型、电机选型、底盘测功机滚筒直径、底盘测功机质量模拟范围、轴距调整范围、风洞环境对底盘测功机选型特殊要求以及附加子系统需求等方面介绍了风洞中底盘测功机选型依据和注意事项。希望能够对有需求建设汽车环境风洞的企业和研究机构选配底盘测功机有所帮助。     

汽车底盘测功机关键技术参数的试验研究

通过室内台架模拟汽车性能检测试验研究,提出了汽车底盘测功机的检测能力、滚筒机构、功率吸收能力、功率补偿关键技术参数的要求与测试方法。研究结果表明,滚筒直径应控制在200~530 mm范围,并按不同承载质量给出了推荐值。滚筒中心距设计以承载质量、轮胎直径、安置角为基本依据,主、从动滚筒间的高度差不应大于2mm,第3滚筒高度差允许误差±5%。试验得到了风冷式电涡流机扭矩与转速、电涡流机热衰退的特性曲线,在恒速800 r/min的12 min满负荷测试条件下,热衰退率不应超过55%。采用滑行法和反拖法对底盘测功机内部损失功率进行了功率补偿比对验证,两种方法的试验结果基本是一致的。     

底盘测功机:为绿色维修保驾护航

<正>底盘测功机是一种用来模拟汽车在道路上行驶时受到的阻力,测量其驱动轮输出功率、扭矩以及车辆速度、加速度、滑行性能等的设备,其可以实现的主要检测项目有以下几个。1.检测驱动轮的输出功率和驱动力,以评价动力性。2.检测汽车的加速、滑行能力。3.配备相应的仪器、设备,对汽车的排放、油耗等进行检测。4.汽车车速表、里程表的校验。根据不多的分类方式,底盘测功机有多种类型。1.按照滚筒数量分为单滚筒式和双滚筒式。单滚筒式滚筒直     

重型车底盘测功机测试方法的研究

针对传统的发动机台架无法真实反映重型车的燃油经济性和对排放的贡献,文中重点分析了重型车在底盘测功机上的测量原理,详细介绍底盘测功机进行重型车燃油经济性和排放评价的测试方法,为将来在底盘测功机上进行重型整车测试提供理论支持。     

汽车检测用底盘测功机滚筒轴断裂问题分析与改进

汽车底盘测功机是环保检测中的一个重要设备,可以模拟各种加载工况,在规定工况下测得汽车排放气体中有害物质含量并进行评价;文章就汽车底盘测功机工作状况、滚筒的受力情况,分析滚筒支撑轴出现裂纹甚至断裂的原因,并给出解决方案。     

道路排放测试技术的研究

很难在实验室内对重型车辆的排放进行底盘测功机或发动机台架测试,这就需要使用先进的车载排放测量技术对其进行测量。使用车载排放测量系统(OBS)对一台重型混合动力公交车的排放水平进行评估,以检验被测车辆上装载的能量回收装置能否改善排放。试验结果证明,这套装置并不能有效地改善排放。     

工况法底盘测功机基本惯量的试验和分析

在汽车排放污染物检测中,加载减速工况法、ASM工况法和瞬态工况法所用底盘测功机,按环保标准要求均需要通过试验得到准确的底盘测功机基本惯量。本文通过对3种不同型号的底盘测功机进行试验,对试验误差进行分析和探讨。     

LNG重型牵引车经济性及动力性研究

文章针对不同动力匹配的LNG重型牵引车,采用CRUISE仿真分析与车辆实际运行数据分析相结合的方法进行经济性及动力性研究,确定了仿真分析方法的可行性,为通过仿真分析进行动力匹配的优化提供了借鉴.     

A simplified model for evaluating tire wear during conceptual design

In the field of vehicle dynamics, commercial software can aid the designer during the conceptual and detailed design phases. Simulations using these tools can quickly provide specific design metrics, such as yaw and lateral velocity, for standard maneuvers. However, it remains challenging to correlate these metrics with empirical quantities that depend on many external parameters and design specifications. This scenario is the case with tire wear, which depends on the frictional work developed by the tire-road contact. In this study, an approach is proposed to estimate the tire-road friction during steady-state longitudinal and cornering maneuvers. Using this approach, a qualitative formula for tire wear evaluation is developed, and conceptual design analyses of cornering maneuvers are performed using simplified vehicle models. The influence of some design parameters such as cornering stiffness, the distance between the axles, and the steer angle ratio between the steering axles for vehicles with two steering axles is evaluated. The proposed methodology allows the designer to predict tire wear using simplified vehicle models during the conceptual design phase.     

强制沥青搅拌设备干燥滚筒振动原因分析及预防措施

通过对大吨位间歇式沥青搅拌设备干燥滚筒驱动原理介绍，分析了滚圈和托轮在机加工过程、装配过程中出现误差对干燥滚筒产生振动的影响。有针对性地实施预防，明确了干燥滚筒筒体与滚圈在装配时应采用的工艺基准，同时提出了干燥滚筒与托轮组装时以托轮为基准的优势。     

商用车双转向桥中间杆系优化设计

商用车双转向桥包含两个独立的转向梯形机构,它们之间的运动是通过中间杆系来传递的.在设计双转向桥转向系统时,为了避免转向桥轮胎异常磨损,需要两个转向桥的车轮转角协调变化.提出了一种对现有双转向桥中间杆系优化设计的方法,可协调车辆第一、第二转向桥的转角关系,避免了横向滑移导致的双前桥车轮转向时造成的轮胎异常磨损.     

内蒙古西部地区高速公路轴载谱分析

为更加适应最新规范在路面结构设计中分析交通轴载对路面使用性能的影响,采用WIM(车辆动态称重技术)获取2015~2017年内蒙古西部地区高速公路22个代表性断面车辆的动态称重数据,分析了各类车各个轴型其轴载谱参数,得到内蒙古西部地区高速公路上2、3、7、9、10类5种车型所占的比例高达95%;各类车的单轴单胎的轴数系数均很大,其中6类车和10类车能达到2.00;8种车型的月分布系数存在较大的区别且同一类型车辆存在差异变化;不同车型在各条高速公路中交通量小时分布系数差异性非常大,其中8~10类大型货车主要集中在夜间行驶,晚间0:00以后交通量达到最大值;8~10类车中三联轴的超载情况比较严重,轴载谱右边的峰值所占的比例明显要比左边的峰值高。     

Steering and Dynamic Stability of Railway Vehicles

For railway vehicles having coned wheels mounted on solid axles there is a conflict between dynamic stability and steering ability

It is shown that the stiffness and kinematic properties of all possible interwheelset connections are characterised by two properties describing the distortional characteristics of the vehicle in plan. Within this framework, the various possibilities for steered wheelsets are considered, and several past and current proposals are reviewed. Using the linear approach to dynamic stabibty and curve negotation the performance of existing and newly proposed configurations is discussed

For any symmetric, two-axle vehicle it is shown that for perfect steering on a curve there should be zero bending stiffness between the wheelsets. It is further shown that if the bending stiffness is zero, the vehicle lacks dynamic stability as the critical speed of instability, is zero. In this case, the vehicle undergoes a steering oscillation which occurs at the kinematic frequency of a single wheelset and which is a motion in which pure rolling occurs

Similar results are obtained with vehicles with three or more axles if adjacent axles are connected by shear structures. However, it is shown that it is possible to satisfy both the requirements of perfect steering and a non-zero critical speed if the vehicle has zero bending stiffness and if, in addition to adjacent wheelsets being connected in shear, at least one pair of non-adjacent axles are connected by a shear structure.     

Steering and Dynamic Stability of Railway Vehicles

SUMMARY

For railway vehicles having coned wheels mounted on solid axles there is a conflict between dynamic stability and steering ability

It is shown that the stiffness and kinematic properties of all possible interwheelset connections are characterised by two properties describing the distortional characteristics of the vehicle in plan. Within this framework, the various possibilities for steered wheelsets are considered, and several past and current proposals are reviewed. Using the linear approach to dynamic stabibty and curve negotation the performance of existing and newly proposed configurations is discussed

For any symmetric, two-axle vehicle it is shown that for perfect steering on a curve there should be zero bending stiffness between the wheelsets. It is further shown that if the bending stiffness is zero, the vehicle lacks dynamic stability as the critical speed of instability, is zero. In this case, the vehicle undergoes a steering oscillation which occurs at the kinematic frequency of a single wheelset and which is a motion in which pure rolling occurs

Similar results are obtained with vehicles with three or more axles if adjacent axles are connected by shear structures. However, it is shown that it is possible to satisfy both the requirements of perfect steering and a non-zero critical speed if the vehicle has zero bending stiffness and if, in addition to adjacent wheelsets being connected in shear, at least one pair of non-adjacent axles are connected by a shear structure.     

Independent Suspension, Self Steered Axle, and 4WS for Busses

The dynamic behavior of commercial vehicles fitted with differentr types of suspension mechanisms and steering devices is investigated in this paper. Six vehicle models have been constructed: 2WS-SA is a standard two wheel steering bus with solid axles; 2WS-DW is a 2WSA vehicle with independent double wishbone suspension in front and rear axles; SSA-SA is a 2WS system with solid axles, the rear one being mounted on a self steered mechanism; SSA-DW is a vehicle with independent double wishbone suspension in the front axle, and a solid self steered rear axle; 4WS-SA has four wheel steering with solid axles; and 4WS-DW is a 4WS vehicle with independent double wishbone suspension in front and rear axles. The dynamic response of these models has been assessed in terms of lateral acceleration, yaw velocity, tire forces, tire force reserves, and slip angles. The expected advantages of a 4WS system (higher acceleration rates and lower slip angles) will be corroborated but, at the same time, it will be shown that they are obtained at the cost of lower force reserves. Self steered mechanisms produce smaller body slip angles, but it will be shown that they give rise to larger yaw velocity overshootings. The particular independent suspension analyzed does not show significant improvements with respect to the solid axle counterpart.     

桑塔纳轿车后桥等效刚度分析及测量技术

在桑塔纳轿车使用中发现,其后桥刚度特性的改变,引起该车后悬架刚度特性的变化,从而显著影响它的操纵稳定性。文中从该车的行驶过程中后桥的力学特性入手,详细分析后桥的受力变形特征,简化出能全面反应车桥受力作用的刚度参数,为悬架分析模型的建立提供理论依据;同时考虑后桥刚度参数的试验测量,探索其实际测量原理和测量方法,为后桥刚度的测量分析提供有效手段。     

綦齿变速“潜”行

始终坚持用户第一、质量第一经营思想的綦江齿轮，借助经济危机，如今正在走质量兴企、品牌战略的道路。并以此为契机，致力于成为中国客车用变速器的第一品牌、军用变速器指定品牌、重型卡车出口变速器的首选品牌。