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<正>对于整车企业来说,形成核心竞争力的第一要素是拥有自己的动力总成,东风商用车公司把动力总成战略视为攸关企业存亡的重要问题。如今,dCi11和4H发动机已经形成稳定上升的销量,作为动力总成重要部分的车桥和变速器纳入东风商用车体系后正在进行系统开发,一个全新的动力总成平台 相似文献
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9月29日,东风十堰新基地暨商用车动力总成新工厂奠基和东风商用车重卡新工厂投产仪式在湖北十堰举行。作为东风汽车公司在"十二五"期间的重点能力建设项目,东风商用车重卡新工厂承担了整车的制造任务,而动力总成 相似文献
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9月16日,东风商用车公司纯正油品新品上市推介会在成都举行.东风商用车公司副总经理徐天胜在会上说,东风纯正油品新品的上市对东风商用车整体战略规划有重要意义,它是东风商用车"863振兴计划"中关键总成战略的内在要求,围绕关键总成战略,商用车公司将不断创新各项业务,提升整体竞争力,提高盈利水平. 相似文献
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同一天,2个新基地,一个正式投产,一个开工奠基。2011年9月29日,东风十堰新基地暨商用车动力总成新工厂奠基和东风商用车重卡新工厂投产仪式在湖北十堰举行。作为东风汽车公司面向"十二五"发展的重点能力建设项目,东风商用车重卡新工厂和动力总成 相似文献
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未来5年,东风计划投资144亿元,在十堰建设动力总成新工厂,提升东风商用车的竞争力,实施东风的"大商用车"战略。一个显现的事实是:在中国汽车产销连续两年世界第一之后,今年上半年,由于受到国家宏观调控政策的影响,中国车市整体处于低速增长。其中商用车产、 相似文献
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9月29日,东风汽车公司举行了东风重卡新工厂投产和东风十堰新基地暨动力总成新工厂奠基仪式。东风的“大商用车战略”随即浮出水面。“十二五”,我国汽车产业进入新的发展时期,持续高速增长的市场一去不返,重卡行业的竞争将不断升级,企业的核心竞争力将受到严峻考验。在此背景下,东风商用车未来的发展战略如何?记者就此采访了东风商用车公司总经理黄刚。 相似文献
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2016年北京国际车展,东风商用车有限公司携旗下东风天龙旗舰、东风天龙启航版、东风天龙KC工程车、东风天锦厢式载货车、东风天龙右置方向盘车、东风纯电动客车等6款主力车型及最新的关键动力总成参展。东风商用车此次参展的主题为"信赖创新",作为中重型卡车行业的引领者,东风商用车此次大规模的参展其亮点值得期待。本届车展,东风商用车展出的是全系最新代表车型,可以为客户提供更为丰富的选择。在国内物流运 相似文献
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操纵稳定性是汽车重要性能,车桥摆振严重恶化汽车操纵稳定性,制动振跳是车桥摆振的表现形式之一。文章通过理论与试验相结合的方式探索制动振跳的诱发因素,对可能影响制动振跳的悬架布置形式、铜板弹簧刚度、前后轴制动力及其分配、前后轮抱死时间差、前桥下沉量、悬架系统阻尼等因素进行全面分析,简述了其对制动振跳的影响。然后根据装配工艺性、行驶平顺性等约束条件进行综合考虑,得出解决问题的方案。 相似文献
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R. S. Sharp S. A. Hassan 《Vehicle System Dynamics: International Journal of Vehicle Mechanics and Mobility》1986,15(6):335-350
Passenger discomfort, suspension working space and dynamic tyre loading parameters are calculated for different combinations of spring stiffness and damping coefficient representing the suspension system in a quarter car model subject to realistic random disturbance inputs from roads of widely differing quality. Sprung and unsprung masses and the tyre vertical stiffness and damping coefficient employed derive from a current production car. Designs which are best for the specific conditions represented are identified and their performance properties in other (off-design) conditions are considered, and conventional design is explained as the inevitable consequence of the need to compromise if fixed suspension parameters are used. Performance improvements possible if variable parameters can be employed are evaluated as a function of the ranges of variability provided, and a stratagem for controlling parameters is proposed. 相似文献
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《Vehicle System Dynamics: International Journal of Vehicle Mechanics and Mobility》2012,50(6):335-350
SUMMARY Passenger discomfort, suspension working space and dynamic tyre loading parameters are calculated for different combinations of spring stiffness and damping coefficient representing the suspension system in a quarter car model subject to realistic random disturbance inputs from roads of widely differing quality. Sprung and unsprung masses and the tyre vertical stiffness and damping coefficient employed derive from a current production car. Designs which are best for the specific conditions represented are identified and their performance properties in other (off-design) conditions are considered, and conventional design is explained as the inevitable consequence of the need to compromise if fixed suspension parameters are used. Performance improvements possible if variable parameters can be employed are evaluated as a function of the ranges of variability provided, and a stratagem for controlling parameters is proposed. 相似文献
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《Vehicle System Dynamics: International Journal of Vehicle Mechanics and Mobility》2012,50(5):608-636
Recent data show that 35% of fatal crashes in sport utility vehicles included vehicle rollover. At the same time, experimental testing to improve safety is expensive and dangerous. Therefore, multi-body simulation is used in this research to improve the understanding of rollover dynamics. The majority of previous work uses low-fidelity models. Here, a complex and highly nonlinear multi-body model with 165 degrees of freedom is correlated to vehicle kinematic and compliance (K&C) measurements. The Magic Formula tyre model is employed. Design of experiment methodology is used to identify tyre properties affecting vehicle rollover. A novel, statistical approach is used to link suspension K&C characteristics with rollover propensity. Research so far reveals that the tyre properties that have the greatest influence on vehicle rollover are friction coefficient, friction variation with load, camber stiffness and tyre vertical stiffness. Key K&C characteristics affecting rollover propensity are front and rear suspension rate, front roll stiffness, front camber gain, front and rear camber compliance and rear jacking force. 相似文献
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