车门集成控制模块系统方案设计

随着社会科技发展,对车辆智能化配置需求越来越强烈,面对日趋复杂的车门电子控制设计,新增一个功能就增加一个控制器的方式,不但增加了控制的复杂程度,整车线束也更加复杂,同时由于负载受限制,功能上无法做到多样化。故而国内外主机厂已经将分布式控制方式作为整车架构首选。文章采用左、右前门控制模块分别控制该侧车门上各种功能需求的控制方案,通过对模块的电源及信号采集硬件设计、软件系统架构及车窗防夹的软件设计方案,构建分布式控制方式,实现在提升整车性能的同时,达到有效降低整车成本的目标。     

Trends in life cycle greenhouse gas emissions of future light duty electric vehicles

The majority of previous studies examining life cycle greenhouse gas (LCGHG) emissions of battery electric vehicles (BEVs) have focused on efficiency-oriented vehicle designs with limited battery capacities. However, two dominant trends in the US BEV market make these studies increasingly obsolete: sales show significant increases in battery capacity and attendant range and are increasingly dominated by large luxury or high-performance vehicles. In addition, an era of new use and ownership models may mean significant changes to vehicle utilization, and the carbon intensity of electricity is expected to decrease. Thus, the question is whether these trends significantly alter our expectations of future BEV LCGHG emissions.To answer this question, three archetypal vehicle designs for the year 2025 along with scenarios for increased range and different use models are simulated in an LCGHG model: an efficiency-oriented compact vehicle; a high performance luxury sedan; and a luxury sport utility vehicle. While production emissions are less than 10% of LCGHG emissions for today’s gasoline vehicles, they account for about 40% for a BEV, and as much as two-thirds of a future BEV operated on a primarily renewable grid. Larger battery systems and low utilization do not outweigh expected reductions in emissions from electricity used for vehicle charging. These trends could be exacerbated by increasing BEV market shares for larger vehicles. However, larger battery systems could reduce per-mile emissions of BEVs in high mileage applications, like on-demand ride sharing or shared vehicle fleets, meaning that trends in use patterns may countervail those in BEV design.     

Optimal development of alternative fuel station networks considering node capacity restrictions

A potential solution to reduce greenhouse gas (GHG) emissions in the transport sector is the use of alternative fuel vehicles (AFV). As global GHG emission standards have been in place for passenger cars for several years, infrastructure modelling for new AFV is an established topic. However, as the regulatory focus shifts towards heavy-duty vehicles (HDV), the market diffusion of AFV-HDV will increase as will planning the relevant AFV infrastructure for HDV. Existing modelling approaches need to be adapted, because the energy demand per individual refill increases significantly for HDV and there are regulatory as well as technical limitations for alternative fuel station (AFS) capacities at the same time. While the current research takes capacity restrictions for single stations into account, capacity limits for locations (i.e. nodes) – the places where refuelling stations are built such as highway entries, exits or intersections – are not yet considered. We extend existing models in this respect and introduce an optimal development for AFS considering (station) location capacity restrictions. The proposed method is applied to a case study of a potential fuel cell heavy-duty vehicle AFS network. We find that the location capacity limit has a major impact on the number of stations required, station utilization and station portfolio variety.     

Joint deployment of charging stations and photovoltaic power plants for electric vehicles

The focus of this study is to jointly design charging stations and photovoltaic (PV) power plants with time-dependent charging fee, to improve the management of the coupled transportation and power systems. We first propose an efficient and extended label-setting algorithm to solve the EV joint routing and charging problem that considers recharging amount choices at different stations and loop movement cases. Then, a variational inequality problem is formulated to model the equilibrium of EV traffic on transportation networks, and an optimal power flow model is proposed to model the power network flow with PV power plants and optimally serve the EV charging requirements. Based on the above models for describing system states, we then formulate a model to simultaneously design charging stations, PV plants, and time-dependent charging fee. A surrogate-based optimization (SBO) algorithm is adopted to solve the model. Numerical examples demonstrate that the proposed SBO algorithm performs well. Additionally, important insights concerning the infrastructure design and price management of the coupled transportation and power networks are derived accordingly.     

SS_(4G)型电力机车车轮轮心裂损的检测

根据SS4G型电力机车铸钢车轮轮心和整体辗钢车轮裂损情况,分析裂损原因,介绍目视检查、磁粉探伤、超声波探伤及脉冲涡流探伤的裂损检测方法。结合实际,提出减少轮心裂损发生的措施和出现裂损时的应对方法。     

轨道交通电工电子设备的绝缘配合（下）

从绝缘配合的基本概念及TB/T 3251.1—2010《轨道交通绝缘配合第1部分：基本要求电工电子设备的电气间隙和爬电距离》的制定背景出发,阐述确定绝缘配合的因素,包括额定绝缘电压、过电压类别、污染等级、绝缘材料及海拔等,以及获得所需电气间隙和爬电距离的步骤,说明过电压防护仿真的作用和参数,解释绝缘试验中的实际问题,以便理解和执行TB/T 3251.1—2010。     

轨道交通电工电子设备的绝缘配合（上）

从绝缘配合的基本概念及TBff3251．1—2010《轨道交通绝缘配合第1部分：基本要求电工电子设备的电气间隙和爬电距离》的制定背景出发,阐述确定绝缘配合的因素,包括额定绝缘电压、过电康类别、污染等级、绝缘材料及海拔等,以及获得所需电气间隙和爬电距离的步骤,说明过电压防护仿真的作用和参数,解释绝缘试验中的实际问题,以便理解和执行TB/T3251．1—2010。     

机车主变压器引出线烧断故障的判断方法

利用机车变压器油常规理化性能指标、油中溶解气体色谱分析三比值编码规则、故障点温度修正计算公式以及相对产气速率等4种方法,判断SS4型0237号机车主变压器内部存在引出线烧断故障。经机车解体吊芯检查,确认机车主变压器X2引出线烧断,预防了一起重大机车事故的发生。     

高速动车组备用制动系统仿真分析研究

基于现代流体力学数值仿真技术,以高速动车组备用制动系统作为研究对象,建立了备用制动系统中分配阀等关键部件的仿真模型,研究了沿列车管长度方向的减压制动,再现备用制动实施的过程。研究工作为列车备用制动系统的设计、试验研究提供理论参考。     

无刷直流电机在电动转辙机中的应用

分析了ZD6型电动转辙机有刷电机的缺点,介绍了无刷直流电机取代有刷电机的方案及可靠性措施。