291results about "Measurement of vehicle's tractive/propulsive power" patented technology

A dynamometer comprises a frame, an inertial flywheel, and a starter motor. The inertial flywheel is supported by the frame and the starter motor is movably mounted to the frame so as to be selectively engageable with the inertial flywheel. Means is provided for coupling an engine to be tested to the apparatus. The flywheel is brought up to speed by means of the starter motor and then coupled to the engine, which has been separately brought up to speed, via a clutch. The flywheel is supported by the frame in pressurized oil sleeve bearings.

An EGR fault/failure determination system for an internal combustion engine is operable to monitor a number of EGR system operational parameters and diagnose various EGR-related fault and failure statuses therefrom. For example, the system is operable to determine a number of EGR system-related fault and failure conditions by monitoring measured and command EGR position signals to determine EGR valve controller functionality, to monitor response times between fully open and closed EGR valve positions by comparing measured response times to a calibratable response time value, and to monitor in-range EGR position failures associated with fully closed and fully opened EGR valve position values. The system further includes a Kalman filter-based fault/failure isolation feature operable to isolate and identify one or more sources of EGR valve-related faults/failures.

The present invention relates to dynamometer testing of a vehicle comprising at least a first wheel shaft and a second wheel shaft and a first power source for providing power to said first wheel shaft. The method comprises, with only said first wheel shaft being connected to a dynamometer test unit,

• • applying a first power to said first wheel shaft,
  • determining a representation of said first power by means of said dynamometer test unit,
  • determining a second power, being different from said first power, to be applied to at least one of said first wheel shaft and said second wheel shaft, the said second power being a virtual power being represented by a virtual representation of said second power, and
  • by means of the representation of said first power determined by said dynamometer test unit and said virtual representation of said second power, determining a first speed being a representation of the speed of said vehicle when being driven on a road subjected to said first and second power.

The invention relates to a test system and a test method for the traction performance of automobiles. The test system comprises road gliding equipment, performance test equipment and data acquisition equipment, wherein the data acquisition equipment is connected with the road gliding equipment and the performance test equipment respectively; the road gliding equipment is used for testing preparation data; and the performance test equipment is used for testing the preparation data, traction performance data of the maximum towing hook and traction performance data of each shift towing hook. The test method comprises the following steps of preparing, testing the traction of the maximum towing hook, testing the traction performance of each shift towing hook and classifying the data. In the method, load tow trucks on roads are simulated by utilizing a chassis dynamometer in a method of gradient application, and compared with a method of using the load tow trucks on the roads, the method has simplicity of control and operation on indoor revolving drums and is easy to realize; and compared with a constant speed method used on the chassis dynamometer, the method has the advantage that the driving resistance of the automobiles on straight road surfaces is considered fully and the advantage that the actual traction for the automobiles on the towing hooks can be measured integrally.

The invention relates to a vehicle test stand including a device for fixing a motor vehicle on the test stand. A loading machine is adapted to be coupled to the drive train of the motor vehicle, whereby the loading machine can both drive and brake the drive train. In accordance with the invention, the loading machine is directly or indirectly connectable to a rim of a motor vehicle wheel in force-locking manner.

An apparatus for testing the brakes, wheel alignment, suspension, transmission, and engine of motorized wheeled vehicles, includes means such as a dynamometer for self-calibration. A platform supports a road vehicle to be tested. Two or four pairs of short high-inertia rollers are revolvably supported adjacent to said platform, and positioned to individually support either the front wheels or the back wheels of the vehicle. The rollers are drivable by a stationary vehicle resting thereon, each pair of high-inertia rollers supporting one vehicle wheel. A floating roller contacts the wheel to detect side forces. Sensor means are connected to the rollers and data processing, display and recording means are connected to the sensors. Speed of the rollers is monitored by an encoder having a resolution of at least 1000 pulses/sec. A preferred embodiment of the apparatus includes electric motors which can be connected to drive the rollers.

An indicating device for a motor vehicle and an operating method are provided. The motor vehicle includes a drive train with at least one drive unit. The indicating device shows in a differentiable manner to the driver the drive states of accelerating, unpowered driving (coasting) and decelerating using the drive train, and at a minimum signals to the driver when the coasting state exists so as to permit the driver to optimize efficient use of the vehicle.

Observability of damage precursor, damage and usage states, or event occurrence may be enhanced by modifying component materials to include self-monitoring materials or by processing test material to alter the surface properties. The properties of the self monitoring materials, such as magnetic permeability or electrical conductivity, are monitored with electromagnetic sensors and provide greater property variations with component condition than the original component material. Processing includes shot peening or laser welding.

The invention discloses a vehicle power testing method and a vehicle chassis dynamometer. The method comprises the following steps that: a vehicle chassis dynamometer carries out a positive test on a tested vehicle so as to obtain a power of a wheel driving force of the tested vehicle; the vehicle chassis dynamometer carries out a reverse test on the tested vehicle so as to obtain a driving tyre rolling resistance loss power; the vehicle chassis dynamometer carries out a test to obtain a dynamometer internal resistance loss power on the condition that a motor of the vehicle chassis dynamometer is in a no-load positive rotation state; and the vehicle chassis dynamometer calculates a chassis output power of the tested vehicle according to the wheel driving force power, the driving tyre rolling resistance loss power, and the dynamometer internal resistance loss power. According to the invention, a vehicle chassis dynamometer is employed to carry out an indoor test on a power output change of an engine of a tested vehicle; and an obtained chassis output power of the tested vehicle has a high accuracy; besides, the method has simple operation and can be realized easily.

A vehicle locking device locking a vehicle on a chassis dynamometer, equipped with rollers allowing driving wheels of the vehicle placed thereon, while keeping the driving wheels thereof placed on the rollers, was configured so as to detect angles of traction, to determine traction forces optimum for hauling the vehicle based on the detected angles, and to control the vehicle locking device based on thus-determined traction forces so as to take up a belt, aiming at readily and stably locking a test vehicle under optimum traction forces.

A system and method of calculating under changing conditions in real-time aerodynamic drag acting on a rider on a vehicle. A computer receives a signal indicative of a force of the vehicle on the rider from at least one force sensor located at or near at least one point of contact between the rider and the vehicle. The computer determines aerodynamic drag acting on the rider on the vehicle from the received signal. These steps are repeated under changing conditions.

The invention provides a propeller thrust measuring device, which comprises a base, an upper part frame, two lead screw systems, a worm gear and worm system, and a measuring system. The entire propeller thrust measuring device spans over a circulating water tank, and the center line of the device and that of the circulating water tank are on the same vertical plane; a lifting column is lowered to an appropriate depth by utilizing the lead screw systems after a propeller and a balance are fixed, and the lifting column is rotated via the worm gear and worm system so as to adjust an axis of the propeller to be coincide with the center line of the circulating water tank; and the propeller is turned on to a certain rotation speed, the balance can transmit a thrust value of the propeller to a water surface data acquisition instrument under the condition of zero flow velocity, and a thrust value of the propeller under the condition of a flow velocity can be measured through turning on a flow generating device of the circulating water tank. The propeller thrust measuring device is simple in structure, accurate in measurement and high in practical value, can provide important reference numerical values for propeller thrust measurement of water surface and underwater vehicles, and can conduct motion control research of the vehicles more precisely.

The invention discloses a test method and system of driving mileage of a pure electric automobile. The test method comprises steps of: charging a to-be-tested vehicle until the to-be-tested vehicle is fully charged; installing the to-be-tested vehicle on an automobile chassis dynamometer and carrying out cycle tests for N times on the to-be-tested vehicle according to a target test working condition; acquiring the driving mileage of the to-be-tested vehicle during the cycle tests for N times and a first parameter value of a power cell during the cycle tests for N times; controlling the to-be-tested vehicle to be subjected to the test according to the maximum speed and stopping the test until a preset condition is met; acquiring a second parameter value of the power cell during the test at the maximum speed; and estimating the driving mileage of the to-be-tested vehicle in the complete working condition cycle according to the driving mileage of the to-be-tested vehicle during the cycle test for N times, the first parameter value and the second parameter value. In this way, rapid test for the driving mileage is achieved and accurate test results can be ensured; and the repeatability rate is high and the operation is simple, so test periods and cost are reduced.

The invention relates to a centering adjustment method for wheel sets of a locomotive test stand and a traction force meter stand thereof. In order to enable all locomotive wheels of a locomotive to completely fall into corresponding rail wheels in foundation pits of the test stand, during test, the centers of the locomotive wheels are required to be kept perpendicularly centered with the centers of the rail wheels, and the locomotive is required to run in location mode in the horizontal direction, and thus the tested locomotive can be ensured to run stably and safely on the test stand. The centering adjustment method of the test stand of the locomotive comprises the following steps of 1 selecting the central lines of the foundation pits of the rail wheels to serve as location reference lines; 2 adopting a double-traction force meter stand to serve as the test stand; 3 performing secondary centering adjustment on the locomotive wheel sets and the rail wheel sets; and 4 providing the same pre-tightening force for a car coupler of the tested locomotive, and offsetting or reducing the horizontal displacement of the locomotive caused by deformation of the car coupler buffer. A speed reducer shaft of the traction force meter stand is parallel with a crew, a nut is screwed on the screw, a chain wheel on the speed reducer shaft is connected with a chain wheel on the nut through a chain, and one end of the screw is connected with a traction force measurement device.

A vacuum signal diagnostic system that diagnoses operation of a vacuum sensor of a brake booster system that is in fluid communication with an engine includes a first module that determines whether a vacuum signal of the vacuum sensor is increasing and a second module that compares an engine vacuum signal of the engine to the vacuum signal. A third module indicates a HI fault of the vacuum sensor when the vacuum sensor is increasing and a difference between the engine vacuum signal and the vacuum signal is greater than zero for a first threshold time.

The invention provides a method for indirectly measuring effective thrust of an engine. The method is used for measuring effective thrust of the engine of an aspiration-type integrated aircraft. The aircraft is a flow passage model. An engine-containing aircraft is subjected to thrust-to-drag feature measurement testing in a wind tunnel. Wind tunnel testing meets simulation rules of pneumatic and engine testing at the same time. In the test, an engine ignites to start combustion. A wind tunnel balance measures aircraft total thrust F balance total thrust, and the aircraft total thrust F(balance total thrust) is added with body drag D(external resistance) obtained by calculation or measurement so as to obtain effective thrust of the engine. Calculation of cold-state internal resistance is omitted, the effective thrust of the engine is obtained by adding the total thrust measured by thermal state testing with the body drag outside a flow channel, and the accuracy of measuring the effective thrust of the engine of the aspiration-type integrated aircraft is improved.

A securing mechanism for attachment to a chassis dynamometer for securing a motor vehicle on the chassis dynamometer, the securing mechanism including a vehicle engaging component which, when the securing mechanism is attached to the chassis dynamometer, is engageable with a vehicle on the dynamometer to thereby secure the vehicle to ensure it remains substantially stationary on the dynamometer, at least one actuator and a load beam for moving the vehicle engaging component in three orthogonal directions and into engagement with the vehicle for securing the vehicle wherein the actuator is for use with a remotely operable control system. The vehicle engaging component may be a pin for engaging hook shaped bracket that is fixed to the vehicle's axle housing of the vehicle.