Commercial vehicle chassis operating system matching method

Abstract

The invention discloses a commercial vehicle chassis operating system matching method, which can comprehensively evaluate the performance of a chassis operating system by calculating a plurality of key parameters such as a reserve coefficient, unit area slipping work, starting temperature rise, actual separation stroke and clutch separation pedal force. And through substitution calculation of an accurate formula and actual parameters, the accuracy of the matching process is ensured, and the most suitable chassis operating system component can be selected. By checking the key parameters, it can be ensured that the chassis operation system meets specific use requirements and performance standards, and therefore the safety of the whole vehicle is improved. According to the method, specific calculation steps and judgment standards are provided, so that the matching process has operability, and engineers can perform practical application conveniently.

Description

Technical Field

[0001] The present invention relates to the technical field of commercial vehicles, and in particular to a method for matching a chassis operating system of a commercial vehicle. Background Art

[0002] The chassis operating system occupies an extremely important position in the vehicle, and its matching performance with the vehicle is directly related to the economy, power and operability of the vehicle. In terms of the latest technological development trends abroad, the matching of chassis operating system related components with the vehicle has reached a fairly perfect level. However, in domestic and foreign models, when matching the engine with the chassis operating system components, the matching method is relatively simple, and basically a single component is used for matching verification, and research on system matching verification is relatively lacking.

[0003] The chassis operating system is developed based on the relevant parameters of the engine. At present, the domestic and foreign commercial vehicle markets are quite special. On the one hand, there are great differences in the use conditions and the use habits of regional users. In addition, the policies of each region are different, which makes the user needs diverse. On the other hand, the engine manufacturers and chassis operating system parts manufacturers belong to different manufacturers. When the chassis operating system is developed, it is also adaptively developed for a certain mainstream engine, so there are many types of engines and chassis operating systems. For commercial vehicle complete vehicles, it is particularly important to match these engines and chassis operating systems to achieve the best match between the two. Summary of the invention

[0004] The purpose of the present invention is to provide a commercial vehicle chassis operating system matching method in order to solve the above-mentioned problem. The present invention verifies whether the chassis operating system meets specific usage requirements and performance standards by calibrating key parameters in the system matching process, so as to quickly perform matching.

[0005] The present invention achieves the above-mentioned purpose through the following technical solutions:

[0006] A commercial vehicle chassis operating system matching method comprises the following steps:

[0007] S1: Calculate the clutch reserve coefficient β;

[0008] S2: Calculate the sliding work per unit area ω;

[0009] S3: Calculate the starting temperature rise △t;

[0010] S4: Calculate the actual separation stroke L 实 ;

[0011] S5: Calculate the pedal force F for clutch release 分 ;

[0012] S6: During the system matching process, the key parameters calculated by S1-S5 are checked to verify whether the chassis operating system meets the specific usage requirements and performance standards.

[0013] A further solution is that in the above S1, the clutch reserve coefficient β is calculated as follows:

[0014] Tcmax=μ*F*R*Z

[0015] Where: μ: friction coefficient of friction plate, taken as 0.30;

[0016] F: Working clamping load of the clutch, take the installation clamping load

[0017] R: effective radius of friction plate

[0018] Z: Number of friction plate working surfaces

[0019] Temax: Maximum engine torque

[0020] Tcmax: Maximum clutch torque capacity

[0021] β=Tcmax / Temax

[0022] β: Clutch reserve coefficient, the value is greater than 1.9 (the empirical value of dump trucks).

[0023] A further solution is that in S2, the calculation process of the sliding work per unit area ω is as follows:

[0024] W=0.5*Ja*ωe 2

[0025] Ja=(ma*rk 2 ) / (i0 2 *ik 2 )

[0026] ωe=2*π*ne / 60

[0027] ω=4*W / (π*Z*(D 2 -d 2 ))

[0028] Among them: Ja: The vehicle mass converted into equivalent moment of inertia

[0029] ω: Sliding work per unit area

[0030] W: Sliding power

[0031] ma: vehicle mass

[0032] rk: wheel rolling radius

[0033] i0: Main reduction ratio

[0034] ik: Transmission first gear ratio

[0035] ωe: Engine angular velocity at start

[0036] ne: Engine speed at start, starting speed of commercial vehicles 1000~1500r / min

[0037] D: Friction plate outer diameter

[0038] d: Friction plate outer diameter

[0039] For heavy trucks: ω≤0.25J / mm 2 .

[0040] A further solution is that in S3, the calculation process of the starting temperature rise △t is as follows:

[0041] △t=(K*W) / (m*C)

[0042] Where: △t: starting temperature rise of pressure plate

[0043] K = 0.5; K: The ratio of heat transferred to the pressure plate, for single-plate clutch, it is 0.5

[0044] m: pressure plate mass

[0045] C: Specific heat capacity of platen material, C = 544 J / (Kg·℃)

[0046] If △t<8℃, the requirements are met.

[0047] A further solution is that in S4, the calculation process of the actual separation stroke Lreal is as follows:

[0048] Ltotal pump = (Ltotal - Lempty) × μ1 / n1

[0049] L slave cylinder = L master cylinder × (D1 / D2) 2

[0050] Among them: L theory: theoretical separation stroke

[0051] Lactual: actual separation stroke

[0052] L Master Cylinder: Master Cylinder Stroke

[0053] L slave cylinder: slave cylinder stroke

[0054] μ1: Stroke efficiency: 0.85

[0055] n1: pedal lever ratio: 5.73

[0056] L Total: Total pedal travel: 150mm

[0057] L empty: empty travel: 10-15mm

[0058] n2: fork lever ratio is 1.354

[0059] D1: total pump diameter 23.81

[0060] D2: The diameter of the sub-pump is 22

[0061] Lli=Lslave pump / n2

[0062] There is a 2-3mm gap between the release bearing and the cover assembly;

[0063] Lactual = Lrational - the clearance of the separation finger height between the separation bearing and the cover assembly; and > 12mm.

[0064] A further solution is that in S5, the clutch release pedal force F 分 The calculation process is as follows:

[0065] P1: =F×π×(D1 / 2)

[0066] F = P1 / n1

[0067] F 分 = F / η+spring return force

[0068] F1: Maximum separation force

[0069] F2: Booster push rod force = F1x1.3 / n2

[0070] n2: fork ratio 1.354;

[0071] F assist: booster oil pressure

[0072] F: Theoretical pedal force

[0073] η: Transmission efficiency, take 0.85

[0074] According to the booster characteristic curve, when the output force is F2, find out the booster oil pressure

[0075] Pedal lever ratio n1:5.73;

[0076] The spring return force is fixed at 15N

[0077] Clutch release pedal force F 分 Satisfy: 80 ≤ F 分 ≤150, the requirement is met.

[0078] The beneficial effects of the present invention are:

[0079] A commercial vehicle chassis operating system matching method of the present invention can comprehensively evaluate the performance of the chassis operating system by calculating multiple key parameters such as reserve coefficient, friction work per unit area, starting temperature rise, actual separation stroke and clutch separation pedal force.

[0080] The calculation by precise formulas and actual parameters ensures the accuracy of the matching process and helps to select the most suitable chassis operating system components.

[0081] This method not only involves the parameter calculation of a single component, but also takes into account the matching of the entire chassis operating system, ensuring the coordinated work between the various components and improving the performance of the entire vehicle.

[0082] This method can be adjusted according to different vehicle models, operating conditions and user needs. It has high flexibility and can adapt to diverse market demands.

[0083] By checking key parameters, it can be ensured that the chassis operating system meets specific usage requirements and performance standards, thereby improving the safety of the entire vehicle.

[0084] The method provides specific calculation steps and judgment criteria, making the matching process operable and convenient for engineers to carry out practical applications.

[0085] By optimizing the matching of the chassis operating system, the economy of the vehicle can be improved and the operating costs can be reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0086] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0087] Figure 1 This is a performance curve diagram of the booster used in the present invention. DETAILED DESCRIPTION

[0088] To make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be described in detail below. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other implementation methods obtained by ordinary technicians in this field without creative work belong to the scope of protection of the present invention.

[0089] In any embodiment, if Figure 1 As shown, a commercial vehicle chassis operating system matching method of the present invention adopts the following technical solutions:

[0090] The following is the verification process:

[0091] Known vehicle parameters:

[0092]

[0093]

[0094] The commercial vehicle chassis operating system matching method comprises the following steps:

[0095] S1: Calculation of reserve coefficient β;

[0096] S2: calculation of sliding work per unit area ω;

[0097] S3: Calculation of starting temperature rise △t;

[0098] S4: Calculation of the actual separation stroke Lreal;

[0099] S5: Pedal force F for clutch release 分 Calculation.

[0100] S6: During the system matching process, the key parameters calculated above are checked to verify whether the chassis operating system meets the specific usage requirements and performance standards.

[0101] In S1, the calculation of the reserve coefficient β;

[0102] Tcmax=μ*F*R*Z

[0103] Where: μ: friction coefficient of friction plate, taken as 0.30;

[0104] F: The working clamping load of the clutch, generally the installation clamping load

[0105] R: effective radius of friction plate

[0106] Z: Number of friction plate working surfaces

[0107] Temax: Maximum engine torque

[0108] Tcmax: Maximum clutch torque capacity

[0109] The calculation results show that if the reserve coefficient β is greater than 1.9, the requirements are met.

[0110] Calculation process: Temax = 800 N m, μ = 0.30, F = 16000 N, R = 0.162 m, Z = 2

[0111] Substituting into the equation, we get: Tcmax = μ*F*R*Z = 1554N·m

[0112] β=Tcmax / Temax=1.94(β: clutch reserve coefficient)>1.9

[0113] Judgment suggestion: The reserve coefficient is greater than 1.9 (the empirical value of dump trucks), which meets the requirements.

[0114] In S2, calculation of sliding work per unit area ω;

[0115] The sliding friction work formula is based on the following assumptions:

[0116] 1. The engine torque and clutch friction torque remain unchanged during the entire vehicle starting process.

[0117] 2. The car starts on a flat and good road surface, and the road resistance is very small and can be ignored.

[0118] 3. The clutch slippage before the car starts is very small and can be ignored

[0119] W=0.5*Ja*ωe 2

[0120] Ja=(ma*rk 2 ) / (i0 2 *ik 2 )

[0121] ωe=2*π*ne / 60

[0122] ω=4*W / (π*Z*(D 2 -d 2 ))

[0123] Among them: Ja: The vehicle mass converted into equivalent moment of inertia

[0124] ω: Sliding work per unit area

[0125] W: Sliding power

[0126] ma: vehicle mass

[0127] rk: wheel rolling radius

[0128] i0: Main reduction ratio

[0129] ik: Transmission first gear ratio

[0130] ωe: Engine angular velocity at start

[0131] ne: Engine speed at start-up is closely related to the driver's operating habits. Generally, it is recommended that commercial vehicles start at 1000-1500r / min.

[0132] D: Friction plate outer diameter

[0133] d: Friction plate outer diameter

[0134] For heavy trucks: ω≤0.25J / mm 2

[0135] The calculation process is as follows: Where: Ja = (ma*rk 2 ) / (i0 2 *ik 2 )(Ja: The vehicle mass is converted into equivalent moment of inertia)

[0136] ma=33000Kg (ma: vehicle mass)

[0137] rk=0.525m (rk: wheel rolling radius)

[0138] i0=5.833 (i0: main reduction ratio)

[0139] ik=12.09 (ik: transmission first gear ratio)

[0140] Substituting into the equation: Ja = (ma*rk 2 ) / (i0 2 *ik 2 )=1.829Kg·m 2

[0141] Also: ωe=2*π*ne / 60 (ωe: engine angular velocity at start)

[0142] Where: ne = 1200r / min

[0143] (ne: Engine speed at start-up is closely related to the driver's operating habits. Generally, it is recommended that commercial vehicles start at 1000-1500r / min)

[0144] Substituting in: ωe=2*π*ne / 60=125.66rad / s

[0145] W=0.5*Ja*ωe 2 =14440.62J

[0146] ω: Sliding work per unit area ω=4*W / (π*Z*(D 2 -d 2 ))=0.09J / mm 2 ≤0.25J / mm 2

[0147] For heavy trucks: ω≤0.25J / mm 2

[0148] Judgment result: meets the requirements.

[0149] In S3, the calculation of the starting temperature rise △t;

[0150] △t=(K*W) / (m*C)

[0151] Where: △t: starting temperature rise of pressure plate

[0152] K = 0.5 (K: The ratio of heat transferred to the pressure plate. Single-plate clutches generally take 0.5.)

[0153] m: pressure plate mass

[0154] C: Specific heat capacity of platen material, C = 544 J / (Kg·℃)

[0155] If △t<8℃, the requirements are met.

[0156] The calculation process is as follows:

[0157] K = 0.5 (K: The ratio of heat transferred to the pressure plate. Single-plate clutches generally take 0.5.)

[0158] W = 14440.62 J (W: sliding friction work)

[0159] m = 18.8Kg (m: pressure plate mass)

[0160] C = 544 J / (Kg·℃) (C: specific heat capacity of platen material)

[0161] Substituting in, we get: △t=(K*W) / (m*C)=7.1℃<8℃

[0162] Result: The requirements are met.

[0163] In S4, the actual separation stroke L is calculated;

[0164] Ltotal pump = (Ltotal - Lempty) × μ1 / n1

[0165] L slave cylinder = L master cylinder × (D1 / D2) 2

[0166] Among them: L theory: theoretical separation stroke

[0167] Lactual: actual separation stroke

[0168] L Master Cylinder: Master Cylinder Stroke

[0169] L slave cylinder: slave cylinder stroke

[0170] μ1: stroke efficiency: 0.85,

[0171] n1: pedal lever ratio: 5.73,

[0172] L Total: Total pedal travel: 150mm,

[0173] L empty: empty travel: 10-15mm

[0174] n2: The fork lever ratio is 1.354,

[0175] D1: total pump diameter 23.81,

[0176] D2: The diameter of the sub-pump is 22

[0177] Ltotal pump = (Ltotal - Lempty) × μ1 / n1 = (150-15) × 0.85 / 5.73 = 20.03 mm

[0178] L slave cylinder = L master cylinder × (D1 / D2) 2 =20.03×(23.81 / 22) 2 =23.5mm

[0179] Therefore, the theoretical separation stroke L of the clutch cover assembly is: 23.5 / 1.354=17.3mm

[0180] There is a 2-3mm gap between the separation bearing and the cover assembly.

[0181] Therefore, the actual separation stroke Lact of the clutch cover assembly product is: 17.3-(2~3)=14.3~15.3mm>12mm

[0182] Judgment result: The theoretical separation stroke of the clutch product meets the design value.

[0183] In S5, the clutch release pedal force F 分 Calculation of

[0184] P1: =F×π×(D1 / 2)

[0185] F = P1 / n1

[0186] F 分 = F / η

[0187] F1: Maximum separation force: 4200N (compression force 16000±1000N)

[0188] F2: Booster push rod force: 4200x1.3 / 1.354=4032N;

[0189] n2: fork ratio 1.354;

[0190] F assist: booster oil pressure

[0191] F: Theoretical pedal force

[0192] η: Transmission efficiency

[0193] according to Figure 1 According to the booster characteristic curve, when the output force is 4032N, the booster oil pressure is approximately 1.2MPa.

[0194] P1: Total pump pressure: 1.2xπx(23.81 / 2) 2 =534.3N;

[0195] Master cylinder diameter D1: 23.81; pedal lever ratio n1: 5.73;

[0196] Therefore, the pedal force F is: F = 534.3 / 5.73 = 93N

[0197] The transmission efficiency η is 0.85 and the spring return force is 15N.

[0198] The pedal force for clutch release is F = 93 / 0.85 + 15 = 125 N.

[0199] Clutch release pedal force F 分 If the score is 80 ≤ F ≤ 150, the requirement is met;

[0200] During the system matching process, the key parameters mentioned above are checked, including reserve coefficient, friction work per unit area, starting temperature rise, actual separation stroke, and clutch separation pedal force. Through careful verification of these key parameters, the purpose is to accurately verify whether the chassis operating system can meet specific usage requirements, such as adapting to different models and different usage conditions (such as the usage habits of commercial vehicles in different regions and the usage requirements under the influence of policies) and meeting the corresponding performance standards, such as meeting the restrictions on friction work per unit area for heavy trucks. Through such a comprehensive parameter verification method, the chassis operating system can be quickly matched, thereby improving the efficiency of the commercial vehicle chassis operating system matching and ensuring that the chassis operating system and the vehicle achieve good matching effects in terms of economy, power, and operability.

[0201] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of changes or replacements within the technical scope disclosed by the present invention, which should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims. It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present invention will not further explain various possible combinations. In addition, the various different embodiments of the present invention can also be combined arbitrarily, as long as they do not violate the concept of the present invention, they should also be regarded as the contents disclosed by the present invention.

Claims

1. A commercial vehicle chassis operating system matching method, characterized in that: The following steps are involved: S1: Calculate the clutch reserve coefficient β; S2: Calculate the sliding work per unit area ω; S3: Calculate the starting temperature rise △t; S4: Calculate the actual separation stroke L 实 ; S5: Calculate the pedal force F for clutch release 分 ; S6: During the system matching process, the key parameters calculated by S1-S5 are checked to verify whether the chassis operating system meets the specific usage requirements and performance standards.

2. A commercial vehicle chassis operating system matching method as claimed in claim 1, characterized in that: In the above-mentioned S1, the clutch reserve coefficient β is calculated as follows: Tcmax=μ*F*R*Z Where: μ: friction coefficient of friction plate, taken as 0.30; F: Working clamping load of the clutch, take the installation clamping load R: effective radius of friction plate Z: Number of friction plate working surfaces Temax: Maximum engine torque Tcmax: Maximum clutch torque capacity β=Tcmax / Temax β: Clutch reserve coefficient, the value is greater than 1.

9.

3. A commercial vehicle chassis operating system matching method as claimed in claim 1, characterized in that: In S2, the calculation process of the sliding work per unit area ω is as follows: W=0.5*I*ωe 2 Yes=(ma*rk 2 ) / (i0 2 *I 2 ) ωe=2*π*ne / 60 ω=4*W / (π*Z*(D 2 -d 2 )) Among them: Ja: The vehicle mass converted into equivalent moment of inertia ω: Sliding work per unit area W: Sliding power ma: vehicle mass rk: wheel rolling radius i0: Main reduction ratio ik: Transmission first gear ratio ωe: Engine angular velocity at start ne: Engine speed at start, starting speed of commercial vehicles 1000~1500r / min D: Friction plate outer diameter d: Friction plate outer diameter For heavy trucks: ω≤0.25J / mm 2 .

4. A commercial vehicle chassis operating system matching method as claimed in claim 1, characterized in that: In S3, the calculation process of the starting temperature rise △t is as follows: △t=(K*W) / (m*C) Where: △t: starting temperature rise of pressure plate K = 0.5; K: The ratio of heat transferred to the pressure plate, for single-plate clutch, it is 0.5 m: pressure plate mass C: Specific heat capacity of platen material, C = 544 J / (Kg·℃) If △t<8℃, the requirements are met.

5. The commercial vehicle chassis operating system matching method according to claim 1, characterized in that: In S4, the calculation process of the actual separation stroke Lreal is as follows: Ltotal pump = (Ltotal - Lempty) × μ1 / n1 L slave cylinder = L master cylinder × (D1 / D2) 2 Among them: L theory: theoretical separation stroke Lactual: actual separation stroke L Master Cylinder: Master Cylinder Stroke L slave cylinder: slave cylinder stroke μ1: Stroke efficiency: 0.85 n1: pedal lever ratio: 5.73 L Total: Total pedal travel: 150mm L empty: empty travel: 10-15mm n2: fork lever ratio is 1.354 D1: total pump diameter 23.81 D2: The diameter of the sub-pump is 22 Lli=Lslave pump / n2 There is a 2-3mm gap between the release bearing and the cover assembly; Lactual = Lrational - the clearance of the separation finger height between the separation bearing and the cover assembly; and > 12mm.

6. A commercial vehicle chassis operating system matching method as claimed in claim 1, characterized in that: In S5, the clutch release pedal force F 分 The calculation process is as follows: P1: =F×π×(D1 / 2) F = P1 / n1 F 分 = F / η+spring return force F1: Maximum separation force F2: Booster push rod force = F1x1.3 / n2 n2: fork ratio 1.354; F assist: booster oil pressure F: Theoretical pedal force η: Transmission efficiency, take 0.85 According to the booster characteristic curve, when the output force is F2, find out the booster hydraulic pedal lever ratio n1:5.73; The spring return force is fixed at 15N Clutch release pedal force F 分 Satisfy: 80 ≤ F 分 ≤150, the requirement is met.

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