CN111071260B - Method for calculating axle load of articulated three-axle passenger car - Google Patents
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Abstract
An axle load calculation method for an articulated three-axle passenger car comprises the following steps: acquiring the mass and the mass center of each component of the front carriage and the horizontal distance between the corresponding mass center position and the front carriage support shaft; calculating the axle load of each support shaft of the front carriage by using a preset algorithm according to the mass of each component and the horizontal distance between the corresponding mass center position and the support shaft of the front carriage; acquiring the mass and the mass center of each component of the rear carriage and the horizontal distance between the corresponding mass center position and the rear carriage support shaft; calculating the axle load of each supporting shaft of the rear carriage by using a preset algorithm according to the mass of each component and the horizontal distance of the supporting shaft of the rear carriage corresponding to the distance between the mass center position and the corresponding mass center position; and finally, acquiring the total shaft load of each supporting shaft according to the shaft load of each supporting shaft. By the method, axle load distribution can be checked without waiting for the completion of the development of the actual sample car, so that design change in the development process of the sample car is reduced, and the product development period is shortened; and the scheme can be adjusted in time in the design process, and the axle load distribution is optimized.
Description
Technical Field
The invention relates to the technical field of mechanical measurement, in particular to a method for calculating the axle load of an articulated three-axle passenger car.
Background
With the development and the increase of population in cities, the articulated bus occupies an important position in public transportation due to the transportation energy in the bus. The safety of the passenger car is also a concern, and axle load calculation and axle load distribution proportion calculation are necessary in the design process of the passenger car. Ideal axle load distribution can achieve stability in use and even tire wear for a vehicle, while unreasonable axle load distribution can affect vehicle dynamics, braking, trafficability, economy, and handling stability. If the axle load distribution proportion is unreasonable by calculating the axle load, the arrangement scheme of the whole vehicle can be adjusted in time in the design process, and the axle load distribution is optimized. And the axle load distribution result is not necessarily known through measurement after the development of the actual sample vehicle is finished.
In the existing calculation, a two-axis vehicle has a mature calculation method. However, for an articulated three-axle vehicle, a load cannot directly obtain how much load three axles respectively bear through a correlation formula. And then the final axle load of the whole vehicle can not be obtained by carrying out axle load superposition calculation. Some enterprises take actual measurement of the axle load of an articulated three-axle vehicle as a basis, local adjustment is carried out on the basis when a new vehicle is developed, and axle load calculation is indirectly checked based on the axle load measurement data of the actual vehicle. For the condition that a sample vehicle foundation is not available, an articulated three-axle vehicle is newly developed, or the chassis is seriously arranged and adjusted, an accurate and feasible axle load calculation method is also lacked.
Disclosure of Invention
In order to solve the problems, the invention provides an axle load calculation method of an articulated three-axle passenger car, which is used for realizing the axle load calculation in the design process of the articulated three-axle passenger car, avoiding potential safety hazards caused by uneven axle load distribution and passive modification after production of a sample car is finished, and comprises the following steps:
s1: acquiring the mass of each component of the front carriage and the horizontal distance from the corresponding mass center position to the front carriage supporting shaft;
s2: calculating the axle load of each support shaft of the front carriage by using a preset algorithm according to the mass of each component and the horizontal distance between the corresponding mass center position and the support shaft of the front carriage;
s3: acquiring the mass of each component of the rear carriage and the horizontal distance between the corresponding mass center position and the rear carriage support shaft;
s4: calculating the axle load of each supporting shaft of the rear carriage by using a preset algorithm according to the mass of each component and the horizontal distance of the supporting shaft of the rear carriage corresponding to the distance between the mass center position and the corresponding mass center position;
s5: and respectively distributing the shaft load to each supporting shaft according to each component to obtain the total shaft load of each supporting shaft.
Further, in step S1, the support shafts include a front passenger car axle and a middle passenger car axle.
Further, in step S2, the preset algorithm is:
FMri＝FMi×Lfi/Lf；
FMfi＝FMi-FMri；
FM＝∑FMi；
FMf＝∑FMfi；
FMr＝∑FMri；
wherein FMri represents the mass of the ith component of the front compartment assigned to the central axis of the passenger car, FMfi represents the mass of the ith component of the front compartment assigned to the front axis of the passenger car, FMi represents the mass of the ith component of the front compartment, Lfi represents the horizontal distance of the centroid of the ith component of the front compartment from the front axis, Lf represents the horizontal distance between the front axis of the passenger car and the central axis of the passenger car, FM represents the mass sum of the front compartment, FMf represents the axle load of the front axis, and FMr represents the axle load.
Further, in step S3, the support shaft includes a rear axle of the passenger car and an imaginary support shaft, where the imaginary support shaft is a movable hinge point of the hinge plate.
Further, in step S4, the preset algorithm is:
RMri＝RMi×Lri/Lr；
RMfi＝RMi-RMri；
RM＝∑RMi；
RMf＝∑RMfi；
RMr＝∑RMri；
wherein RMri represents the mass of the i-th component of the rear car assigned to the rear axle of the passenger car, RMfi represents the mass of the i-th component of the rear car assigned to the movable hinge point of the passenger car, RMi represents the mass of the i-th component of the rear car, Lri represents the horizontal distance of the centroid of the i-th component of the rear car from the movable hinge point, Lr represents the horizontal distance of the rear axle and the movable hinge point of the passenger car, RM represents the mass sum of the rear car, RMf represents the axial load of the movable hinge point, and RMr represents the axial load of the rear axle.
Further, the step S5 includes the steps of:
and calculating the total axial load of each supporting shaft of the front carriage and the rear carriage by using a preset algorithm according to the axial load of the movable hinge point of the rear carriage.
Wherein the preset algorithm is as follows:
M1＝RMf-RMf×Lj/Lf+FMf；
M2＝RMf×Lj/Lf+FMr；
M3＝RMr；
M＝M1+M2+M3；
wherein M1 represents the total axle load of the front axle of the articulated bus, M2 represents the total axle load of the middle axle of the articulated bus, M3 represents the total axle load of the rear axle of the articulated bus, M represents the total mass of the bus, and Lj represents the horizontal distance from the movable articulated point to the front axle.
Compared with the prior art, the invention at least has the following beneficial effects:
(1) by the calculation method, the problem of axle load calculation of the multi-axle passenger car can be solved by a simpler method, the whole car arrangement scheme can be adjusted in time in the design process, and the axle load distribution is optimized.
(2) The axle load distribution can be checked without waiting for the completion of the development of the actual sample car, so that the design change in the development process of the sample car is reduced, and the product development period is shortened.
(3) By the calculation method, the shaft load of each supporting shaft can be balanced by changing the distance between each component part and the supporting shaft, and the problem of uneven shaft load distribution caused by design change or movement is solved.
Drawings
FIG. 1 is a flow chart of a method for calculating axle load of an articulated three-axle passenger car;
FIG. 2 is a schematic view of an articulated three-axle passenger vehicle;
FIG. 3 is a schematic view of an articulated tray of an articulated three-axle passenger vehicle;
FIG. 4 is a schematic view of a front compartment of an articulated three-axle passenger vehicle;
FIG. 5 is a schematic view of the rear compartment of an articulated three-axle passenger vehicle;
fig. 6 is a schematic view of axial load stacking.
Detailed Description
The following are specific embodiments of the present invention and are further described with reference to the drawings, but the present invention is not limited to these embodiments.
Example one
As shown in fig. 1, a method for calculating the axle load of an articulated three-axle passenger car includes the following steps:
s1: acquiring the mass of each component of the front carriage and the horizontal distance from the corresponding mass center position to the front carriage supporting shaft;
s2: calculating the axle load of each support shaft of the front carriage by using a preset algorithm according to the mass of each component and the horizontal distance between the corresponding mass center position and the support shaft of the front carriage;
s3: acquiring the mass of each component of the rear carriage and the horizontal distance between the corresponding mass center position and the rear carriage support shaft;
s4: calculating the axle load of each supporting shaft of the rear carriage by using a preset algorithm according to the mass of each component and the horizontal distance of the supporting shaft of the rear carriage corresponding to the distance between the mass center position and the corresponding mass center position;
s5: and respectively distributing the shaft load to each supporting shaft according to each component to obtain the total shaft load of each supporting shaft.
The hinge type three-axle passenger car has three axles, so that the mass of a certain component cannot be directly distributed on the three axles through a lever principle. Therefore, the invention provides a step-by-step superposed axle load calculation method to solve the axle load calculation problem of the articulated three-axle passenger car, namely, the axle load calculation of the articulated three-axle passenger car is completed on the basis of the axle load calculation of a two-axle vehicle.
An articulated three-axle passenger car as shown in fig. 2 and 3 is divided into a front car and a rear car, and the front car and the rear car have relative pitching freedom. Therefore, the articulated three-axle passenger car is divided into a front car and a rear car by taking the moving point of the articulated disc as a boundary when the front car and the rear car have pitching motion.
As shown in fig. 4, firstly, according to the mass of each component and the horizontal distance between the corresponding centroid position and the front axle of the front compartment, the axle load of each support axle of the front compartment is calculated by using a preset algorithm, wherein the support axle of the front compartment comprises the front axle of the passenger car and the middle axle of the passenger car, and the preset algorithm is as follows:
FMri＝FMi×Lfi/Lf；
FMfi＝FMi-FMri；
FM＝∑FMi；
FMf＝∑FMfi；
FMr＝∑FMri；
wherein FMri represents the mass of the ith component of the front compartment assigned to the central axis of the passenger car, FMfi represents the mass of the ith component of the front compartment assigned to the front axis of the passenger car, FMi represents the mass of the ith component of the front compartment, Lfi represents the horizontal distance of the centroid of the ith component of the front compartment from the front axis, Lf represents the horizontal distance between the front axis of the passenger car and the central axis of the passenger car, FM represents the mass sum of the front compartment, FMf represents the axle load of the front axis, and FMr represents the axle load.
As shown in fig. 5, after the axle loads of the support shafts of the front car are calculated, the axle loads of the support shafts of the rear car are calculated by using the same method, wherein the support shafts of the rear car comprise a rear axle of the passenger car and a virtual support shaft, the virtual support shaft is a movable hinge point of a hinge plate, and the preset algorithm is as follows:
RMri＝RMi×Lri/Lr；
RMfi＝RMi-RMri；
RM＝∑RMi；
RMf＝∑RMfi；
RMr＝∑RMri；
wherein RMri represents the mass of the i-th component of the rear car assigned to the rear axle of the passenger car, RMfi represents the mass of the i-th component of the rear car assigned to the movable hinge point of the passenger car, RMi represents the mass of the i-th component of the rear car, Lri represents the horizontal distance of the centroid of the i-th component of the rear car from the movable hinge point, Lr represents the horizontal distance of the rear axle and the movable hinge point of the passenger car, RM represents the mass sum of the rear car, RMf represents the axial load of the movable hinge point, and RMr represents the axial load of the rear axle.
As shown in fig. 6, after the axle loads of the supporting axles of the front and rear cars are calculated respectively, the axle loads of the two cars are correspondingly superposed, and in the process, the axle load at the movable hinge point of the hinge plate is calculated to be RMf, so RMf can be equivalent to one load for the front car, and can be further decomposed into the front axle and the middle axle. Therefore, finally, the total axle load of the front axle, the middle axle and the rear axle of the articulated three-axle passenger car is calculated by using a preset algorithm, wherein the preset algorithm is as follows:
M1＝RMf-RMf×Lj/Lf+FMf；
M2＝RMf×Lj/Lf+FMr；
M3＝RMr；
M＝M1+M2+M3；
wherein M1 represents the total axle load of the front axle of the articulated bus, M2 represents the total axle load of the middle axle of the articulated bus, M3 represents the total axle load of the rear axle of the articulated bus, M represents the total mass of the bus, and Lj represents the horizontal distance from the movable articulated point to the front axle.
In another preferred embodiment, the method is further used for dividing the passenger car into a plurality of carriages, respectively calculating the axle load of each supporting shaft of the plurality of carriages by using a preset algorithm, and superposing the corresponding axle loads by using the preset algorithm so as to obtain the calculated total axle load of each axle of the multi-axle vehicle.
By the method, the problem of axle load calculation of the multi-axle passenger car can be solved by a simpler method, the whole car arrangement scheme can be adjusted in time in the design process, the axle load distribution is optimized, the axle load distribution can be checked without waiting until the actual sample car is developed, the design change in the sample car development process is further reduced, and the product development period is shortened.
Meanwhile, the shaft load of each supporting shaft can be balanced by changing the distance between each component part and the supporting shaft, and the problem of uneven shaft load distribution caused by design change or movement is solved.
The specific embodiments described herein are merely illustrative of the spirit of the invention. Various modifications or additions may be made to the described embodiments or alternatives may be employed by those skilled in the art without departing from the spirit or ambit of the invention as defined in the appended claims.
Claims (5)
1. An articulated three-axle passenger car axle load calculation method is characterized by comprising the following steps:
s1: acquiring the mass of each component of the front carriage and the horizontal distance from the corresponding mass center position to the front carriage supporting shaft;
s2: calculating the axle load of each support shaft of the front carriage by utilizing a first preset algorithm according to the mass of each component and the horizontal distance between the corresponding mass center position and the support shaft of the front carriage;
s3: acquiring the mass of each component of the rear carriage and the horizontal distance between the corresponding mass center position and the rear carriage support shaft;
s4: calculating the axle load of each support shaft of the rear carriage by using a second preset algorithm according to the mass of each component and the horizontal distance of the support shaft of the rear carriage corresponding to the distance of the mass center position;
s5: respectively distributing the shaft load to each supporting shaft according to each component to obtain the total shaft load of each supporting shaft;
in the step S3:
the supporting shaft comprises a rear axle of the passenger car and an imaginary supporting shaft, and the imaginary supporting shaft is a movable hinge point of the hinge plate;
in step S4, the second preset algorithm is:
RMri＝RMi×Lri/Lr；
RMfi＝RMi-RMri；
RM＝∑RMi；
RMf＝∑RMfi；
RMr＝∑RMri；
wherein RMri represents the mass of the i-th component of the rear car assigned to the rear axle of the passenger car, RMfi represents the mass of the i-th component of the rear car assigned to the movable hinge point of the passenger car, RMi represents the mass of the i-th component of the rear car, Lri represents the horizontal distance of the centroid of the i-th component of the rear car from the movable hinge point, Lr represents the horizontal distance of the rear axle and the movable hinge point of the passenger car, RM represents the mass sum of the rear car, RMf represents the axial load of the movable hinge point, and RMr represents the axial load of the rear axle.
2. The axle load calculation method of an articulated three-axle passenger car according to claim 1, wherein in step S1:
the back shaft includes passenger train front axle and passenger train axis.
3. The axle load calculation method of an articulated three-axle passenger car according to claim 1, wherein in step S2, the first predetermined algorithm is:
FMri＝FMi×Lfi/Lf；
FMfi＝FMi-FMri；
FM＝∑FMi；
FMf＝∑FMfi；
FMr＝∑FMri；
wherein FMri represents the mass of the ith component of the front compartment assigned to the central axis of the passenger car, FMfi represents the mass of the ith component of the front compartment assigned to the front axis of the passenger car, FMi represents the mass of the ith component of the front compartment, Lfi represents the horizontal distance of the centroid of the ith component of the front compartment from the front axis, Lf represents the horizontal distance between the front axis of the passenger car and the central axis of the passenger car, FM represents the mass sum of the front compartment, FMf represents the axle load of the front axis, and FMr represents the axle load.
4. The axle load calculation method of an articulated three-axle passenger car according to claim 3, wherein the step S5 further comprises the steps of:
and calculating the total axial load of each supporting shaft of the front carriage and the rear carriage by utilizing a third preset algorithm according to the axial load of the movable hinge point of the rear carriage.
5. The axle load calculation method of the articulated three-axle passenger car according to claim 4, wherein the third preset algorithm is:
M1＝RMf-RMf×Lj/Lf+FMf
M2＝RMf×Lj/Lf+FMr；
M3＝RMr；
M＝M1+M2+M3；
wherein M1 represents the total axle load of the front axle, M2 represents the total axle load of the middle axle, M3 represents the total axle load of the rear axle, M represents the total mass of the passenger car, and Lj represents the horizontal distance from the movable hinge point to the front axle.
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN204659382U (en) * | 2015-04-21 | 2015-09-23 | 金龙联合汽车工业（苏州）有限公司 | A kind of triple-axle coach air suspension air-path control system |
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| DE102006045305B3 (en) * | 2006-09-26 | 2008-01-17 | Siemens Ag | Method and device for operating a vehicle |
| DE102006049541B4 (en) * | 2006-10-20 | 2018-10-31 | Volkswagen Ag | Method and device for determining a trailer support load |
| EP2573536B1 (en) * | 2010-05-21 | 2019-03-13 | National University Corporation Tokyo University of Marine Science and Technology | Center-of-gravity detecting system |
| CN104833519B (en) * | 2014-12-22 | 2018-08-07 | 北汽福田汽车股份有限公司 | Vehicle axle load determines method and device |
| CN106427458B (en) * | 2016-12-20 | 2019-01-04 | 金龙联合汽车工业（苏州）有限公司 | A kind of triple-axle coach axle load distribution control system |
| CN107618402B (en) * | 2017-09-20 | 2019-07-26 | 中国重汽集团济南动力有限公司 | Distributed drive vehicle axle load calculation method and drive torque control method |
| CN108556850B (en) * | 2018-04-18 | 2019-08-23 | 吉林大学 | A kind of multi-axle heavy type wheel of vehicle vertical load general calculation method |
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