CN116323270A - Method for reducing acceleration time of automobile - Google Patents
Method for reducing acceleration time of automobile Download PDFInfo
- Publication number
- CN116323270A CN116323270A CN202080105802.2A CN202080105802A CN116323270A CN 116323270 A CN116323270 A CN 116323270A CN 202080105802 A CN202080105802 A CN 202080105802A CN 116323270 A CN116323270 A CN 116323270A
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- China
- Prior art keywords
- vehicle
- acceleration time
- pneumatic
- reducing
- car
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Links
- 230000001133 acceleration Effects 0.000 title claims abstract description 17
- 238000000034 method Methods 0.000 title claims abstract description 17
- 239000000725 suspension Substances 0.000 claims description 5
- 230000000694 effects Effects 0.000 description 5
- 230000005540 biological transmission Effects 0.000 description 3
- 238000002347 injection Methods 0.000 description 2
- 239000007924 injection Substances 0.000 description 2
- 239000000243 solution Substances 0.000 description 2
- 239000013585 weight reducing agent Substances 0.000 description 2
- 239000000446 fuel Substances 0.000 description 1
- 230000002045 lasting effect Effects 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
- B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/22—Conjoint control of vehicle sub-units of different type or different function including control of suspension systems
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The invention relates to a method for reducing the acceleration time of a front engine automobile driven by a rear wheel, which comprises the following steps: when the vehicle starts from rest and/or during wheel rotation, the front part of the vehicle body is slightly raised relative to the rear part by means of pneumatic means mounted on the vehicle, and then the front part of the vehicle body is returned to the initial position, so that the acceleration time of the vehicle is reduced.
Description
Technical Field
The present invention relates to passenger vehicles and, more particularly, to a method for reducing the acceleration time of a vehicle when starting from a stationary position.
Background
It is known that for rear-wheel drive vehicles (and all-wheel drive vehicles, in which torque is mainly distributed on the rear axle during starting) with a front engine, the weight of the loaded vehicle is approximately distributed-60% on the front axle and 40% on the rear axle, during rapid acceleration and subsequent speed increases, the driving wheels start to lose traction with the road surface and slip, which negatively affects the dynamics of the vehicle and increases its acceleration time.
A method of accelerating a vehicle is known in which a control and regulation system of the vehicle determines the required torque in accordance with the instructions of the driver, the person controlling the vehicle, the weight of the vehicle and other components of the vehicle transmission. The method is characterized in that, in order to accelerate the motor vehicle, a setpoint torque of the transmission drive unit is determined as a function of the torque required. The rated torque includes an increase in the rotational speed of the drive unit, and in order to determine the rated torque, a speed gradient is assigned for determining an additional torque of the rated torque (RU 2661238C2, 2018, month 07, day 13).
Electronic throttle control systems, injection systems and ignition systems are also well known and are designed for "from rest" rapid start on various automobiles. These systems are commonly referred to as "start control" or "race start". Most of these types of systems (e.g., gizzmo electronic start-up interfaces) create an ignition gap in the cylinder, either in steps or continuously, which does not allow the spark plug to be flooded with gasoline. Meanwhile, the flameout time of the starting system is tracked by two parameters: signals from a switch and a speed sensor mounted on the clutch pedal. The start control system may interrupt the signal sent by the electronic control unit to the ignition coil in a sequence to prevent the rotational speed of the engine from exceeding a specified rotational speed flag. After the driver releases the clutch, the speed limit is closed and the second limit is opened. The second limitation is active at the moment of clutch release when torque transmission is interrupted. The second limitation allows the rider to not loosen the throttle while shifting gears until the race is complete. Controlling engine speed during a shift may prevent loss of traction to the road surface during the shift.
The technical problem is how to expand a library of methods for reducing the acceleration time of a passenger car, which can be solved by creating a solution that replaces the known solutions.
The invention has the characteristics of high efficiency and universality, and can be suitable for passenger cars of different models, and the capability of improving the dynamic characteristics of the car under the conditions of not increasing the power of an engine, improving aerodynamics and the like.
Disclosure of Invention
In order to achieve the technical effect, a method for reducing the acceleration time of a passenger car of a front engine by utilizing rear wheel drive is provided, wherein the front part of the car body is lifted by a pneumatic mounting device on the car during the starting and/or wheel slipping process of the car from a rest position and then is restored to the original position.
In some embodiments, the pneumatic device is located at the front bottom of the vehicle, and may be a pneumatic suspension, or a high pressure compressor and nozzle connected thereto.
Drawings
The invention is illustrated by the accompanying drawings. Fig. 1 shows the change in position of the vehicle and the weight distribution during starting of the vehicle from a stationary position and/or during wheel slip. Fig. 2 shows the position of the car and its weight distribution during movement.
Detailed Description
The method for reducing the acceleration time of the passenger car comprises the following steps: during starting and subsequent acceleration of a front engine vehicle, the front of the vehicle body is lifted relative to the rear, the loading mass of the vehicle is 60% distributed on the front axle and 40% distributed on the rear axle, high pressure air injection is used to enhance the weight reduction of the front of the vehicle, to cause the weight of the vehicle to oscillate along the axis, and to make the weight distribution of the vehicle better. This minimizes slip of the rear drive wheel and improves grip on the road surface during acceleration.
To achieve this, during rapid start-up and subsequent acceleration, when the driving wheel begins to lose traction with the road surface and skid (driving wheel skid), one or several air jets previously compressed by the high-pressure compressor into the cylinder mounted on the vehicle are ejected downwards and towards the road surface by means of special nozzles located under the front part of the vehicle, so as to produce the effect of pushing the vehicle upwards from the road surface. This results in an instantaneous lightening of the front of the vehicle, the weight of which swings on the axle. In order to achieve a longer lasting lightening effect of the front part of the vehicle, the air can be injected several times in succession under high pressure.
In addition, a method of implementation is to use a front pneumatic suspension. For this reason, at the moment when the front wheels start to lose traction and slip on the road, the front part of the vehicle body is quickly lifted relative to the rear part by means of pneumatic suspensions to produce a bouncing effect and lifting forces from the road, which also cause the front part of the vehicle to instantaneously lighten and the weight of the vehicle to swing around its axis.
Depending on the configuration of the models and the distribution of the loading mass, the optimum pressure to be injected from the nozzle or to be supplied to the pneumatic balloon is determined individually for each car model, as well as the optimum lifting moment of the front of the car for each car model.
Tests were performed to confirm the possibility of carrying out this method. The test was carried out on an E90 type passenger car of BMW/M3 brand, full of AI-98 gasoline, manufactured in 2008. The servicing weight of the vehicle was about 1690kg.
The front suspension of the test vehicle is changed from spring type to pneumatic type, and the bounce and weight reduction effects of the front part of the vehicle during acceleration are realized by rapidly increasing the pressure in the pneumatic balloon from 0.3bar to 0.9bar during starting.
The results of several chronometric measurements under the same weather conditions, with the same fuel, with the same tire pressure and with the same driver, indicate that if the proposed method is not used, it takes 4.8 seconds to 5.0 seconds for the car to accelerate to 100km/h, and 4.4 seconds to 4.6 seconds for this method. Thus, the test showed that the acceleration time of the car was reduced by 0.4 seconds on average steadily. In addition, tests have shown that the length of the tire track is also reduced after the onset of slip.
This approach is most effective when used in conjunction with traction control systems, "start control", "race start" or other similar systems that provide optimal acceleration of the vehicle from rest.
Claims (3)
1. A method for reducing the acceleration time of a rear-wheel-driven front engine vehicle, characterized in that the vehicle is started from a stationary position and/or during wheel slip the front part of the vehicle body is lifted relative to the rear part by means of pneumatic means mounted on said vehicle, after which it is returned to its original position.
2. The method of claim 1, wherein the pneumatic device is a pneumatic suspension.
3. The method of claim 1, wherein the pneumatic device is a high pressure compressor located at the bottom of the front of the vehicle and a nozzle connected to the high pressure compressor.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/RU2020/000508 WO2022071824A1 (en) | 2020-10-01 | 2020-10-01 | Method for reducing the acceleration time of a car |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN116323270A true CN116323270A (en) | 2023-06-23 |
Family
ID=80950611
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202080105802.2A Pending CN116323270A (en) | 2020-10-01 | 2020-10-01 | Method for reducing acceleration time of automobile |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN116323270A (en) |
| WO (1) | WO2022071824A1 (en) |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5251929A (en) * | 1990-09-12 | 1993-10-12 | Nissan Motor Company, Ltd. | Hydraulic supply arrangement for use with active automotive suspension or the like |
| CN1305925A (en) * | 2000-10-13 | 2001-08-01 | 王丽莉 | Carriage for forced landing of aircraft with landing chassis |
| CN1948084A (en) * | 2006-05-18 | 2007-04-18 | 刘宏茂 | Lift force control method of rotating wing fan and vertiautomobile |
| RU2006129848A (en) * | 2004-02-18 | 2008-02-27 | Скания Св Аб (Пабл) (Se) | PNEUMATIC SYSTEM FOR VEHICLES AND METHOD FOR REGULATING AIR PRESSURE |
| WO2011102775A1 (en) * | 2010-02-19 | 2011-08-25 | Martin Eriksson | System and method for improving traction on wet road surfaces |
| RU114290U1 (en) * | 2011-10-18 | 2012-03-20 | Открытое акционерное общество "КАМАЗ" | ADJUSTABLE CAR SUSPENSION |
| CN105772306A (en) * | 2016-04-29 | 2016-07-20 | 泉州市宏恩新能源汽车科技有限公司 | Aerodynamic automobile nozzle |
| CN108058562A (en) * | 2018-01-22 | 2018-05-22 | 福州大学 | A kind of Active suspension device and its control method |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3385940B2 (en) * | 1997-10-13 | 2003-03-10 | トヨタ自動車株式会社 | Height adjustment device |
| CN104309472A (en) * | 2014-07-11 | 2015-01-28 | 力帆实业(集团)股份有限公司 | Vehicle and slope sliding prevention system thereof |
| RU2557129C1 (en) * | 2014-09-02 | 2015-07-20 | Михаил Иванович Голубенко | Method of development of extra pressure of compressed air for air cushion vehicle and device to this end |
| CN109955673A (en) * | 2017-12-26 | 2019-07-02 | 郑州宇通客车股份有限公司 | A kind of hydro-pneumatic suspension system and a kind of vehicle |
-
2020
- 2020-10-01 CN CN202080105802.2A patent/CN116323270A/en active Pending
- 2020-10-01 WO PCT/RU2020/000508 patent/WO2022071824A1/en active Application Filing
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5251929A (en) * | 1990-09-12 | 1993-10-12 | Nissan Motor Company, Ltd. | Hydraulic supply arrangement for use with active automotive suspension or the like |
| CN1305925A (en) * | 2000-10-13 | 2001-08-01 | 王丽莉 | Carriage for forced landing of aircraft with landing chassis |
| RU2006129848A (en) * | 2004-02-18 | 2008-02-27 | Скания Св Аб (Пабл) (Se) | PNEUMATIC SYSTEM FOR VEHICLES AND METHOD FOR REGULATING AIR PRESSURE |
| CN1948084A (en) * | 2006-05-18 | 2007-04-18 | 刘宏茂 | Lift force control method of rotating wing fan and vertiautomobile |
| WO2011102775A1 (en) * | 2010-02-19 | 2011-08-25 | Martin Eriksson | System and method for improving traction on wet road surfaces |
| RU114290U1 (en) * | 2011-10-18 | 2012-03-20 | Открытое акционерное общество "КАМАЗ" | ADJUSTABLE CAR SUSPENSION |
| CN105772306A (en) * | 2016-04-29 | 2016-07-20 | 泉州市宏恩新能源汽车科技有限公司 | Aerodynamic automobile nozzle |
| CN108058562A (en) * | 2018-01-22 | 2018-05-22 | 福州大学 | A kind of Active suspension device and its control method |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2022071824A1 (en) | 2022-04-07 |
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