RU2123678C1 - Process of normalization and correction of periodicity of maintenance and distance run to overhaul of motor vehicle depending on road and climatic conditions - Google Patents

Abstract

FIELD: operational tests of vehicles. SUBSTANCE: process is realized by way of controlled testing of rates of accumulation of level of load-carrying capacity of vehicles depending on changes of their usage and conditions of trial operation. EFFECT: provision for failure-free performance and endurance at specified level. 2 cl, 3 dwg, 1 tbl

Description

 The invention relates to operational tests of vehicles and relates to the normalization and adjustment of the frequency of technical maintenance (MOT) and the mileage to overhaul (CR) by controlled control of the rate of accumulation of the level of loading of vehicles (TS) depending on changes in the conditions of their use and experienced (controlled) operation.

 It is known that ensuring vehicle traffic safety, operational reliability and durability at a given level is achieved by observing the standards for maintenance frequency and mileage to CR (1, 2) specified in the taxiway (guidance documents) in relation to the 1st category of operating conditions (CUE) .

Depending on changes in road-ground and climatic conditions of the experimental (controlled) operation and conditions of use of the vehicle, these standards are adjusted using coefficients expressing categories of operating conditions through K ₁ , K ₂ -natural-climatic conditions, K ₃ -modification of the vehicle and organization of their work and others.

In the source [1], the adjustment coefficients extend to the frequency of maintenance, the complexity of the current repair (TR) and the norms of the overhaul run (mileage to KR), while for the selection of values only K _{1, the} five main categories of operating conditions (IV) are described as recommended with six types of road surface (D ₁ -D ₆ ), with five types of terrain (P ₁ -P ₅ ) with 3-15 types of traffic conditions, and in the source [2], the correction factors apply to the frequency of maintenance and the complexity of the TR, when this also cited main categories of operating conditions, described the text, with five technical categories of roads at 3-13 "groups operating conditions."

The fundamental drawback of such regulation of categories of operating conditions, technical categories of roads and “groups of working conditions” when choosing the value of K ₁ and natural and climatic conditions when choosing K ₂ is that the specific conditions for the experimental (controlled) operation of the vehicle are evaluated subjectively without indicating them quantitative characteristics, and the mixed use of these conditions for a period makes it difficult to select a specific value of the correction factors K ₁ , K ₂ , K ₃ , etc.

 In addition, the values of these coefficients, which differ by 0.1 in each category, lead either to an unjustified reduction in the frequency of maintenance and (or) mileage to CR (excessive consumption of material resources), or to their increase and more intensive consumption of the resource, and the level of vehicle loading, which expresses the measure of the impact of the conditions of the experimental (controlled) operation (roads and climatic factors), is not set, and therefore not controlled, which makes it impossible to optimize the maintenance, time-consuming ti TR and KR to run according to the different experimental conditions (controlled) operation to provide a predetermined level of reliability and durability.

где
S_i - пробег по i-й опорной поверхности, км;

- коэффициент суммарного сопротивления движению на i-й опорной поверхности, определяемый по выражению [2]

где

- средний расход топлива, л/100 км;

- средняя скорость движения, км/ч;
n - коэффициент пропорциональности, характерный для каждого типа транспортного средства, определяемый из зависимости II при

по [3] при

= 0,025, где Q_кр и V_Q - соответственно контрольный расход топлива и скорость определения Q_кр,
а коэффициент суммарного сопротивления движению, соответствующий I-категории условий эксплуатации ψ_ΣIKУЭ, определяют через математическое ожидание коэффициента суммарного сопротивления движению автомобильных дорог I, II и III технических категорий (за пределами пригородной зоны на равнинной, слабохолмистой и холмистой местности с цементобетонным и асфальтобетонным покрытием (2, приложение 2, табл. 1), равное 0,04 при работе без прицепа (α= 0,4) и 0,05 при работе с прицепом (β=0,6) при номинальной загрузке платформы транспортного средства:

где

математическое ожидание коэффициента суммарного сопротивления движению автомобильных дорог I, II и III технических категорий при движении по ним транспортного средства без прицепа;

то же с прицепом;
α - нормативная доля пробега без прицепа, равная 0,4S_м;
β - то же с прицепом, равное 0,6S_н,
затем определяют нормативное значение накопленной величины уровня нагруженности транспортного средства, соответствующее TO₁, TO₂ и пробегу до КР через коэффициент суммарного сопротивления движению применительно к I-й категории условий эксплуатации и нормативный (заданный) пробег, по выражению (3)

где

нормативная накопленная величина уровня нагруженности, соответствующая TO₁, TO₂ и KP;
S_н - нормативный пробег до TO₁, TO₂ и KP, соответствующий I категории условий эксплуатации;
ψ_ΣIКУЭ - коэффициент суммарного сопротивления движению, соответствующий I категории условий эксплуатации (I КУЭ).The invention consists in the following. To normalize and adjust the frequency of maintenance, the complexity of the TR and the run to the CR through the assessment of the vehicle load level during its experimental (controlled) operation, expressing the measure of the impact on it of various road and climatic factors (conditions) and conditions of its use (with load, without cargo, with partial load, with a trailer, without a trailer, etc.), and for its control (level of loading) using the coefficient of total resistance to movement [3], a vehicle with various degrees loads are moved along the supporting surface in a leading transient driving mode defined by the profile and bearing capacity of the supporting surface; determine the value of the coefficient of total resistance to movement through the fuel consumption spent on overcoming the total resistance forces to the movement of the vehicle, and the realized speed; determine the amount of mileage S _i ; after which, based on the product (multiplication) of the indicated values, the value of the indicator expressing the accumulated value of the level of loading is determined from the following calculated dependence [1]

Where
S _i - run along the i-th supporting surface, km;

- coefficient of total resistance to movement on the i-th supporting surface, determined by the expression [2]

Where

- average fuel consumption, l / 100 km;

- average speed, km / h;
n is the proportionality coefficient characteristic of each type of vehicle, determined from the dependence of II at

according to [3] for

= 0,025, where Q _cr and V _Q - respectively, the control fuel consumption and the determination rate of Q _cr ,
and the coefficient of total resistance to movement corresponding to the I-category of operating conditions ψ _ΣIKUE is determined through the mathematical expectation of the coefficient of total resistance to movement of roads of I, II and III of technical categories (outside the suburban area on a flat, slightly hilly and hilly terrain with cement concrete and asphalt concrete cover ( 2, Appendix 2, Table 1), equal to 0.04 when working without a trailer (α = 0.4) and 0.05 when working with a trailer (β = 0.6) with a nominal load of the vehicle platform:

Where

the mathematical expectation of the coefficient of total resistance to the movement of roads of I, II and III technical categories when driving a vehicle without a trailer on them;

the same with the trailer;
α is the standard fraction of mileage without a trailer, equal to 0.4S _m ;
β - the same with the trailer, equal to 0.6S _n ,
then determine the normative value of the accumulated value of the level of vehicle load corresponding to TO ₁ , TO ₂ and mileage to KR through the coefficient of total resistance to movement in relation to the 1st category of operating conditions and the standard (predetermined) mileage, by expression (3)

Where

standard accumulated value of the level of loading corresponding to TO ₁ , TO ₂ and KP;
S _n - standard mileage up to TO ₁ , TO ₂ and KP, corresponding to category I operating conditions;
ψ _ΣIКУЭ - coefficient of total resistance to movement, corresponding to category I operating conditions (I КУЭ).

сопоставляют с ее нормативным значением W_н по TO₁, TO₂ или S_кр вплоть до его достижения.Subsequently, after completing each shift job on the run S _i , the accumulated value of W _f equal to

compare with its normative value W _n TO ₁ , TO ₂ or S _cr until it is achieved.

In conclusion, the actually obtained coefficient for adjusting the TO periodicity and mileage to KP through the ratio
K _f = S _f / S _n ,
Where
S _f - the actual mileage, km;
S _n - standard mileage corresponding to category I operating conditions, with W _f = W _n ,
and according to it, the correction coefficient (A) of the complexity of TR according to the dependence [5]
A = 1 / K _f .

A comparative analysis of the proposed solution with the known one shows that when normalizing and adjusting the frequency of TO and mileage to KP, which is in experimental (controlled) operation of TC under the conditions of changing characteristics of roads, especially unpaved, and changing natural and climatic conditions, evaluated by subjectively discrete values of the coefficients, the use of the coefficient of total resistance to movement takes into account, in addition to a quantitative assessment of roads and their conditions, the accumulated value of the level of traffic loading of a vehicle for each shift for different degrees of load, including trailed, the degree of its approximation to the standard value, and if they are equal, the definition of mileage to TO ₁ , TO ₂ and KP and the corresponding correction factors through the standard value W _n , as well as the determination of the coefficient adjustment of the complexity of the current repair.

 Based on this, the claimed method meets the criteria of the invention of "novelty."

The set of sequential operations, including determining the coefficient of total resistance to movement, the amount of mileage performed, the accumulated value of the load level, comparing it with the standard value, determining mileage to TO ₁ , TO ₂ and KP from it and establishing the actual values of the adjustment factors, including the labor-intensiveness coefficient TP , allows us to conclude that it meets the criterion of "significant differences".

не станет равна W_н по TO₁, TO₂ или KP; установленный через W_н фактический пробег S_ф сопоставляют с нормативным и по их отношению определяют коэффициент корректировки фактических дорожно-грунтовых и природно-климатических условий относительно I категории условий эксплуатации, по значению которого определяют трудоемкость текущего ремонта.To normalize and adjust the frequency of TO, the complexity of TP, and the mileage to overhaul by evaluating the accumulated value of the level of load of a vehicle with different degrees of load, including trailed, under experimental (controlled) operation in various road and climatic conditions, expressing a measure of the impact on it of all external factors, the vehicle is moved in a leading transient mode along the supporting surface in the range of a discretely defined mileage up to TO ₁ , TO ₂ and KP; measure the total fuel consumption in l / 100 km; calculate the realized average speed according to the distance traveled and the time of pure movement; calculate the proportionality coefficients n and the total resistance to movement from the calculated dependence (2); calculate the accumulated value of the level of loading from the calculated dependence (1) through the run for each shift, while a similar operation is performed as long as W _f equal

does not equal W _n to TO ₁ , TO ₂ or KP; the actual mileage S _f established through W _{n are} compared with the normative one and the coefficient of adjustment of the actual road-ground and natural-climatic conditions relative to the first category of operating conditions is determined by their ratio, the value of which determines the complexity of the current repair.

 The determination of the frequency of maintenance, the complexity of TP and the mileage to KP through the use of the accumulated value of the level of loading, for example, a KamAZ-43101 all-wheel drive vehicle during its operation in various road and climatic conditions, is as follows.

In FIG. Direct lines 1, 2, and 3 show the corresponding standards for the accumulated value of the load level W _n depending on the standard mileage up to TO ₁ , TO _2, and KP as applied to category I operating conditions [1, 2].

и S_кр и нормативные значения накопленной величины уровня нагруженности

и W_кр, а также математическое ожидание (среднее значение) коэффициента суммарного сопротивления движению автомобиля с прицепом, без прицепа и общее его значение, соответствующее I категории условий эксплуатации (автомобильные дороги I, II, и III технических категорий за пределами пригородной зоны на равнинной, слабохолмистой и холмистой местности, имеющие цементобетонное и асфальтобетонное покрытия), приведены в таблице.Regulatory Runs

and S _cr and standard values of the accumulated value of the level of loading

and W _cr , as well as the mathematical expectation (average value) of the coefficient of total resistance to movement of a car with a trailer without a trailer and its total value corresponding to category I operating conditions (roads I, II, and III of technical categories outside the suburban area on the plain, slightly hilly and hilly terrain having cement concrete and asphalt concrete coatings) are shown in the table.

при ступенчатом его контроле через интервалы пробега (указана точками A, B, C...), полученная за каждую смену.Curves 2 and 3 in FIG. 1, as an example, shows the practical implementation of the indicator

with stepwise control over the run intervals (indicated by points A, B, C ...) obtained for each shift.

в каждой контрольной точке реализован следующим образом.In this case, the calculation of the indicator

at each control point is implemented as follows.

 According to the run, for example, on a dirt road (DG) of various conditions in a volume of 250 km when driving with or without a trailer, with a different load in the body, the average fuel consumption in l / 100 km and the speed of the specified vehicle are obtained, equal to 48.0 l / 100 km and 30 km / h, respectively.

По исходным данным и n получают:

С учетом пробега 250 км значение показателя

в точке А будет равно:

= 0,080 • 250 = 20 н.м
Аналогично значение

находят по другим точкам.According to the fuel characteristic, it is known that the control fuel consumption at V _A = 60 km / h is 30 l / 100 km, then n is:

According to the source data and n get:

Given the distance of 250 km, the value of the indicator

at point A will be equal to:

= 0.080 • 250 = 20 nm
Similar value

found at other points.

= 0,057 • 263 = 15 н.км накопленная величина уровня нагруженности в т. В составит:

=20+15 = 35 н.км, а при

= 0,053 • 151 = 8 н.км в т. C составит

= 35+8 = 43 н.км и т.д. до тех пор, пока

не достигает значения (184 н.км), при этом

до т. N (кривая 2) составит 3500 км (т. 8, фиг. 1), что меньше нормативного пробега (4000 км), но при

Условия реальной опытной (подконтрольной) эксплуатации могут быть таковыми, когда уровень нагруженности окажется ниже нормативного значения (работа без прицепа, частичная нагрузка в кузове, только равнинная местность, летний период и т. д.), тогда периодичность TO₁ возрастает. В приведенном примере она в т.M (кривая 3) равна 4350 км (т. 9, фиг. 1).At

= 0.057 • 263 = 15 n.km, the accumulated value of the level of loading in ton B will be:

= 20 + 15 = 35 n.km, and when

= 0.053 • 151 = 8 n.km in t. C will be

= 35 + 8 = 43 N.km, etc. until

does not reach the value (184 n.km), while

up to t. N (curve 2) will be 3,500 km (t. 8, Fig. 1), which is less than the standard mileage (4,000 km), but at

The conditions of real experimental (controlled) operation can be such when the level of loading is below the normative value (work without a trailer, partial load in the back, only flat terrain, summer period, etc.), then the frequency of TO ₁ increases. In the above example, it in t. M (curve 3) is equal to 4350 km (t. 9, Fig. 1).

Similarly, depending on the actual conditions of the experimental (controlled) operation, they find mileage up to TO ₂ and KP.

По значениям K_N и K_M, а также выражению (5) находят коэффициент корректировки трудоемкости текущего ремонта

В порядке сопоставления нормативов уровня нагруженности автомобилей, проходящих контрольные испытания, в частности, инспекционные в объеме 30,0 тыс. км по РД 37.001.109-89 [4], и эксплуатационных испытаний автомобилей с их регламентированной оценкой применительно к I категории условий эксплуатации на фиг. 1, 2 прямыми 4 показаны темпы накопления нагруженности при испытаниях до TO₁ и TO₂, соответствующие пробегу

= 1927 км (т.10) и

= 7707 км (т. 11).The mileage correction coefficient is found from (4). In the given examples:

According to the values of K _N and K _M , as well as the expression (5) find the coefficient of adjustment of the complexity of the current repair

In order to compare the standards of the level of loading of cars undergoing control tests, in particular, inspection in the amount of 30.0 thousand km according to RD 37.001.109-89 [4], and operational tests of cars with their regulated assessment in relation to category I operating conditions FIG. 1, 2 direct 4 shows the rate of accumulation of load when tested to TO ₁ and TO ₂ , corresponding to the mileage

= 1927 km (v. 10) and

= 7707 km (v. 11).

Прямая 7 показывает также темпы накопления уровня нагруженности 2-го этапа ресурсных испытаний, но рассчитанная по зависимости (3);
W_{кр(2-й этап)}= ψ_ΣIКУЭ•S_{кр(2-й этап)};
W_{кр(2-й этап)} = 0,046 х 120000 - 5520 н.км,
а с учетом 1-го этапа W_кр = 2860+5520=8380 н.км, что существенно упрощает расчеты при испытаниях, при этом отличия значений составляют не более 3,0% (см. прямые 5 и 7).Similarly, lines 6 and 5 in FIG. Figure 3 shows the rate of accumulation of the load level during tests before overhaul (life tests), respectively, of the 1st stage in the amount of 30.0 thousand km with a breakdown of the mileage by type of road according to [4] and the 2nd stage in the amount of 120.0 thousand km with a breakdown of the mileage by type of road according to OST 37.001.087 [5], reduced to category I operating conditions through reduction factors by type of road (1.0; 1.25; 1.67; 1.67; 2.5 m 3.34 - Appendix 1, mandatory, p. 12 [6]) and the coefficient values corresponding to them (types of roads)

Line 7 also shows the rate of accumulation of the level of loading of the 2nd stage of life tests, but calculated according to dependence (3);
W _{cr (2nd stage)} = ψ _ΣIКУЭ • S _{cr (2nd stage)} ;
W _{cr (2nd stage)} = 0.046 x 120,000 - 5520 n.km,
and taking into account the 1st stage W _cr = 2860 + 5520 = 8380 n.km, which greatly simplifies the calculations during the tests, while the differences in the values are not more than 3.0% (see lines 5 and 7).

Rationing and adjusting the frequency of TO, the complexity of TP and the run to KP through the accumulated value of the load level using the coefficient of total resistance to movement and its control under the conditions of changing characteristics of roads and natural and climatic factors provides compared with the well-known assessment of determining categories of operating conditions and technical categories of roads and “groups of working conditions” have the following advantages:
ensuring reliability and durability at a given level due to the exact observance of the standards for TO periodicity, labor input TP and mileage up to KP, depending on the changing conditions of the experimental (controlled) operation and conditions of use of vehicles;
simplification of accounting and the abolition of the subjective assessment of many factors, including road-soil, climatic, etc., which are manifested ultimately in the formed level of vehicle load, which is estimated during operation by quantitative characteristics;
a quantitative representation of the 1st category of operating conditions through the value of the relative coefficient of total resistance to movement equal to 0.046, characteristic of the average quality of the I, II, and III technical categories of paved roads as applied to slightly hilly terrain when fully loaded in the body and when working with a trailer in volume 60% of the total run;
the possibility of normalizing the frequency of TO and mileage to KP, reduced to category I operating conditions not only through the mileage, but also the accumulated value of the level of loading;
the universal nature and sufficient simplicity of the practical use of the method not only during the experimental (controlled) operation of vehicles, but also during ordinary operation of TC in motor transport enterprises.

 1. Regulation on the maintenance and repair of rolling stock of motor vehicles. - M .: Transport, 1986 (tab. 2.7. 25 and tab. 2.8, p. 26).

 2. GOST 21624-81. The system of maintenance and repair of automotive equipment. Requirements for operational manufacturability and maintainability of products (Appendix 2: tab. 1, p. 8, tab. 2, p. 9 and tab. 3, p. 10).

 3. Patent N 2011955, G 01 M 17/00, 1994.

 4. RD 37.001.109-89. Inspection tests of vehicles. Program and test methods.

 5. OST 37.001.087-76 (Reprinted on Feb. 1987 as amended by N 1 1984 and amended by N 2 1985). The program and methods of resource testing of four-wheel drive cars.

Claims (3)

1. The method of rationing and adjusting the frequency of maintenance and mileage to overhaul vehicles depending on road and climatic conditions, which consists in moving the vehicle along a supporting surface in a leading unsteady driving mode, determined by the profile and bearing capacity of the supporting surface, determining the average values fuel consumption and the realized average speed of the coefficient of total resistance to movement using the coefficient the proportionality characteristic of each type of vehicle, determined through the reference fuel consumption, the speed corresponding to the reference fuel consumption, and the coefficient of resistance to movement corresponding to the road with an even hard surface, equal to 0.25 for wheeled vehicles and 0.04 for tracked vehicles, characterized in that when moving the vehicle on a random bearing surface in terms of mileage and the value of the coefficient of total resistance to movement by multiplying them determine the accumulated value of the level of loading:

where S _i - run along the supporting surface of the i-th road, km;

the coefficient of total resistance to movement of the supporting surface of the i-th road, km, and the coefficient of total resistance to movement, corresponding to category I of operating conditions ψ _ΣIKUE , is determined through the mathematical expectation of the coefficient of total resistance to movement of roads of I, II and III technical categories (outside the suburban area on flat, slightly hilly and hilly terrain with cement concrete and asphalt concrete pavement), 0.04 when working without a trailer (α = 0.4) and 0.5 when working with a trailer (β = 0.6) with Flax loading vehicle platform

Where

- the mathematical expectation of the coefficient of total resistance to the movement of highways of technical categories when moving on them a vehicle without a trailer;

the same with the trailer;
α is the normative fraction of mileage without a trailer, equal to 0.4 S _n ;
β - the same with the trailer, equal to 0.6 S _n ;
then determine the standard value of the accumulated value of the level of vehicle load corresponding to T01, T02 and mileage to the KR through the coefficient of total resistance to movement in relation to the first category of operating conditions and standard (predetermined) mileage:

Where

standard accumulated value of the level of loading corresponding to TO ₁ , TO ₂ and KR;
S _n - standard mileage up to TO ₁ , TO ₂ and KR, corresponding to category I operating conditions;
ψ _ΣIКУЭ - coefficient of total resistance to movement corresponding to the I-th category of operating conditions (IКУЭ). 2. The method according to claim 1, characterized in that the coefficient for adjusting the frequency of TO ₁ , TO _2, and mileage to KR is determined through the ratio of the mileage, the actual and the normative at W _f = W _n

where S _f - the actual mileage on various types of roads;
S _n - standard mileage in terms of I KUE. 3. The method according to claim 1, characterized in that the correction factor of the complexity of the current repair And _Tr is determined through the coefficient of periodicity correction TO ₁ or TO ₂ :

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