行驶里程

摘要： 故障现象-辆2016年生产的东风天龙,搭载ISL9.5-340E40A型发动机,VIN码为LGAG3DV29G301****,行驶里程为392255km。该车发动机启动困难,且仪表台上显示:1号喷油器计量油轨压力数据有效,但低于正常工作范围,中等严重级别;ECM检测到燃油压力低于指令压力。

摘要： 一、故障现象-辆2009年宝马X5越野车,塔载型号为N52的直列6缸自然吸气发动机,使用德国ZF公司生产的6HP21型自动变速器,行驶里程141000km,客户抱怨在行驶较长里程或在高速上行驶时,比较容易出现组合仪表齿轮灯点亮,车辆加速无力。

摘要： 故障现象一辆2021款奔驰S400,搭载256930型发动机,VIN码为W1K2231591A04****,行驶里程为1451km。车主反映该车后备箱无法关闭,即使关闭了,又会自动打开。故障诊断与排除接车后试车,发现功能正常。连接诊断仪进行快速测试。

摘要： 故障现象一辆2008年生产的东风大力神(车型DFL3240AX13,图1),搭载DCI340-30型发动机,行驶里程为210000km。车主反映该车行驶过程中出现发动机动力不足、加速冒黑烟、燃油消耗高等异常现象,但仪表上不显示故障信息。故障诊断与排除接车后,连接诊断仪读取故障信息,无“现行”和“历史”故障码。

摘要： 故障现象一辆2010款广汽本田第八代雅阁,搭载K24Z2型2.4L发动机,VIN码为L HGCP2680****,行驶里程为213255km。据车主反映,该车辆如果发动机故障灯不点亮,启动就会一切正常,但如果启动时故障灯点亮,无论是冷车或热车就会出现启动机运转时间过长,整个启动过程大约会持续8s。

摘要： 故障现象一辆2020年生产的奔驰GLC300,搭载264920型2.0T发动机,VIN码为LE40B8EB5LL******,行驶里程为71213km。据车主反映,该车发动机存在间歇性抖动故障。故障诊断与排除接车后,连接故障诊断仪对全车进行故障扫描,在发动机控制单元中存储有多个故障码(图1):P030485-识别到汽缸4燃烧断火,有一个信号高于允许的极限值;P1CE577-混合汽均匀形成所需的喷油嘴喷油量调整至少在一个汽缸上识别到混合气过稀,不能达到指定位置。

摘要： 故障现象-辆2012年生产的东风半挂车(车型DFL4251AX T38C-F07-04AJ),搭载DCI340-30型发动机,行驶里程为444660km(图1)。该车正常行驶时仪隸温表指针到雖,报故障码,动力不足。故障诊断与排除该车在2020年下半年就出现了重载爬坡时发动机水温高的异常现象,到就近服务站进行了一系列检查,并更换了节温器、水箱、硅油电子风扇及水泵。

摘要： 故障现象一辆2021年生产的梅赛德斯奔驰EQC400纯电动汽车,VIN码为LE48P9AB4ML******,行驶里程为546km,车主反映,该车在充电后无法启动,仪表台上的红色高压蓄电池报警故障诊断与排除该车被拖车拖至店内进行检修,接车时发现该车高压蓄电池电量为99%,踩制动踏板同时按压启动开关,启动开关可以按下,但却无法上电,同时仪表台上红色高压蓄电池报警灯持续点异。

摘要： 故障现象一辆2018款上汽大众辉昂,搭载CUG型2.0T发动机,VIN码为L SVCB73E1J20****,行驶里程为57770km,据车主反映,该车电动后备箱盖无法正常开启和关闭。故障诊断与排除接车后,首先验证故障现象。确认该车故障现象为:开启电动后备箱盖时,只能解开锁扣,电动尾门支撑电机不工作,只能用手推动电动后备箱盖进行手动开启或关闭。

摘要： 故障现象-辆2014年生产的东风半挂车(车型DT13B-002-01AJ),搭载DCI375-30型发动机,行驶里程为120000km(图1)。车主电话反映,该车装好货后启动,车子没有任何反应,且仪表台上显示未收到VECU和EECU报文(图1)。故障诊断与排除由于车主在电话里讲述该车仪表上显示未收到VECU和EECU报文的故障信息,因此怀疑是VECU和EECU的共同供电线(制动灯开关熔丝0215)出现问题的可能性很大。

摘要： 行驶里程是在传统机动车辆保险定价中较少考虑到的因素.已有的研究以及保险经营的实践发现行驶里程因素的忽略可能会导致不精确的机动车辆保险定价,导致不公平的保费交叉补贴、机动车辆过度使用等一系列的问题.通过发放调查问卷采集风险损失相关数据,本文建立Logistic和Possion两种广义线性模型来研究行驶里程因素在机动车辆保险定价的影响,研究结果显示驾龄和行驶里程两个因子对汽车是否出险有显著影响,其中驾龄越长,出险可能性就越低,而行驶里程越长,则出险可能性就越高;行驶里程和驾驶人年龄两个因子对出险次数有显著影响,其中行驶里程越长则出险的次数可能更多,驾驶人年龄越大则出险次数可能越少.两个模型交叉印证了行驶里程因素对机动车辆的出险频率有显著影响,因而应该将其作为保险费率厘定的重要考量因素.

摘要： 研究结构和胎面胶配方对295/80R22.5国产客车轮胎行驶里程的影响.结果表明:采用适当加宽胎面、降低行驶面弧高、胎肩反弧等设计的直条花纹,胎体骨架材料采用增强钢丝1×3+9+15×0.22+1×0.15,胎面胶配方主体材料采用天然橡胶(NR)/炭黑N134,轮胎耐久性能提高,同轮位单胎行驶里程、整车平均行驶里程、花纹磨耗里程均显著提高.

摘要： 本文以轻型电动车中的电动自行车、电动轻便摩托车、电动摩托车和低速电动车为研究对象，探讨了轻型电动车及其电池系统，提出了在合适的使用条件(即相互匹配的工作参数)下最大程度地发挥蓄电池的潜能，使它能在寿命期内输出最多的电量(即有最长的寿命)，最后使电动车辆(整车)能安全、可靠的行驶，并有最大的总行驶里程的目标。

摘要： 分析新车(本文的新车是指行驶里程较短的车辆)在综合性能检测时有不合格项目的原因。从车辆本身的技术状况和检测技术两方面详细阐述。

摘要： 本文主要是分析汽车排气遥测的结果,并利用排气遥测的浓度分析来推估各车龄车辆的排放比例.遥测的结果显示CO排放浓度随着车龄的增加而提高,在1991年以后的车辆CO排放有明显降低,这是因为开始实施二期污染排放标准,所有车辆都必须加装触媒转化器.由遥测的数据可看出污染控制系统的劣化远高于一般车辆的劣化系,且劣化并非等速进行,以3～7年之间劣化的速度最快.本文使用遥测所获得的车龄分布及排放浓度来计算排放量,发现若考虑车辆的行驶里程,则每一辆车的年排放量相差不多,最高与最低之间相差不到50℅.若再考虑各车龄的车辆数,则以5～7年车龄的总排放量最大.而最脏的(10℅)车辆每年所排放的CO占全部车辆排放量的52℅.

摘要： 本文基于时间序列ARIMA模型对道路相关的数据进行预测,数据集主要包括城市道路长度、车辆行驶里程,从数据处理、参数估计、模型构建、模型验证、预测等各方面进行了详细介绍,经过验证得出所构建的模型具有较好的预测效果.在预测的基础上,统计了连续20年的城市道路长度增长率、人均道路长度和车辆行驶里程增长率,通过绘制数据变化图对道路的使用情况进行了分析.本文利用道路长度和行驶里程建立了道路使用水平指数,通过该指标分析过去和未来的道路使用情况.本文提出的预测模型、数据分析方法和道路使用水平评价为未来城市道路规划提供基础的理论,有利于构建更加合理的智能交通路网.

摘要： The current state - of - practice in the U.S. for estimating vehicle emissions involves a two - step procedure. The first step estimates average vehicle speeds and total vehicle miles of travel using a macroscopic transportation - planning model. Vehicle emissions are computed in the second step based on the average speeds that were estimated in the first step. Network - wide emissions are finally computed as the product of the estimated vehicle emissions and vehicle miles of travel. This state - of - practice methodology would produce identical emission estimates for all drive cycles exhibiting identical average speeds, regardless of the specific speed profile associated with each drive cycle. In an attempt to overcome this limitation of current state - of - the - art procedures, Dion and Rakha (2001 and 2003) developed a mesoscopic model that estimates average light - duty vehicle fuel consumption and emission rates on a link - by - link basis based on up to three independent variables, namely: average travel speed, average number of stops per unit distance, and average stop duration. The model performs these estimations by separately analyzing the fuel consumption and emissions during each mode of operation of a vehicle (decelerating, idling, accelerating, and cruising) using relationships derived from instantaneous microscopic fuel consumption and emission models. Consequently, an accurate characterization of typical vehicle deceleration behavior is critical to the accurate modeling of vehicle emissions. The scope of this research effort is to characterize vehicle deceleration behavior and apply VT - Meso model for deceleration mode. Future research will be conducted to apply VT - Meso model for idling, accelerating, and cruising modes. The study demonstrates that while the deceleration rate typically increases as the vehicle approaches its desired final speed, the use of a constant deceleration rate over the entire deceleration maneuver is adequate for environmental modeling purposes. Also, this study illustrates that the application of the mesoscopic model is both feasible and practical and that it produces results that are reasonable in terms of both their absolute magnitudes and their relative trends for the decelerating mode.

摘要： The current state - of - practice in the U.S. for estimating vehicle emissions involves a two - step procedure. The first step estimates average vehicle speeds and total vehicle miles of travel using a macroscopic transportation - planning model. Vehicle emissions are computed in the second step based on the average speeds that were estimated in the first step. Network - wide emissions are finally computed as the product of the estimated vehicle emissions and vehicle miles of travel. This state - of - practice methodology would produce identical emission estimates for all drive cycles exhibiting identical average speeds, regardless of the specific speed profile associated with each drive cycle. In an attempt to overcome this limitation of current state - of - the - art procedures, Dion and Rakha (2001 and 2003) developed a mesoscopic model that estimates average light - duty vehicle fuel consumption and emission rates on a link - by - link basis based on up to three independent variables, namely: average travel speed, average number of stops per unit distance, and average stop duration. The model performs these estimations by separately analyzing the fuel consumption and emissions during each mode of operation of a vehicle (decelerating, idling, accelerating, and cruising) using relationships derived from instantaneous microscopic fuel consumption and emission models. Consequently, an accurate characterization of typical vehicle deceleration behavior is critical to the accurate modeling of vehicle emissions. The scope of this research effort is to characterize vehicle deceleration behavior and apply VT - Meso model for deceleration mode. Future research will be conducted to apply VT - Meso model for idling, accelerating, and cruising modes. The study demonstrates that while the deceleration rate typically increases as the vehicle approaches its desired final speed, the use of a constant deceleration rate over the entire deceleration maneuver is adequate for environmental modeling purposes. Also, this study illustrates that the application of the mesoscopic model is both feasible and practical and that it produces results that are reasonable in terms of both their absolute magnitudes and their relative trends for the decelerating mode.

摘要： The current state - of - practice in the U.S. for estimating vehicle emissions involves a two - step procedure. The first step estimates average vehicle speeds and total vehicle miles of travel using a macroscopic transportation - planning model. Vehicle emissions are computed in the second step based on the average speeds that were estimated in the first step. Network - wide emissions are finally computed as the product of the estimated vehicle emissions and vehicle miles of travel. This state - of - practice methodology would produce identical emission estimates for all drive cycles exhibiting identical average speeds, regardless of the specific speed profile associated with each drive cycle. In an attempt to overcome this limitation of current state - of - the - art procedures, Dion and Rakha (2001 and 2003) developed a mesoscopic model that estimates average light - duty vehicle fuel consumption and emission rates on a link - by - link basis based on up to three independent variables, namely: average travel speed, average number of stops per unit distance, and average stop duration. The model performs these estimations by separately analyzing the fuel consumption and emissions during each mode of operation of a vehicle (decelerating, idling, accelerating, and cruising) using relationships derived from instantaneous microscopic fuel consumption and emission models. Consequently, an accurate characterization of typical vehicle deceleration behavior is critical to the accurate modeling of vehicle emissions. The scope of this research effort is to characterize vehicle deceleration behavior and apply VT - Meso model for deceleration mode. Future research will be conducted to apply VT - Meso model for idling, accelerating, and cruising modes. The study demonstrates that while the deceleration rate typically increases as the vehicle approaches its desired final speed, the use of a constant deceleration rate over the entire deceleration maneuver is adequate for environmental modeling purposes. Also, this study illustrates that the application of the mesoscopic model is both feasible and practical and that it produces results that are reasonable in terms of both their absolute magnitudes and their relative trends for the decelerating mode.

摘要： The current state - of - practice in the U.S. for estimating vehicle emissions involves a two - step procedure. The first step estimates average vehicle speeds and total vehicle miles of travel using a macroscopic transportation - planning model. Vehicle emissions are computed in the second step based on the average speeds that were estimated in the first step. Network - wide emissions are finally computed as the product of the estimated vehicle emissions and vehicle miles of travel. This state - of - practice methodology would produce identical emission estimates for all drive cycles exhibiting identical average speeds, regardless of the specific speed profile associated with each drive cycle. In an attempt to overcome this limitation of current state - of - the - art procedures, Dion and Rakha (2001 and 2003) developed a mesoscopic model that estimates average light - duty vehicle fuel consumption and emission rates on a link - by - link basis based on up to three independent variables, namely: average travel speed, average number of stops per unit distance, and average stop duration. The model performs these estimations by separately analyzing the fuel consumption and emissions during each mode of operation of a vehicle (decelerating, idling, accelerating, and cruising) using relationships derived from instantaneous microscopic fuel consumption and emission models. Consequently, an accurate characterization of typical vehicle deceleration behavior is critical to the accurate modeling of vehicle emissions. The scope of this research effort is to characterize vehicle deceleration behavior and apply VT - Meso model for deceleration mode. Future research will be conducted to apply VT - Meso model for idling, accelerating, and cruising modes. The study demonstrates that while the deceleration rate typically increases as the vehicle approaches its desired final speed, the use of a constant deceleration rate over the entire deceleration maneuver is adequate for environmental modeling purposes. Also, this study illustrates that the application of the mesoscopic model is both feasible and practical and that it produces results that are reasonable in terms of both their absolute magnitudes and their relative trends for the decelerating mode.

摘要： 本发明提供一种提高新能源汽车冬季行驶续航里程的电池保护装置，该提高新能源汽车冬季行驶续航里程的电池保护装置，包括加热组件，所述加热组件的内部设有T形杆。该提高新能源汽车冬季行驶续航里程的电池保护装置，新能源电池受到上下震动力时会挤压减压片，减压弹簧可以有效的抵消一部分的减压力，从而达到了有效提高电池组减震效果，避免电池组在碰撞时损坏漏电，提高车辆安全性能的效果。车辆启动时，此时传动齿轮带动从动齿轮转动，进一步使得空心块周期性上下运动，此时进气腔内部的气体会被加热，加热后的气体会预热电池组，从而达到了有效预热电池组提高电池使用效率增加寒冷天气下新能源汽车续航里程的效果。

摘要： 本发明提供一种汽车行驶总里程备份系统及方法，所述系统包括备份模块和组合仪表；备份模块与组合仪表通信连接；备份模块配置于接收组合仪表提供的备份里程数值，并进行备份存储；组合仪表配置于读取备份模块的备份里程数值，并与当前里程总计数值进行对比；组合仪表在对比备份里程数值大于当前里程总计数值时，组合仪表将其里程更新为备份里程数值；本发明提供的一种汽车行驶总里程备份系统及方法，可以基于现有量产或是在研车型上扩展开发，不涉及硬件的更改，仅基于现有汽车控制模块，通过软件优化即可实现并实施，优化成本低，且周期相对短。

摘要： 本发明公开了一种行驶里程记录方法、行驶里程记录系统及汽车。本发明的行驶里程记录方法用于汽车。汽车包括存储器，存储器设置有多个存储位置，行驶里程记录方法包括步骤：按时序获取汽车的多个更新里程；将按时序获取的多个更新里程分别依次存储至多个存储位置。上述行驶里程记录方法，将多个里程分别存储至多个存储位置，使得每个存储位置的写入操作次数大幅降低，进而提高了存储器的使用寿命。

摘要： 本发明公开了一种用于车辆车轴上计量车辆行驶里程的里程表，包括：外壳；设置在外壳中心位置的通孔；穿插在通孔内部，并与通孔相匹配的螺柱；通过螺纹方式，与螺柱配合连接的自锁螺母；位于外壳中心位置，并安装在外壳内部的涡轮蜗杆机构；套接在蜗杆外部的铜套；通过铜套与涡轮蜗杆机构连接的配重平衡机构；穿过涡轮中心位置的涡轮轴；分别设置在涡轮轴两端的支撑架；位于涡轮蜗杆机构一侧，并安装在支撑架上的棘轮机构；设置在涡轮蜗杆机构的底端，并由棘轮机构驱动的计数机构。本发明不仅能够提供准确、直观的里程信息，而且解决了传统里程表不能直接计量挂车等无驱动变速器的里程计量问题。

摘要： 本公开提供了“基于车辆行驶里程和间接成本分配行驶路线的系统和方法”。本公开总体上涉及用于向车辆分配行驶路线的系统和方法。一种示例性方法可以涉及评估第一车辆以部署在第一行驶路线上以及评估第二车辆来用于第二行驶路线。评估第一车辆可以包括确定第一车辆在第一行驶路线上的部署期间将需要第一能量补充操作的第一概率，以及还确定第一车辆的第一部署成本。第一部署成本可以包括基于第一概率的第一能量补充成本。评估第二车辆可以包括确定第二车辆的第二部署成本，所述第二部署成本包括第二能量补充成本。如果第一部署成本小于第二部署成本，则将第一车辆分配给第一行驶路线，并且将第二车辆分配给第二行驶路线。

摘要： 本发明公开一种基于行驶能耗模型的电动汽车剩余行驶里程计算方法，步骤一、准备基础计算参数，包括采集当前环境行驶路况数据及采集某型电动物流货运车的基础参数；步骤二、建立电动汽车单位里程消耗率ECR的数学模型；步骤三、计算最大行驶距离，并根据ECR数学模型确定电动汽车物流运输的经济速度。本发明方法的优点在于(1)电动车单位里程耗电率模型中电能消耗的构成因子考虑全面详尽，故ECR模型更有实用性与准确度。(2)比较多种耗电场景分析速度对剩余里程的影响，为构建EVRP问题提供了更广阔的应用和创新前景。(3)本方法进一步分析了ECR模型中的各部分占比，从而对电动车的驾驶方式产生更经济的指导价值。

摘要： 本申请公开了一种用作轨道交通司机安全行驶里程的计算方法和装置。该方法包括：接收值乘终端发送的值乘信息，其中，当设置在站台上的信标终端、所述轨道列车上的信标终端、位于所述轨道列车内轨道交通司机持有的值乘终端之间交互绑定时，所述值乘终端生成所述值乘信息；根据所述值乘信息确定出所述轨道列车前一站台的信标终端，并确定出所述前一站台的信标终端至对应所述值乘信息的信标终端之间的距离；将所述距离计入所述值乘信息对应的轨道交通司机的行驶里程。本申请解决了高效实时统计出轨道交通司机的行驶里程的问题。

摘要： 本发明公开一种电动挖掘机剩余行驶里程的估算方法，该电动挖掘机剩余行驶里程的估算方法包括判断行走先导压力是否为零；若否，根据当前行走先导压力、当前档位、当前高低速标志位、行走驱动轮外径和采集时间确定车辆在采集时间内的行驶距离；根据当前行走马达功率和采集时间确定车辆在采集时间内的耗电量；根据总电量、车辆在采集时间内的耗电量和车辆在采集时间内的行驶距离确定车辆的剩余行驶里程；若是，根据本次车辆上电之前车辆停车时的行走马达功率和行走马达转一圈的时间确定行走马达转一圈的耗电量；根据总电量、行走马达转一圈的耗电量和行走马达转一圈时车辆的行驶距离确定车辆的剩余行驶里程。能实现电动挖掘机剩余行驶里程的可视化。

摘要： 本申请公开了一种新能源车辆剩余行驶里程方法、装置、设备及介质，涉及计算机技术领域，该方法包括：获取当前车辆动力电池的电池剩余电量，并确定所述车辆的当前耗电信息；基于所述电池剩余电量和所述当前耗电信息估算出当前所述车辆的第一可行驶时间；基于所述第一可行驶时间确定当前所述车辆的剩余行驶里程并进行提示。通过上述方案，在估算第一可行驶时间时将当前耗电信息考虑在内，因此估算出的第一可行驶时间更加准确、更加符合实际；基于第一可行驶时间确定出当前车辆的剩余行驶里程，相较于基于电池剩余电量判断是否需要对新能源车辆进行充电，基于剩余行驶里程判断是否需要对新能源车辆进行充电更加准确和直观，提升用户体验感。

摘要： 本实用新型公开了一种用于车辆车轴上计量车辆行驶里程的里程表，包括：外壳；设置在外壳中心位置的通孔；穿插在通孔内部，并与通孔相匹配的螺柱；通过螺纹方式，与螺柱配合连接的自锁螺母；位于外壳中心位置，并安装在外壳内部的蜗轮蜗杆机构；套接在蜗杆外部的铜套；通过铜套与蜗轮蜗杆机构连接的配重平衡机构；穿过蜗轮中心位置的蜗轮轴；分别设置在蜗轮轴两端的支撑架；位于蜗轮蜗杆机构一侧，并安装在支撑架上的棘轮机构；设置在蜗轮蜗杆机构的底端，并由棘轮机构驱动的计数机构。本实用新型不仅能够提供准确、直观的里程信息，而且解决了传统里程表不能直接计量挂车等无驱动变速器的里程计量问题。