The analysis of gear shift indicator test results

Analizirani su rezultati dobijeni ispitivanjima prema Pravilniku (EU) 65/2012, koji se odnosi na indikatore promene stepena prenosa, na 59 različitih vozila. Osnovni parametri analize su vrednosti brzine vozila pri kojima indikator preporučuje promenu stepena prenosa i njihova odstupanja od standardnih brzina u kojima se menjaju prenosni odnosi u toku ispitivanja izduvne emisije prema Testu I UNECE pravilnika broj 83, pri čemu je zaključeno da standardne brzine treba revidirati. Analizirane su i relativne uštede goriva za slučajeve promene stepena prenosa prema indikatoru i prema standardnim brzinama (prosečna 5,2%, maksimalna 19,9%). Takođe, pokazano je da sledeći preporuke indikatora, automatski menjači u manuelnom modu pružaju mogućnost veće uštede nego manuelni menjači. Zaključeno je da se statistička analiza o tome u kojoj meri vozači poštuju preporuke indikatora može iskoristiti za unapređenje trenutno važećih ispitivanja samih indikatora, potrošnje goriva i izduvne emisije.The results of tests according to Regulation (EU) No 65/2012 regarding gear shift indicators on 59 different vehicles are analyzed. Primary parameters were the vehicle speeds at which the gear shift is indicated through gear shift indicator (GSI), and based on their deviation from standard gear shift points defined for type I emission tests in UNECE Regulation No 83, it is concluded that standard gear shift points need to be revised. Relative fuel savings when shifting according to GSI instructions compared to standard gear shift points were analyzed (average 5.2%, maximum 19.9%). It is also shown that automaatic transmission gave bigger fuel saving when manual mode is used according to GSI, compared to manual transmission, also used with GSI. It is concluded that statistical analysis on how drivers follow GSI instructions may be used to improve current test procedures for GSI efficiency, fuel consumption measurement and emission tests

The analysis of gear shift indicator test results

Analizirani su rezultati dobijeni ispitivanjima prema Pravilniku (EU) 65/2012, koji se odnosi na indikatore promene stepena prenosa, na 59 različitih vozila. Osnovni parametri analize su vrednosti brzine vozila pri kojima indikator preporučuje promenu stepena prenosa i njihova odstupanja od standardnih brzina u kojima se menjaju prenosni odnosi u toku ispitivanja izduvne emisije prema Testu I UNECE pravilnika broj 83, pri čemu je zaključeno da standardne brzine treba revidirati. Analizirane su i relativne uštede goriva za slučajeve promene stepena prenosa prema indikatoru i prema standardnim brzinama (prosečna 5,2%, maksimalna 19,9%). Takođe, pokazano je da sledeći preporuke indikatora, automatski menjači u manuelnom modu pružaju mogućnost veće uštede nego manuelni menjači. Zaključeno je da se statistička analiza o tome u kojoj meri vozači poštuju preporuke indikatora može iskoristiti za unapređenje trenutno važećih ispitivanja samih indikatora, potrošnje goriva i izduvne emisije.The results of tests according to Regulation (EU) No 65/2012 regarding gear shift indicators on 59 different vehicles are analyzed. Primary parameters were the vehicle speeds at which the gear shift is indicated through gear shift indicator (GSI), and based on their deviation from standard gear shift points defined for type I emission tests in UNECE Regulation No 83, it is concluded that standard gear shift points need to be revised. Relative fuel savings when shifting according to GSI instructions compared to standard gear shift points were analyzed (average 5.2%, maximum 19.9%). It is also shown that automaatic transmission gave bigger fuel saving when manual mode is used according to GSI, compared to manual transmission, also used with GSI. It is concluded that statistical analysis on how drivers follow GSI instructions may be used to improve current test procedures for GSI efficiency, fuel consumption measurement and emission tests

Application of vehicle's can based network in transmission service load data acquisition

The implementation of various electronic subsystems in passenger cars and different kinds of on-road and off-road vehicles is constantly expanding. Accordingly the new vehicles, instead of being mechanical systems, become advanced mechatronic systems whose development and testing call for a new approach. Possibility of using data available on vehicles network seems to be extremely powerful tool on it. The paper deals with a new approach for service load data measurement and acquisition as a helpful tool in development and testing of vehicles. Based on complexity of the system and different communication protocols on the vehicles' networks it was found as extremely practical solution to make approach which will be based on standards which are widely accepted by the industry. The new approach is based on hardware and software platform oriented to the main vehicle controllers with the task to acquire data which exist on the network and which are relevant to the transmission service load. The said hardware as well as software utilities have to enable computer based monitoring of the vehicle systems behaviour and in that way to be the tool for new vehicles development. The new system was tested in real service. It was found that the system can enable significantly less time of vehicle instrumentation before testing and accurate data acquisition

Application of vehicle's can based network in transmission service load data acquisition

The implementation of various electronic subsystems in passenger cars and different kinds of on-road and off-road vehicles is constantly expanding. Accordingly the new vehicles, instead of being mechanical systems, become advanced mechatronic systems whose development and testing call for a new approach. Possibility of using data available on vehicles network seems to be extremely powerful tool on it. The paper deals with a new approach for service load data measurement and acquisition as a helpful tool in development and testing of vehicles. Based on complexity of the system and different communication protocols on the vehicles' networks it was found as extremely practical solution to make approach which will be based on standards which are widely accepted by the industry. The new approach is based on hardware and software platform oriented to the main vehicle controllers with the task to acquire data which exist on the network and which are relevant to the transmission service load. The said hardware as well as software utilities have to enable computer based monitoring of the vehicle systems behaviour and in that way to be the tool for new vehicles development. The new system was tested in real service. It was found that the system can enable significantly less time of vehicle instrumentation before testing and accurate data acquisition

Operator's reaction time prolongation induced by whole-body vibration

Uticaj vibracija celog tela na vreme reakcije analiziran je uz pomoć, za ovu svrhu napravljenog, probnog stola sa mehaničkim pobudnim uređajem. Ispitanici su izlagani uslovima bez vibracija i vibracijama učestanosti 1, 5, 20 i 50 Hz. Najkraća vremena reakcije, kako na zvučne tako i na vizuelne pobude, izmerena su u uslovima bez vibracija. Najštetniji uticaj je primećen u slučaju vibracija učestanosti 5 Hz, kada se prosečna vremena reakcije uvećavaju za 50 do 70 ms. Najkraća vremena reakcije izmerena su na počecima testova, a najduža na njihovim završecima. Produženje vremena reakcije sa proticanjem vremena testa je izraženije u slučaju zvučnih pobuda. Takođe, pod istim uslovima, izmerena vremena reakcije su duža u slučaju zvučne pobude u odnosu na vizuelnu pobudu (u proseku za 60 do 100 ms). U svim slučajevima, promena vrednosti standardne devijacije pratila je obrazac sličan obrascu promene srednjih vrednosti vremena reakcije.Influence of whole-body vibration on reaction times was studied on a specially developed rig, with the subjects being exposed to no vibration, and vibration frequencies of 1, 5, 20 and 50 Hz. The shortest reaction times for both, sound and visual stimuli were measured for no vibration of the seating platform. The most detrimental influence was observed at vibration frequency of 5 Hz, with reaction times typically increasing between 50 and 70 ms. The shortest reaction times were always measured at the beginning of tests and the longest at the end. The increases in reaction times with elapsed time were typically more pronounced when subjects were exposed to sound stimuli. Equally, under the same conditions, reaction times to sound stimuli were longer than to visual stimuli (by approx. 60 to 100 ms). In all cases, changes in standard deviation values follow the same pattern as average reaction times

Operator's reaction time prolongation induced by whole-body vibration

Uticaj vibracija celog tela na vreme reakcije analiziran je uz pomoć, za ovu svrhu napravljenog, probnog stola sa mehaničkim pobudnim uređajem. Ispitanici su izlagani uslovima bez vibracija i vibracijama učestanosti 1, 5, 20 i 50 Hz. Najkraća vremena reakcije, kako na zvučne tako i na vizuelne pobude, izmerena su u uslovima bez vibracija. Najštetniji uticaj je primećen u slučaju vibracija učestanosti 5 Hz, kada se prosečna vremena reakcije uvećavaju za 50 do 70 ms. Najkraća vremena reakcije izmerena su na počecima testova, a najduža na njihovim završecima. Produženje vremena reakcije sa proticanjem vremena testa je izraženije u slučaju zvučnih pobuda. Takođe, pod istim uslovima, izmerena vremena reakcije su duža u slučaju zvučne pobude u odnosu na vizuelnu pobudu (u proseku za 60 do 100 ms). U svim slučajevima, promena vrednosti standardne devijacije pratila je obrazac sličan obrascu promene srednjih vrednosti vremena reakcije.Influence of whole-body vibration on reaction times was studied on a specially developed rig, with the subjects being exposed to no vibration, and vibration frequencies of 1, 5, 20 and 50 Hz. The shortest reaction times for both, sound and visual stimuli were measured for no vibration of the seating platform. The most detrimental influence was observed at vibration frequency of 5 Hz, with reaction times typically increasing between 50 and 70 ms. The shortest reaction times were always measured at the beginning of tests and the longest at the end. The increases in reaction times with elapsed time were typically more pronounced when subjects were exposed to sound stimuli. Equally, under the same conditions, reaction times to sound stimuli were longer than to visual stimuli (by approx. 60 to 100 ms). In all cases, changes in standard deviation values follow the same pattern as average reaction times

Surface characteristics of a cobalt chromium alloy resulting from a range of electrolytic polishing conditions

Elektrohemijsko poliranje je važna faza u izradi metalnog skeleta parcijalne zubne proteze. Elektrohemijski se polira samo gingivna površina skeleta. Različiti uslovi elektrolize daju različit stepen poliranosti površine skeleta zubne proteze, koja je od značaja za retenciju dentalnih plaka. Cilj istraživanja je da se definišu uslovi elektrohemijskog poliranja koji će rezultirati u što je moguće ravniju površinu Co, Cr, Mo legure. Istraživanja su obavljena na dentalnoj Co, Cr, Mo leguri »Galenika«. 16 istovremeno izlivenih probnih uzoraka je elektrohemijski polirano u zavisnosti od: elektrolita, vremena poliranja, napona strujnog kola i razdaljina elektroda. Površine probnih uzoraka su ispitane metalografskim mikroskopom i elektronskim aparatom za topografsku analizu površine materijala. Izmeren je i ugao kvašenja na dodiru pljuvačka — probni uzorak. Metalografski najbolje polirana površina s najmanjom hrapavošću i najvećim uglom kvašenja dobivena je pri sledećim uslovima elektrolize: elektrolit — tečnost za elektrohemijsko poliranje Co, Cr, Mo legura firme »Krupp«, udaljenost elektroda — 35 mm, napon strujnog kola — 15 V, gustina struje — 80 Amps/m2 i vreme elektrolize — 2 x 5 minuta.Electrolytic polishing of dentures cast in cobalt-chromium is a very important stage in the production of removable partial dentures. The quality of the mechanically polished surfaces of the framework is further improved by this process. Variations in the electrolytic polishing process affect the standard of surface polish obtained. This is of great significance in the retention of dental plaque. Consequently roughness and insufficient polishing must be avoided. The aim of the study was to determine the conditions of electrolytic polishing that will produce the smoothest polished surface on a dental cobalt-chromium alloy. The alloy used in the inevetigation was »Galenika« 16 test pieces of this alloy, cast at the same time, were polished electrolytically depending on the following conditions: composition of the electrolyte, duration of electrolytic polishing, voltage, current density and distance between the electrodes. The surfaces of electrolytically polished test pieces were examined using a metallurgical microscope. The topography of the surfaces was defined with a surfometer. The contact angle to wetting of saliva on the test piece was also measured. Resulting from this investigation, the following proceedure is recommended: Electrolyte — cobalt-chromium polishing fluid »Krupp«. Distance between electrodes — 35 mm, Potential — 15 volts. Current density — 80 Amps/m2. Duration of electrolytic polishing — 2x5 minutes

Impact of the damper characteristics on the behavior of suspension system and the whole vehicle

Damper asymmetry is a phenomenon for which there is no confirmed explanation in the literature, although it is present in almost all variants of telescopic dampers. This paper analyzes the influence of various characteristics of dampers, both symmetrical and asymmetrical, on the behavior of the suspension system and the whole vehicle. Different tests have been carried out, and they simulate the different types of vehicle movement that are present in exploitation. The simulation was performed in CarSim 8 software package for the vehicle with chosen characteristics. Appropriate conclusions were drawn on the basis of the conducted research, i.e. the differences in the behavior of the suspension system and the vehicle depending on the selected characteristics of the damper are shown

The future (and the present) of motor vehicle propulsion systems

Limited reserves of oil and the increasing environmental effect of its usage as a motor fuel represent global issue related to the constantly increasing number of motor vehicles. Therefore, the reduction of the fossil fuel consumed and the emission produced in internal combustion engines is the primary goal of the development of motor vehicle propulsion systems. In that sense, the present and the future of motor vehicles relies on hybrid drive systems, electric drive systems and drive systems which use hydrogen as a fuel (either by its combustion or by production of electric energy with the help of fuel cells). In this paper, the authors have presented the aforementioned motor vehicle propulsion systems by explaining their function and design, their basic elements and their functions. Authors have also analysed advantages and disadvantages of the mentioned propulsion systems in comparison to conventional internal combustion engine based systems, both technically and environmentally speaking, but also in relation to available infrastructure and energy resources