Model prognozowania oporu przepływu filtru powietrza pojazdu terenowego.

Przeanalizowano warunki pracy filtrów powietrza wlotowego do silników pojazdów mechanicznych eksploatowanych w warunkach dużych stężeń zapylenia powietrza. Wykazano, że do oczyszczania powietrza zasysanego przez silniki pojazdów wojskowych, w tym głównie czołgów, stosuje się filtry dwustopniowe: multicyklon - przegroda porowata. Przedstawiono problematykę obsługiwań filtrów powietrza pojazdów eksploatowanych w warunkach zmiennych stężeń zapylenia powietrza. Zaprezentowano wyniki pomiarów oporu przepływu filtrów czołgów eksploatowanych w warunkach małego i dużego stężenia zapylenia powietrza. Wyznaczono postacie wybranych funkcji trendów najlepiej opisujących rzeczywiste zmiany oporu przepływu filtrów powietrza czołgów podczas ich eksploatacji w warunkach poligonowych. Na podstawie wyznaczonych funkcji trendów prognozowano wartości oporu przepływu filtru i porównano je z wartościami rzeczywistymi. Stwierdzono, że nie można jednoznacznie wskazać trendu dającego najdokładniejsze prognozy.

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The inlet air filters of the-off vehicle engines operating conditions are presented. The attention is paid to air pollution concentration exact dependness on the kind of ground, meteo conditions, kind of moving system and vehicle running conditions. It is proved that the biggest air pollution concentration takes place while catterpillar vehicle is moving on the firing ground and it often exceedes 1 g/cubic metre. The air filtration systems of the vehicle engines are described. It is proved that to the sucked-up by military vehicle, mainly tank, engines air cleaning, the two-step filters: multicyclone - porous partition are used. The air filters of vehicles exploited in large and changing air pollution concentration conditions maintenance problems are presented. The air filters test conditions are described, which were pointed to the filter flow drag, as a function of vehicle road, appreciation. The air filters flow drag change test results for 30 T -55A tanks exploited at different terrain conditions are presented. Filters were serviced before the test starting. After servicing the large difference of filters beginning flow drag was proved. The beginning flow drag of filters exploited for serval years exceeds much of flow drag for the new one. On the performed tests base the trends (power, exponential and logarithmic) of the flow drag change were determined. For the determined trends adjust exactness to real changes was defined and the impossibility of most adequant trend pointing was stated. With these flow drag trends using for tested filters the future flow drag values were forecasted and forecasting quality was appreciated. It was stated that it is impossible to point the trend giving the most precise forecastings. So it is proved, that for air filters flow drag change determining and forecasting it is unnecessary to use individual trends for each filter. Having the flow drag permitted value for tested filter and its trend, the period of ways were appreciated for that the air filter state will change to the unperformance state. The rest of way to this state appearing (filter performance reserves) were appreciated. Presented in this work way of proceeding will allow the vehicle exploitation system management to put in force the operations for these vehicles exploitation safety and reliability increasing, for example associated with replacing of the vehicles reaching unperformance state by the vehicle with a large performance reserve.