注册 登录  
 加关注
   显示下一条  |  关闭
温馨提示!由于新浪微博认证机制调整,您的新浪微博帐号绑定已过期,请重新绑定!立即重新绑定新浪微博》  |  关闭

《SHIH Technology》

摩界二輪公社:業餘時間為國內進口車主提供保養維修與調教,順便做做中國摩迷的搬運工

 
 
 

日志

 
 

【全球新聞】电动制动系统 - 特别报道 —— 摩托车行业的下一次革命?  

2012-04-10 16:53:33|  分类: 國際車壇動態 |  标签: |举报 |字号 订阅

  下载LOFTER 我的照片书  |
电动制动系统 - FeatureThe在摩托车下一次革命? - ar.long - 三咪重型機車貿易organization
 

Electric Brakes – Feature

                           The next revolution in motorcycling?

    Boeing’s new 787 “Dreamliner” commercial jet presents novelties beyond the structural carbon-fiber-reinforced plastic that makes up 50 percent of its empty weight. One that caught my eye was electrically actuated brakes—part of a worldwide movement to eliminate service-intensive hydraulic systems from aircraft. I learned that each main wheel’s stack of carbon-carbon brake discs is compressed during braking not by the familiar hydraulic cylinders but by four electrically powered actuators. As the goal of this system is to avoid the service problems of hydraulics (any leak requires removal of the wheel and brake assembly, making waiting passengers hopping mad), each of the four actuators can be field-replaced without wheel removal. This Goodrich system also remains functional with fewer than all four actuators on-line.

    As I looked at pictures of the actuators, I saw that they consisted of a compact rotary electric motor driving a ball-screw jack through reduction gearing. Then, it hit me: This combo of motor, gearing and ball screw is exactly what Honda uses to drive its Combined-ABS hydraulic system. Reading on, I learned that the Goodrich brake system on the 787 is capable of ABS operation at a frequency of 12 cycles per second.

    Then, I began to poke around on Google. I learned that aircraft designers are already dissatisfied with motor-driven electric-brake actuation because it uses a lot of current; stopping and reversing those motors uses a lot of power, which is why we still don’t have solenoid-powered engine valves. The motor systems are also heavy, so the goals are to cut weight in half and power requirement to one-fifth to one-third. Three well-funded study programs—PAMELA-1, PAMELA-2 and PIBRAC—have already been carried out.

    Then, I looked for an automotive equivalent, and I found it. There is an initiative in Europe to develop all-electric accessory systems for cars, including electric brake actuation. Can motorcycles be far behind?

An electric braking system for motorcycles would be brake-by-wire, but we have already got over any fears of such things by accepting throttle-by-wire. Incorporating ABS into an electrically actuated brake-by-wire system would be inexpensive—a natural. Any desired degree of brake boost could be provided; all problems with a “low” lever would vanish.

    Why electric? The highly competitive trucking business drives a constant effort to improve fuel economy. Also, 20 years ago, Scientific American pointed out that much of the power used in industrial processes is wasted because drive motors operate at constant speed, delivering more power than actually needed. Engine-coolant pumps are a classic case, spun by V-belts at a constant ratio to engine rpm, regardless of load. This makes variable-speed electric water pumps attractive, using only enough power to provide the circulation needed at the current power level.

    Why didn’t this happen years ago? Because versatile control electronics for such motors are fairly recent. It is expected that cars and trucks of the future will likewise have electric oil pumps and electric air conditioning. Electric power steering is already with us.

    How do the future electric brake-actuator programs propose to save weight and cut power requirement? Now, it gets interesting. The proposal is to use piezoelectric devices—crystals that change their dimensions when a voltage difference is applied across their faces. Such piezo drivers are already extensively used in the fast-acting common-rail diesel injection valves, which provide five or more separate spray events per firing cycle.

    When CW Managing Editor Matthew Miles and I were having dinner last year with Brembo engineer Eugenio Gandolfi, I jokingly suggested a motor that would be a disc brake operating in reverse. The tiny thermal motions of atoms in the hot disc would stick to the brake pad as they vibrated in one direction but would release as they vibrated back in the other direction, thus converting heat into mechanical power and spinning the disc. Quite impossible, of course, as the vibrations of atoms in a brake disc are random, not unidirectional as my imaginary joke motor would require.

    In the PIBRAC actuator, two circular plates are pressed together. One plate is connected to the load, and the other is backed by a clever array of piezo actuators. When driven by their equally clever power supply, they vibrate their disc in such a way that each element of its surface vibrates in a circular orbit, acting just like my joke motor. With low mass and high torque, it could drive a ball screw directly to apply or cycle braking. Research is continuing to determine the wear life and other properties of such a brake-actuation motor.

    I love this because it will annoy the old-timers who oppose every new technology. Relax; it could be years before we see this on motorcycles. Plenty of time to ruin more paint jobs with brake fluid spilled during attempts to bleed manual hydraulic systems.





google 提供的翻译,很不专业,大家先凑合着一睹为快:


                   电动制动系统 - 特别报道

                                                            摩托车行业的下一次革命?

       波音公司的新型787“梦幻”商用喷气式飞机新奇之外,同比增长50%,其空重结构的碳纤维增强塑料。一个吸引我的眼睛被电驱动一个世界性的运动,以消除服务密集的液压系统,从飞机刹车部分。我了解到,每个主轮的碳 - 碳刹车盘栈不熟悉液压缸的,而是由四个电动力驱动器制动过程中的压缩。作为这个系统的目的是为了避免液压系统的服务问题(任何泄漏,需要拆除车轮和制动器总成,使候车乘客跳疯),四个驱动器中的每个人都可以是没有轮子去除领域取代。这古德里奇系统也仍然少于所有四个驱动器上线功能。

       正如我在执行器的照片看,我看到他们一个紧凑的旋转电动驾驶一球,螺旋千斤顶,通过减速齿轮电机组成。然后,它打我:这种电机的组合,齿轮和滚珠丝杠,正是本田用来推动合并的ABS液压系统。阅读上,我了解到,787古德里奇制动系统ABS的操作能力,在每秒12次的频率。

       然后,我开始在Google上捅。我了解到,飞机设计师已经与电动机驱动的电动制动驱动不满,因为它使用了大量的电流,制止和扭转这些电机使用了大量的电能,这就是为什么我们还没有电磁阀供电的发动机气门。电机系统也沉重,这样的目标是削减一半的重量和功率要求的三分之一到五分之一。三,资助的研究项目,帕梅拉-1,帕梅拉-2和PIBRAC已经开展。

       然后,我看着汽车相当于,我发现它。在欧洲有一个主动发展全电动汽车,包括电动制动驱动配件系统。摩托车可以是远远落后吗?

       电动摩托车和轻便摩托车制动系统将刹车线,但我们已经接受油门线,这样的事情任何恐惧了。纳入电气驱动线控制动系统,ABS会便宜,一个自然的。可提供所需的任何制动升压程度与“低”的杠杆一切问题就会消失。

       为什么电?在竞争激烈的货运业务驱动的不断努力,提高燃油经济性。此外,20年前,“科学美国人”指出,许多工业生产过程中使用的电力被浪费,因为驱动马达以恒定速度,提供比实际需要更多的权力。发动机冷却剂泵是一个经典案例,无论负载,V带发动机转速在一个恒定的比率纺。这就使得变速电动水泵吸引力,仅使用足够的力量来提供所需的环流在当前的功率水平。

       为什么没有出现这种情况年前吗?因为这种电机的多功能电子控制都相当近。据预计,未来的汽车和卡车将同样有电动油泵和电空调。电动助力转向已经是与我们同在。

       如何在未来的电动制动执行器方案建议,以节省重量,并切断电源的要求呢?现在,它变得有趣。这项建议是使用压电元件晶体,改变其尺寸时电压差被应用在他们的脸。如压电驱动器已广泛用于速效共轨柴油喷射阀,提供每烧成周期的五个或更多独立的喷雾事件。

       当CW管理编辑马修·迈尔斯和我有去年与Brembo工程师欧金尼奥·甘多尔菲晚餐,我开玩笑地提出了马达将反向盘式制动器工作。在炎热的光盘原子的微小热运动的刹车片,因为他们将继续坚持一个方向振动,但会释放,因为他们在其他方向的振动,从而转化为机械动力的热量和旋转光盘。完全不可能的,当然,在制动盘的原子的振动是随机的,而不是单向的,因为我想象中的笑话电机需要。

       在PIBRAC驱动器,两个圆板压在一起。一个板块连接到负载,另一种是一个聪明的压电致动器阵列的支持。他们同样聪明的电源驱动时,他们以这样一种方式,其表面的每个元素的震动在一个圆形的轨道,就像我的笑话电机振动的光盘。与低质量,高扭矩,它可以直接驱动滚珠丝杠申请或循环制动。正在继续研究,以确定磨损寿命和制动驱动电机的其他性能。

       我喜欢这个,因为它会惹恼那些反对每一项新技术的老前辈。放松;它可能是几年之前,我们看到这摩托车。充足的时间来毁掉更多的油漆工作,制动液洒在流血手动液压系统的企图。

  评论这张
 
阅读(1304)| 评论(3)
推荐 转载

历史上的今天

在LOFTER的更多文章

评论

<#--最新日志,群博日志--> <#--推荐日志--> <#--引用记录--> <#--博主推荐--> <#--随机阅读--> <#--首页推荐--> <#--历史上的今天--> <#--被推荐日志--> <#--上一篇,下一篇--> <#-- 热度 --> <#-- 网易新闻广告 --> <#--右边模块结构--> <#--评论模块结构--> <#--引用模块结构--> <#--博主发起的投票-->
 
 
 
 
 
 
 
 
 
 
 
 
 
 

页脚

网易公司版权所有 ©1997-2017