Industrial robot bearings mainly include thin-walled bearings, cross cylindrical roller bearings, harmonic reducer bearings and joint bearings, but mainly cross roller bearings. Structural features of cross roller bearings in welded robot joints: cylindrical rollers are perpendicular to each other in the inner and outer raceway of the bearing, and a single bearing can bear the common load of radial force, bidirectional axial force and overturning moment simultaneously. The bearing has large bearing capacity, good rigidity, high rotation accuracy, easy installation, saving space, reducing weight, significantly reducing friction and providing good rotation accuracy. It is possible to make the mainframe light and miniaturized.
With the rapid development of China's industrialization, industrial robots are becoming more and more popular in industrial applications. The main part of the industrial robot, bearing, is being paid more and more attention.
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It seems that every winter, related issues related to vehicle exhaust emissions will become hot. In this year's topic, Volkswagen’s diesel engine emissions have become more and more of a concern. Recently, the Beijing Municipal Government issued a solicitation for public comment on Beijing VI's emissions, which has once again triggered concern in the industry. In the author's opinion, whether the release of the fake diesel door of the Volkswagen diesel engine or the issuance of the Beijing Jingliu Discharge Consultation Draft has clearly become an opportunity for the hybrid to replace the traditional internal combustion engine. On the role of the mass diesel engine exhaust door in the development of hybrid power. Previously, the author has already elaborated on this article. Next, let's talk about the promotion of emission test procedures for the development of hybrid power systems.
To start with the escalation of emission standards, one must mention the conflict between the latest Beijing VI emission standards and the upcoming implementation of the six national emission standards. According to Beijing Jingshi Emissions Release Draft issued by the Beijing Municipal Government, Beijing 6 emission standards to be implemented in the future will be tested using the U.S. FTP75 test cycle. The previously announced S6 emission standards will be tested before Europe implements the WLTC test cycle. Undoubtedly, the difference in test methods between the two test cycles will lead to differences in the emission strategy of the same vehicle. For auto companies, the difference between Beijing Sixth and Sixth National Testing Cycle will undoubtedly increase the R&D cost and work intensity of the company. Therefore, the industry’s discussion of the latest Beijing 6 emissions and the 6th country is mostly focused on the differences between the two. In the author's opinion, the difference between such local regulations and national laws and regulations is not worth recommending. Of course, this is a later comment. Next, we still talk about the promotion of hybrid systems.
First of all, both the FTP75 test cycle to be implemented by the Beijing VI standard and the WLTC test cycle to be implemented by the State VI standard will be closer to the actual car experience of consumers than the current NEDC test cycle implemented by the National Five Standards. This means that the fuel and emission levels tested under the NEDC regulations will face unacceptable conditions in both test cycles. In terms of cycle conditions, NEDC's cycle conditions are more focused on steady-state conditions, while FTP75 and WLTC are more focused on extreme conditions and transient conditions.
In more detail, from the test time point of view, the FTP75 test time is 1874 seconds, and mileage is 17.77 kilometers (parameters, pictures, and inquiry). The WLTC test time is 1800 seconds and the test mileage is 23.27 kilometers. The NEDC test time is 1180 seconds and mileage is 11.04 kilometers. According to the percentage of test time occupied by different working conditions, the acceleration time of NEDC accounted for about 20% of the test time, the deceleration time accounted for about 15%, the uniform speed accounted for more than 40%, and the idle time reached 24.8%. In contrast, the acceleration time of FTP75 is about 27%, the deceleration time is about 25%, the uniform time is about 28%, and the idle time is about 18%. The corresponding proportion of WLTC is 30%, 27%, 28% and 12% respectively. In terms of the distribution of the speed of the vehicle, the speed distribution of the integrated operating conditions is mainly concentrated below 60 km/h, and about 89% of the non-idle test time at the speed of the NEDC test cycle is occupied. The FTP75 accounted for 85% and the WLTC only 64%. In the distribution of the proportion of driving in the suburbs of the city, the urban test of the NEDC operating conditions accounted for only 37%, while the FTP75 accounted for 52%.
All right,? After a long list of such figures, from the perspective of these figures, in order to prove a problem, motor vehicle emission strategies based on the NEDC standard will inevitably face the opposite side in the face of new test standards. On the other hand, we should also clearly understand that whether it is Beijing VI or VI, this emission test cycle must be more stringent.
Then, with the impending implementation of the latest round of fuel consumption restrictions and the implementation of new test procedures, most of the automotive companies on the market today cannot meet emission requirements. Even the small-displacement turbocharged engines that have hit the flagship in recent years are equally vulnerable to escape. Practically speaking, the small-displacement turbocharged engines Europeans have developed in the past few years are themselves the products of NEDC's steady-state operating conditions tests, and they are placed on closer to actual transient conditions, especially the full throttle. In the case of opening, the level of emissions will even be extremely deteriorated. Of course, with the change of the test cycle, the traditional naturally aspirated engines will also face the unsatisfied emission standards. The Europeans, when they got into the research and development of small-displacement turbocharged engines, have a large part of the reason. Europeans were keenly aware that their traditional naturally aspirated engine technology could no longer meet Euro 5 emission standards within the next decade. Therefore, there is no doubt that new test procedures and more stringent emission limits will become an obstacle to the continued development of the traditional internal combustion engine power. On the other hand, because the state currently implements the enterprise's average emission standard limit system, it is even more of an afforestation for auto companies that produce luxury cars and cars with large displacements.
Therefore, under such a premise, hybrid technology will inevitably become the last straw that major auto companies can seize.
From a technical point of view, hybrid technology, whether it is a traditional hybrid or a plug-in hybrid that is now attracting much attention, is structurally improving the fuel economy and emissions of vehicles by adding new power transmission routes. The level is not to improve and upgrade the original internal combustion engine structure. It is no exaggeration to say that after more than 100 years of development, the power of conventional internal combustion engines has encountered a bottleneck in technological development. Due to structural limitations, improvement in thermal efficiency has been difficult.
Hybrid power is different, and the new power transmission architecture can provide more possibilities for efficiency. The more important point is that the electric motor supported by the hybrid system itself has higher efficiency than the internal combustion engine. In other words, the energy conversion efficiency that the electric motor can provide is higher than that of the internal combustion engine. On the other hand, the electric constant torque constant power feature reduces the power transmission path, which also improves the transmission efficiency of the entire system. Therefore, from a technical perspective, hybrid power naturally has obvious advantages.
Then, from the latest test cycle of Beijing Liuhe Guoliu, both of them weakened the steady-state operating conditions at the same time, and at the same time strengthened the test of transient conditions. For traditional internal-combustion vehicles, this change in test method can extremely deteriorate the emission level, but it is exactly the opposite for hybrid vehicles. The first is the proportion of increased acceleration and deceleration conditions. Due to the constant power and constant torque output characteristics of the electric vehicle, the engine does not need full output when full acceleration is performed, and the emission level is naturally lower than that of the conventional power model using the same engine. For deceleration conditions, most hybrid models are equipped with a braking energy recovery system, so the energy of the vehicle can be converted under deceleration conditions. Secondly, FTP75 and WLTC are more closely related to the actual user's use of the situation to increase the test conditions in urban conditions, for hybrid models, the motor as the dominant mode in the low speed city conditions can even make the engine stop running, As a result, the increase in the proportion of urban working conditions is a big plus for hybrid vehicles. It can be said that the FTP75 and WLTC test cycles are actually more suitable for the achievement of hybrid models. Although there is no relevant experimental data to explain the problem, but according to the author's personal guesses, as long as the ratio of the motor output in the hybrid power system can reach a reasonable range, then a vehicle model can also satisfy the emission test cycle of Beijing Liuhe Guoliu. It is not necessarily an impossible task.
Thirdly, from the point of view of the enterprise itself, hybrid technology also has the advantage of high return on investment.
After more than a decade of development, hybrid technology has shown a trend of large-scale development. The overall R&D costs and late-stage manufacturing costs of hybrid power systems have therefore been greatly reduced. In the current industrial structure, the overall brand emission level brought about by building a hybrid system based on the existing traditional internal combustion engine power will not necessarily require more investment than the traditional internal combustion engine. So from this point of view, hybrid technology is more attractive to auto companies.
On the other hand, the mature development of hybrid technology has enabled the hybrid vehicle to be competitive with traditional internal combustion engine models in addition to the power system, and has already reached a large-scale market. In this case, the increase in the sales volume of hybrid vehicles will also increase the average emission level of the brand. The more important point is that the promotion of hybrid technology can cover all models, which also includes medium and large cars that were once considered as short-board brands. In this case, the investment income of the hybrid system has been further improved.
As for the last aspect, of course, it is a branch of the hybrid power system that the plug-in hybrid system can provide when calculating the brand average fuel consumption and emission limits.
If we look at the problem from the perspective of development, the hybrid system is a brand-new thing after all. Its vitality and its value are reflected in the extensibility of technology and its advanced nature. Therefore, there is no doubt that with the increasingly stringent emission standards and the development of automotive power technology, hybrid power systems will usher in a great opportunity for development, and ultimately in the virtual completion of the replacement of the traditional internal combustion engine power.
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The main structure is as follows: the whole type, the outer ring separation type and the inner ring separation type. In order to prevent pollution and leakage, sealing rings are installed on both sides of the bearing. Because of its unique lightweight structure and good performance, cross roller bearings can simplify design and save space, and are widely applied in robot joints and rotary units, precision turntables, aerospace and other fields. In order to make serial production of industrial robots cross rolling bearings, the technical standard of cross roller bearings is formulated, which has the leading technical advantage in line with international standards.
Cross roller bearings are two row cylindrical rollers on 90 degree V raceway, which are vertically arranged across each other through nylon isolation blocks. Therefore, cross roller bearings can withstand multiple loads such as radial load, axial load and torque load.
The bearing has unique structure, good performance, simplified design and save installation space. It has been widely applied in welding robot joint and rotary unit, precision turntable and other fields.
Hybrid vehicles welcome new opportunities