Kawasaki submitted the first patent of its first electric motorcycle at the beginning of 20 15, which means that it has been working hard on this project for at least five years, and recently applied for another patent for motorcycle production and zero emission. The new patent shows a brand-new design, the frame is detachable, and the battery and engine are similar to the previous version. In this type of motorcycle, the battery is the basic element of the whole design and development. The battery developed by Kawasaki is too big to be replaced, and it is also integrated into a device containing an electronic control system. It is understandable that motorcycles and batteries will be produced in two different factories and then assembled. It is obvious from the drawings submitted to the Patent Office that the authority of motorcycle-battery assembly stage has been transferred to the dealer.
Electric motorcycles, batteries and electronic products are also fragile. If they are loaded at the beginning of the construction process, the possibility of battery damage during production or after transportation must be considered. In order to make the whole process from production to sales easier, Kawasaki's idea is to separate the production of batteries and electronic parts (on the one hand), while mechanical parts include motors (on the other hand). Then, all the parts will be transported to the final destination separately, that is, by the dealer who is responsible for assembling all the parts.
The dealer's assembly process is designed to be very simple, which also means that Kawasaki intends to use the same system to produce other electric vehicles, so that the output of mechanical parts can be changed without redesigning or replacing electronic equipment. Several cars can easily share the same battery, so that customers can buy one battery/electronic unit and two different models. Of course, this patent will not be tested (Kawasaki will start producing electric motorcycles), but it shows that the manufacturer is committed to defining every detail, eliminating or reducing any inconvenience, and making electric motorcycles profitable.
For decades, Kawasaki and other world-leading motorcycle companies have simplified motorcycle production processes to reduce costs and shorten manufacturing time. This applies not only to the inside of the factory, but also to the supply chain. The supply chain has been honed to ensure that every component can arrive at the assembly factory on time and minimize the storage cost and efficiency.
In these factories, motorcycles are usually built around engines. The cooperation between engine and frame is usually one of the earliest stages of final assembly. Electric motorcycles are just the opposite, because batteries are often the largest and heaviest parts (equivalent to internal combustion engines in ordinary motorcycles), but they are usually produced by external suppliers in different factories. Theoretically, although they can be transported to the assembly plant and then electric motorcycles can be manufactured around batteries, it will increase costs and bring risks. Batteries or electronic products may be damaged during transportation or assembly.
The prototype of electric motorcycle exhibited by Kawasaki at last year's EICMA attracted people's attention for several reasons. For example, it has a traditional gearbox, which is unusual for electric motorcycles. However, it is worth noting that the entire left part of the steel mesh is fixed with only a few bolts.
As early as 20 12, the patent disclosed Kawasaki's idea, that is, to allow batteries and electronic equipment (as a whole) to be inserted into another complete bicycle. Now, Kawasaki's patent for the production of electric motorcycles explains why this is very useful. It describes how to manufacture batteries and electronic equipment in a special factory, while the chassis, suspension, brakes, wheels and body are assembled in another factory. Then the "two halves" of the electric motorcycle will be transported to the final destination, and the dealer will be responsible for assembling the two parts together and then handing over the car to the customer.
The new patent shows that the traditional fuel tank can be removed, making it easier to put electronic equipment directly into it. This idea simplifies the production (the two factories may be located in different continents, and each factory is located near the required raw materials), and the battery does not have to be transported twice. It must be transported to the assembly plant first and then to the final destination. A variant of the concept of "movable frame part" does not need to loosen the left side, but lowers the top of the chassis to allow electronic equipment to be inserted into the slot. Otherwise, the battery/electronics packaging and motor/gearbox look very similar to the design on the prototype of EICMA.
The assembly drawing shows how to package the battery and electronic equipment together. Kawasaki is very clever in choosing, integrating the battery and control electronics into one unit, so that the front motorcycle can be assembled and even the main content of the technology can be used. The patent explains that the ABS and traction control system of motorcycle, the accelerometer and tilt sensor needed will be assembled as a part of the battery unit. Because they are permanently inserted into the battery, this means that these same components can be used to monitor the battery/electronic product packaging during production and transportation.
Before putting the electronic equipment and battery into the chassis unit, the dealer will be able to plug in the diagnostic computer, which will show whether the battery/electronic unit has suffered any harmful impact, collision or inclination during driving. Once the manufacturer determines that the battery unit is ok, it can be paired with the motorcycle. At this stage, the sensor will play a major role as a part of the motorcycle control system.
The picture above shows how to assemble batteries and motorcycles in different places, and then assemble them to the final destination (probably a dealership) to improve efficiency. Kawasaki's statement last year was the production plan of media electric motorcycles in recent years, but it is certain that Kawasaki is serious about electrification. The development of prototype cars has been going on for many years. Kawasaki, like most major manufacturers, is waiting for a critical point to reach a balance when the overall demand for electric motorcycles is greatly increased, the battery performance is further improved and the cost is reduced. Once this balance point appears, electric motorcycles can be produced at mass market prices, and their performance and endurance become the best in the industry. In the fierce competition, Kawasaki's production technology concept may give it a slight advantage in the cost equation.
This article comes from car home, the author of the car manufacturer, and does not represent car home's position.