Although Kawasaki said when it exhibited electric motorcycles last year that actual mass production may have to wait until ten years later, it recently submitted a patent application, indicating that the progress of electric motorcycles is accelerating, the new patent explains Learn how Kawasaki interchanges battery/electronic components.
Kawasaki filed the first patent for its first electric motorcycle in early 2015, which means it has been working on the project for at least five years and has also recently announced plans for the production of the motorcycle. and zero emissions filed for another patent. The new patent shows an all-new design with a removable frame, while the battery and engine are similar to previous versions. In this type of motorcycle, the battery is an essential element in the development of the entire design. Kawasaki developed a battery that was too large to be replaced and was integrated into the unit that contained the electronic control system. It is understood that the motorcycle and battery will be produced in two different factories and then assembled, and it is clear from the drawings delivered to the patent office that the authority for the motorcycle-battery assembly stage has been transferred to the dealer.
Electric motorcycles, batteries and electronics are also relatively fragile, and if they are loaded at the beginning of the construction process, the possibility of the battery being damaged during production or after transportation must be considered. To make the entire process from production to sale easier for everyone, Kawasaki's idea is to keep the production of batteries and electronic parts (from one side) separate, while the mechanical parts including electric motors (from another). All components are then shipped individually to their final destination, the dealer responsible for assembling all components.
The dealer's assembly process is designed to be very simple, which also means Kawasaki intends to use the same system to produce other electric models, thus changing the production volume of mechanical components without redesigning or changing electronic equipment. Several vehicles can easily share the same battery, allowing customers to purchase one battery/electronics unit and two different vehicle styles. Of course, this one patent won't be for testing (Kawasaki is about to start producing electric motorcycles), but it shows the manufacturer's commitment to defining every detail, eliminating or reducing any inconveniences, and making electric motorcycles profitable proposal.
For decades, the world's leading motorcycle companies such as Kawasaki have streamlined motorcycle production processes to reduce costs and shorten manufacturing times. This applies not only inside the factory, but also in the supply chain, which is honed to ensure every component reaches the assembly plant on time to minimize storage costs and efficiency.
Within these factories, motorcycles are often built around their engines. The mating of the engine and frame is often one of the earliest stages of final assembly. However, the opposite is true for electric motorcycles, as the batteries tend to be the largest and heaviest part (equivalent to the internal combustion engine in a regular motorcycle), but they are usually produced in separate factories by external suppliers. While it's theoretically possible to transport them to assembly plants and then build electric motorcycles around the batteries, doing so would add cost and carry risks. Batteries or electronics may be damaged during shipping or assembly.
The prototype electric motorcycle Kawasaki showed off at EICMA last year was notable for several reasons. For example, it has a traditional gearbox, which is unusual for an electric motorcycle. However, it is worth noting that the entire left side section of the steel trellis is held on with only a handful of bolts.
A patent filed back in 2012 reveals Kawasaki’s thinking, which would allow the battery and electronics (as a whole) to be inserted into a complete bicycle. Now, Kawasaki's electric motorcycle production patent explains why this would be useful. It describes how batteries and electronics are manufactured in a dedicated factory, while the chassis, suspension, brakes, wheels and body are assembled in another factory. The "two halves" of the electric motorcycle are then shipped to their final destination, where dealers will be responsible for fitting the two parts together before handing the vehicle over to the customer.
The new patent shows that the traditional fuel tank location can be removed, making it easier to put electronic devices directly inside.
The idea simplifies production (the two factories could be on different continents, each placed close to the required raw materials) and the batteries don't have to be shipped twice, first to an assembly plant and then to their final destination. A variation on the "removable frame part" idea, instead of unscrewing the left side, the top of the case drops to allow electronics to be inserted into slots. Otherwise, the battery/electronics package and electric motor/transmission look very similar to the designs on the EICMA prototype.
The component diagram shows how the battery and electronics are packaged together, Kawasaki was very clever in its choice to make the battery and control electronics into one unit so that assembly of the front motorcycle is complete and can even begin Main content of using this technology. The patent explains that the accelerometer and tilt sensors required for the motorcycle's ABS and traction control systems will be assembled as part of the battery unit. Because they are permanently inserted into the battery, this means those same components can be used to monitor battery/electronics packaging during production and shipping.
Before placing the electronics and battery into the chassis unit, the dealer will be able to plug in a diagnostic computer that will reveal if the battery/electronics unit has received any harmful impacts, bumps, or damage while driving. tilt. Once the manufacturing facility determines that the battery unit is okay, it can be paired with the motorcycle. At this stage, the sensors will play a major role as part of the motorcycle's control system.
The image above shows how the battery and motorcycle are assembled at different locations and then assembled to the final destination (possibly a dealership) for greater efficiency. Kawasaki's claims last year were that it had plans to produce electric motorcycles in the media in recent years, but what's certain is that Kawasaki is taking electrification seriously. Development of the prototype has been underway for years, and like most major manufacturers, Kawasaki is waiting for a tipping point when overall demand for electric motorcycles increases significantly, battery performance improves further, and costs come down. Once this balance point emerges, electric motorcycles can be produced at mass-market prices, and their performance and range can become the industry leader. Amid fierce competition, Kawasaki's production process concept may make it slightly lower in the cost equation. There are advantages.
This article comes from the author of Autohome Chejiahao and does not represent the views and positions of Autohome.