拖动一架60吨的A320飞机，假如舍弃内燃机而用电动机......

caucsaa

前几天，问了一个飞机拖车的问题，大家热情帮助，在此感谢大家。

/ a: N9 |' p% z2 `( q& a现在又有一个新的问题：拖动一架60吨的A320飞机以10KM/小时的速度滑行需要50KW，现在的拖车极其笨重，因为使用的是内燃机。假如使用电动机，电动机和电池的重量最低可以达到多少？

. d' g' T" T4 F9 t" Q: C I第一是电池：我知道电池的重量很大，但是我想：拖车的作用只是把飞机从航站楼拖到跑道上，大概5公里，半小时，因此需要25千瓦时的电量即可，所以只要一块25千瓦时的电池即可，每拖一次飞机换一块电池（不嫌麻烦，先降低重量）。按照目前的技术，有电池既可以有25千瓦时的电量，又能输出50KW的功率吗？如果没有，在保证70KW功率的情况下，可以提高电量（可以多拖几次飞机），但是要求还是重量尽可能低，多大的电池合适呢？

! j8 L$ S9 m; p/ W3 ^1 g* ?! s7 b) M第二是电机：关于电机，我在网上能查到的最轻的50KW电机是60KG，据说国外还有更轻的。最轻的可以达到多少？

laodongbeiren

宝上有大把的电动牵引车可以提供，还可以租，嫩为何不与卖家聊聊？

伏虎降龙

石油燃料能量密度大。

zerowing

先搞清楚最低重量需求再考虑是否该减肥和如何减肥。POWERPUSH只有55.1kw的功率。一辆思域就有103kw，但是你拿思域去拖一个试试？

伏虎降龙

飞机上有燃气发电机的好像。

shaokuang

会不会拖车轻了，轮子与地面摩擦力不够打滑？

伏虎降龙

50KW的内燃机很重吗？柴油机吧，如果为了轻便。可以采用
6 _; K% ~/ q0 N( Q5 Y' g' f2 ?（1）小型飞机用的活塞发动机，但是要配置变速箱。
& |8 {# `% M9 G, \4 }（2）摩托车赛车发动机，连变速箱都是现成的。
) ]- j1 v9 M: d) P8 _. r0 [) u这两种方案达到50KW也是轻易的，功率密度都比电池大的多。

caucsaa

有厂家在研制电动起落架，如果用电机和电池驱动滚轮摩擦轮胎，重量能控制在多少？

datree

大侠，拖车只需把飞机往后推100米左右，之后飞机自己转弯滑行去跑道的

动静之机

3 l8 M: v$ ~- J6 H
* ~0 c. m- n" s) }: y这个链接显示，9年前就有尝试在前轮上装电动机构了。
! J, Q# y% T; ?7 i
0 K0 T& x+ D' r" A$ b1 Fhttp://www.flightglobal.com/news/articles/tests-prove-electric-drive-concept-200792/

Tests prove electric-drive conceptSource:
- z8 r9 B# I! a$ }: h7 a$ S* P* U. y) @

00:00 9 Aug 2005

Success ofBoeing 767trial prompts effort to develop production version of powered nose-wheel system for taxiing

Boeingand electric-drive specialist Chorus Motors are in “active discussions” over possible follow-on work on a powered nose-wheel system for airliners following a successful series of tests on a proof-of-concept motor on a767.

The ultimate plan would be to develop a fully integrated electric-drive system to allow aircraft to move around the airport without using their engines or tow tugs. The result, say the developers, would be more energy efficiency, increased engine life and reductions in maintenance costs and harmful environmental emissions.

“Overall, the results were extremely encouraging,” says Chorus Motors aerospace applications programme manager Robert Carman. Future challenges include making a “weight neutral” system, packaging within the existing nose wheel gear envelope, system integration and ensuring flight-critical levels of reliability. The tests were conducted in co-operation with Air Canadawhich supplied a 767-200 and crew. The pilots performed ground manoeuvres on slopes and terrains “typical of those at airports around the world”, says Boeing Phantom Works, which led the effort with Chorus. Evaluations included reversing away from a gate and taxiing forward to a runway. Tests also were performed at ramp temperatures exceeding 49?C (120?F) and at loads of up to 94% of the maximum take-off weight of the aircraft.

“We were in the neighbourhood of 300,000lb [136,200kg],” says Carman. “Up until now the technology has been lacking because no-one has been able to produce this sort of power density,” he adds. The Chorus-Boeing developed nose-wheel power device is based on a concept called the Meschon system.

GUY NORRIS/LOS ANGELES

% F1 A& d( G0 n3 F0 o) U/ u/ N6 a) ]

Design requirements: extra traction, increased torque Developed specifically for traction and higher low-speed torque loads, and applications for which starting torque requirements are greater than continuous torque requirements, the electric-drive system uses multi-phase motors in which the windings connect several inverter terminals to each other, and are not grounded in the conventional way. The different connectors act like different gear rates, and the motor can electronically change “gears” by operating the inverter at the harmonics of the drive frequency. The system therefore uses harmonic drive to essentially fool the drive electronics into thinking they are operating at a higher speed. The net benefit is that the motor drive is capable of achieving five times the torque speed of a similarly sized unit and is therefore much smaller and lighter.

& j# q4 i- b( p7 }- O& `7 v$ e; H