Competing Glauber and Kawasaki Dynamics

OVERVIEWAs experienced arc welders become an increasinglyscarce resource and mass production amplifies the need for consistent product quality, many companies are at a loss. They need to weld their parts, but it’s difficult to find skilled welders who can produce high quality products, let alone maintain that standard of quality while meeting daily production goals. Advances inrobotic arc welding have made it possible for companies to experience the quality and consistency of an expert arc welder on their best day, every single weld.In the mid-1980s, Kawasaki Motors Manufacturing Corp., USA (KMM) installed their first Kawasaki robots. Growing tired of inconsistent part fit and the constant struggle to find enough welders to keep up with production, KMM’s new robots were put to work arc welding their all-terrain vehicle (ATV) and Mule and Teryx four-wheeler frames. Now, 30 years later, the manufacturer uses 71 Kawasaki arc welding robots, and that number will grow to 84 by June of 2019.CHALLENGES• Improve part fit and eliminate chassis distortion • Efficiently weld a wide variety of parts • Minimize reliance on manual weldingKMM wasn’t looking to robots to increase the amount of vehicles they were producing; they needed Kawasaki robots to maintain their current rate of production while providing a more repeatable frame. Because KMM needed to weld several different vehicles and models – sport utility ATVs and four-wheeler vehicles – they needed a versatile solution that could weld a variety of parts.REQUIREMENTSA Solution for Labor ShortageFor years, KMM had been fighting an uphill battle against a growing labor shortage in the welding industry. In order to staff enough welders with thenecessary level of experience, KMM designed a training course to certify new welders – an exercise that cost the company time and money, and still still couldn’t meet their demand for welders. Their newly trained welders were having to work overtime in order to meet production goals, which was also adding costs.Now, 80% of KMM’s arc welding processes areautomated using Kawasaki robots, and only 20% of the work needs to be done manually. Trained welders can do a bulk of the work, which includes double checking the robots’ work or accessing areas too small for the robot to reach.Consistency & ReliabilityKeeping up with increasing standards for product quality using manual techniques was a challenge.KMM does mostly pipe-to-pipe welding, so they couldn’t rely on a vision system to keep a robot true to the process path – they needed robots with high levels of repeatability, so they could run programs withouthaving to see the path. Kawasaki RS010L robots have a repeatability of ±0.05 mm, which results in theconsistency Gordon has seen firsthand during his 33 years of experience. They are equipped standard with arc welding-specific software to enable quick and easy programming of the process path. “Kawasaki robots are by far the most reliable that we’ve seen on the market,” Gordon said.Inside KMM’s “Type 3” cell“Before robotic welding, there was a lot of frustration on the floor because you’d get burn through when parts didn’t fit well,” Gordon said. “We found that the quality of our product was dramatically improving with the implementation of laser tube cutting and the use of robotic welding.”-Scott Gordon, Chief Engineer,Kawasaki Motors Manufacturing Corp., USA s a lot of frustration rn through when parts ound that the quality mproving with the ng and nd t he use o f Corp., U S U ASOLUTIONFlexibility was a must. KMM needed a solution that could weld a multitude of parts, and that they could modify to suit their fluctuating production needs and evolving product line. To accomplish this, KMM developed five different types of cells using a combination of Kawasaki R series and F series robots, to weld different components of the ATV and four-wheeler frames. Four of the five cells (called Type 1, Type 2, Type 3 and “Kneeling Easel” cells) weld parts ranging in size. Once complete, these parts are fed into the “Battle Bot” cell, which welds the entire ATV or four-wheeler body.The Type 1 cell welds small parts like suspension arms, and the Type 2 cell welds mid-size parts such as seatsor front guards. It uses a Kawasaki RS010L robot to weld mid-size parts as they rotate on a welding table, attached to a quick-change fixture. The Type 3 cell has a 108 in. long and 52 in. wide cylindrical work envelope, making it ideal for welding long parts.The “Kneeling Easel” cell was developed specifically for welding large 6 ft. by 6 ft. cab frames, whose cumbersome shape posed an ergonomic challenge for human welders.For welding the entire vehicle frame, Gordon designed the “Battle Bot” cell, which is fed by the other cells. Because this cell was responsible for welding such an integral, and visible, section of the vehicle, KMM utilized a special wave form that combined the strength and penetration of MIG welding, and the clean look of pulse welding. With Kawasaki robots, they were able to do both in the same cell for a high quality product with minimal splatter.RESULTS• Four cells specializing in welding different partsfeed the “Battle Bot” cell• One “Battle Bot” cell that welds the entire ATV orfour-wheeler vehicle frame• 80% of all arc welding is done by Kawasaki R series and F series robots• Manual welds are required for only 20% of work• Human welders double check robots’ work or welddifficult-to-access areas• Product inconsistencies have been eliminated due toflexibility and high levels of repeatability found inKawasaki arc welding robotsAfter seeing a drastic decrease in chassis distortion andan increase in consistency over 30 years of use, KMM continues to grow their fleet of Kawasaki arc welding robots.The company’s reliance on manual welding has decreased, so they spend less time hunting for workersin the midst of a labor shortage, and more time on manufacturing. KMM will continue to use Kawasaki arc welding robots to weld thousands of ATV, Mule andTeryx four-wheeler frames. Kawasaki Robotics (USA), Inc.28140 Lakeview Drive, Wixom, MI 48393, U.S.A.Phone: +1-248-446-4100 Fax: +1-248-446-4200Corporate Headquarters for Americas。

本田极湃1英文介绍Introduction to Honda Accord 1The Honda Accord 1, also known as Honda Accord Sport in some markets, is a compact sedan manufactured by the Japanese automaker Honda. With its sleek design, advanced technology, and powerful performance, the Honda Accord 1 has been a popular choice among car enthusiasts.Exterior DesignThe Honda Accord 1 features a modern and dynamic exterior design. Its aerodynamic silhouette showcases the car's sporty nature. The bold front grille, LED headlights, and fog lights enhance its aggressive look. The stylish alloy wheels add to the overall appeal of the vehicle. The Honda Accord 1 stands out on the road, making a statement wherever it goes.Interior ComfortStep inside the Honda Accord 1, and you will be greeted by a well-designed and comfortable interior. The spacious cabin provides ample legroom for both the front and rear passengers. The seats are ergonomic, offering excellent support during long drives. The premium quality materials used throughout the cabin elevate the overall luxury and comfort. Furthermore, the intelligent climate control system ensures a pleasant driving experience in all weather conditions.Advanced TechnologyThe Honda Accord 1 is equipped with a range of advanced technology features. The centerpiece of the dashboard is the touchscreen infotainmentsystem, which integrates seamlessly with smartphones through Apple CarPlay and Android Auto. This allows for easy access to navigation, music, and hands-free calling. The car also offers a comprehensive suite of safety features, including lane departure warning, adaptive cruise control, and collision mitigation braking system. These innovative technologies provide an extra layer of protection while on the road.PerformanceUnder the hood, the Honda Accord 1 boasts a powerful and efficient engine. The 1.5-liter turbocharged four-cylinder engine delivers an impressive amount of horsepower, ensuring an exhilarating driving experience. The engine is mated to a smooth-shifting automatic transmission, providing seamless gear changes. The Honda Accord 1 offers exceptional fuel efficiency, making it an ideal choice for both city driving and long journeys.Handling and SafetyThe Honda Accord 1 provides excellent handling and responsiveness on the road. The precise steering and suspension tuning allow for a smooth and comfortable ride, even on uneven surfaces. The car's stability control system ensures optimal stability and control, enhancing the overall driving dynamics. Additionally, the Honda Accord 1 comes equipped with a comprehensive range of safety features, including multiple airbags, anti-lock braking system, and electronic brake distribution. These safety features work together to ensure the utmost protection for both the driver and passengers.ConclusionIn conclusion, the Honda Accord 1 is a compact sedan that offers a winning combination of style, comfort, technology, and performance. With its sleek design, advanced technology features, and powerful engine, the Honda Accord 1 is a standout option in its segment. Whether you are a daily commuter or a weekend adventurer, the Honda Accord 1 is sure to provide an enjoyable and memorable driving experience.。

FEATURES The Boom AURA features 4K Ultra HD, 10x digital zoom and built-in AI functions that include highly responsive facial detection and sound source localization providing intelligent auto-framing and voice-tracking. Six digital array mics provide 6 meters of pickup range ensuring crisp audio and an optimal intuitive response. The all-in-one AURA delivers a smart experience for your video conference calls. Intelligent hardware makes better meetings. Simply.Boom AURAan intelligent video bar for superior meetingsIntelligent & versatileChoose between a variety of AI features to optimize the meeting experience. Auto-framing seamlessly centers and frames participants while voice-tracking uses sound source localization to frame and track active speakers for a dynamic meeting experience that incorporates all participants with ease.Quality where it counts8MP CMOS image sensor provides a 4K Ultra HD image projecting a professional, sharp image in every meeting.E xcellent audioHigh-fidelity audio with a 48kHz sampling rate provides lossless audio and full spectrum of sound for meeting participants. Acoustic EchoCancelation (AEC) and Automatic Gain Control (AGC) further enhance the experience and work to ensure Full Duplex quality at a distance of 6meters.A lens with a view120° wide angle field of view ensures all participants are seen, even in small meeting spaces.P lug & Play. Really.Mac or PC? Zoom, Teams, Webex, or Meet? With USB 3.0, simply connect and enjoy your favorite video conferencing platform.Contact us:CameraImage sensor : 4K 8MP CMOS image sensor Lens: 4K glass Pixels: 8MP, 16:9View angle: 120° diagonal, 107°height, 74° vertical Zoom: 10x digitalFocus: Advanced AI auto-focusSNR: ≥55dBResolution: 3840 x 2160 Video features: Brightness, definition,saturation, contrast, white-balance, low light optimization AudioMicrophone : 6 built-in digital array microphones, 20ft/6m rangeAudio processing : AEC, AGC, ANS, sound source localization DNR : 2D & 3D Speaker : 2 x 7WDetailsVideo output: USB 3.0Temperature: 15°F -+120°F(-10°C - +50°C)Dimensions: 23.5in x 3.4in x 3in (598mm x 86mm x 77.5mm)Weight: 4.17lbs/1.9kgMount: wall mount bracket/standOperating system: Windows® 7,Windows 10 Mac OS X® 10.10or higher Hardware requirement:2.4 GHz Intel@ Core 2 Duo processor or higher,2GB memory or higher, USB 2.0port (USB 3.0 for 4K)Cable length: 16.4ft (5m)In the box: AURA video bar, USB 3.0 cable, remote, power cord, wall-mount bracket and quick guideBoom AURA About Boom Collaboration。

准周期量子伊辛模型的居里温度和磁化强度刘方爱;类淑国【期刊名称】《南京师大学报（自然科学版）》【年(卷),期】2004(027)002【摘要】Under the approximation of the mean field, Curie temperature and magnetization profiles of layer quantum Ising model with a transverse field were studied. The Curie temperature equation of the model was derived.The dependence of Curie temperature on the Fibonacci number n and the external field is given.It is found that the Curie temperature of quasiperiodic models is like to that of periodec models if the chain is long enough.With the same framework, the magnetization profiles of the system was also calculated.The method proposed here can be applied to other quasiperiodic model.%利用平均场理论研究了一维横场中准周期层状量子伊辛模型性质,得到系统的居里温度方程,发现在自旋链足够长的情况下其居里温度回归到周期系统.并计算了系统的平均磁化强度随长度的变化.【总页数】5页(P46-50)【作者】刘方爱;类淑国【作者单位】南京工业大学理学院,210009,江苏,南京;南京工业大学理学院,210009,江苏,南京【正文语种】中文【中图分类】O441【相关文献】1.磁天平测量饱和磁化强度和居里温度方法的研究 [J], 蔡之让2.Dy2AlFe16-xMnx化合物的饱和磁化强度和居里温度 [J], 周严;赵淼;刘倩;杨春元;郝延明3.层状周期和准周期量子伊辛模型的居里温度 [J], 类淑国;钟鸣;童培庆4.Glauber和Kawasaki动力学下正方格子上伊辛模型居里温度的蒙特卡罗计算[J], 王春安;郭子政5.纳米金属Ni的饱和磁化强度和居里温度的尺寸依赖效应 [J], 李平云;操振华;陆海鸣;孟祥康因版权原因，仅展示原文概要，查看原文内容请购买。

LOUIS SCHWITZER-Automotive Hall of FameBorgWarner Turbo Systems provides customers worldwidewith a comprehensive range of 3K and Schwitzerreplacement turbochargers and spare parts.For over 100 years, BorgWarner has exhibited their commitmentto the automotive industry and motorsports through the momentumof their technological advances. In the late 1990’s, BorgWarnertook the step of becoming a pacesetter in leading turbotechnologies. In October of 1998, BorgWarner, Inc. purchased100% of the net assets of German turbocharger and turbomachinery manufacturer, AG Kühnle, Kopp & Kausch renaming it3K-Warner Turbosystems. In March of the following yearBorgWarner acquired Kuhlman Corporation in order to gainaccess to Schwitzer, Inc., which was a leading manufacturer ofturbochargers for commercial transportation and industrialequipment. Since the integration of 3K-Warner Turbosystems andSchwitzer, BorgWarner Turbo Systems continues to set newtechnological standards in the field of engine boosting.Fast forward to the new millennium and BorgWarner Turbo Systemshas become a well positioned player in the engine boosting arena,with development centers, production sites and sales officesthroughout the world. In keeping with our maxim “Local Power—Global Strengths” we use all of the resources and talents availablewithin our worldwide organization to surpass the needs of ourcustomers. To ensure that our sites work efficiently across the world,we have standardized vital processes and best practice methods,without compromising location-specific flexibility and autonomy.Our goal is to continually offer you solutions that are perfectlytailored to meet the specific requirements of you and your market. Commitment to Performance (4)Trophy History (5)Technology & Innovation............................6-7Race Sponsorships ....................................8-9Match-Bot Instructional ..........................10-11About EFR ............................................12-13EFR 6255 (14)EFR 6258..............................................15-16EFR 6758..............................................17-18EFR 7064..............................................19-21EFR 7670..............................................22-24EFR 8374..............................................25-27EFR 9180..............................................28-29EFR Ancillary Parts ................................30-31Intro to AirWerks (32)S1BG (33)S200........................................................34S200SX ....................................................35S300SX3..............................................36-37S300GX ....................................................38About S400SX ..........................................39S400SX3..................................................40S400SX4..............................................41-42S510........................................................43BV50 (997 Turbo Upgrade)................................44K26..........................................................45K27-3072..................................................46K29-3775..................................................47K03-2074 (JCW Mini upgrade)..........................48K03-2080 (Audi A4 upgrade)............................49K04-2075 (Audi upgrade).......................... 50-51K04-2283 (Audi upgrade)................................52K16 (Volvo upgrade)........................................53Warranty Statement (54)World Headquarters: Kircheimbolanden, GermanyInnovation, a fruit of competition Racing has long been known as a fertile research and development arena and proving ground for new technology. BorgWarner takes full advantage of its rich racing heritage using some of the same materials and aerodynamic techniques that produced boost for winning cars, elevating and incorporating it into the hardware available through BorgWarner Turbo Systems. Partnerships fostered at the track can create alignment and uncommon results,in the marketplace.Commitment to performanceAirWerks is an independent aftermarket program from BorgWarnerTurbo Systems. This venture is focused on creating exceptionallyhigh engine performance through forced induction technology.Why do the world’s most prominent auto manufacturers selectproducts from BorgWarner Turbo Systems? Simply put, we are theworld leader in turbos for high speed, high temperature gasolineengines. The BorgWarner Turbo Systems performance line featuresan assortment of carefully chosen K and S series turbochargers andthe EFR series to meet a wide array of high-performance enginerequirements. These turbos will be steadily improved based on thelatest findings in aerodynamic and materials technology.Audi 90 (Quatro) GTO was one of the most technologically advanced four-door race cars to ever hit the tracks. The 1988 Trans Am Manufacturer’s champion was banned from the 1989 season due to its dominance.Boost was provided by a single BW K-series turbocharger.Mercedes Silver Arrows C11, World Sportscar Champion. 5.0 liter V8 twin 3K turbo engine BorgWarner Indianapolis 500 Trophy,synonymous with top performance,speed and leading-edgeautomotive technologyIn 1936, Eddie Rickenbacker of the Indianapolis Speedwayunveiled the BorgWarner Trophy and officially announced it as theprize for the champions of the Indy 500.Commissioned by The BorgWarner Automotive Company in1935, the trophy is made of sterling silver standing over 5 feetand weighing nearly 155 pounds. The Trophy bears the likenessof every driver that has won the Indy 500 since 1911 along withtheir victory date, and average speed in a checkerboard pattern.Today the trophy is housed in the Hall of Fame Museum at theIndianapolis Motor Speedway. Each May, the Borg-Warner Trophyis featured at a number of Indianapolis 500 events, including thedrivers’ meeting at the track and the 500 Festival Parade indowntown Indianapolis, both on the day before the race.Immediately after each race, the trophy is hoisted into Victory Circlewith the winning car and driver for photographs. The first Indy 500champion that accepted the trophy, Louis Meyer shortly afterreceiving it said, "Winning the BorgWarner Trophy is like winningan Olympic medal."Innovation, speed, flexibility, quality and a customer focus are the yardsticks by which our customers measure us. We therefore not only explore new avenues in technological development – we also seek ways to further improve cooperation with our customers in product development, manufacturing and quality assurance. Yet the fast exchange of the latest product data with the customer is also becoming increasingly important in setting up optimum processes. From the very start of development, we involve people from design, production, purchasing and quality assurance to save time and money and ensure that the turbocharging systems we supply meet proven serial production quality in terms of reliability and performance right from start of production.The latest generations of compressor and turbine stages assure optimum thermodynamic results. With the further development of materials and processing methods – such as forged milled compressor wheels – we not only optimize performance, but alsoenhance durability and reliability of our turbocharging systems. Extended Tip TechnologySelect BorgWarner turbochargers employ BorgWarner “S”generation compressor wheels that incorporate extended tiptechnology. This compressor wheel design feature promotes greaterairflow using a low inertia wheel that performs like a wheel ofgreater size and mass. Extended tip technology enables the userto have faster spool-up at lower engine speeds while providing theboost for the powerful top-end performance that most turbochargerenthusiasts have come to desire. Turbochargers have to meetdifferent requirements with regard to map height, map width,efficiency characteristics, moment of inertia of the rotor andconditions of use. New compressor and turbine types arecontinually being developed for various engine applications withcompressor wheels having an increased influence on the enginesoperational characteristics. These wheels are designed usingcomputer programs that develop a three-dimensional calculationof the air flow and pressure.The twin scroll turbocharger generateshigher boost pressure at low revsTwin scroll technology produces results similar to twin-turboapplications but in a smaller package with lower weight and cost.In turbochargers of this type, the channels between the exhaustmanifold and turbocharger of the first and fourth as well as thesecond and third cylinders are separated from each other. Theexhaust gas streams are directed into so-called scrolls (spirals) andthen reunited again directly at the turbine wheel. Separating thestreams in this way offers improved performance.With this type of charging, spontaneous boost pressure can bebuilt up 500 RPMs earlier, which significantly improves response in the low rev band. The engineers at BorgWarner have also mastered the problem of high exhaust gas temperature in gasoline engine turbocharging – despite the genuine challenge presentedby such a compact turbine casing with two scrolls. One approachemployed by the engineers here was to develop a new downsizingmethod of casting turbine housings to improve their temperature resistance and guarantee the quality needed. The benefits of the twin scroll turbocharging technology and other market-leading technologies by BorgWarner Turbo Systems offer passenger vehicles, dynamic performance, low fuel consumption and lower CO2 emissions.Team: Mike Ryan MotorsportsDriver:Mike RyanVehicle:FreightlinerRacing Venue:Pikes PeakInternational Hill ClimbCurrent Turbo(s) of choice:Compound S410GX & S510SX Team:Stuckey Racing Driver:Phillip Palmer Vehicle:Dodge 5.9Racing Venue:NHDRA Current Turbo(s) of choice:Compound S400SX & S500SX Team: Kiggly Racing Driver:Kevin Kwiatkowski Vehicle:1991 Plymouth Laser FWD Racing Venue:Drag Racing Current Turbo(s) of choice:Single S400SX"We at Sierra Sierra Enterprises, had a monumental day at the 2010 Superlap battle. Not only didwe win the event, but we shattered the existing 2007 lap record by over 2 seconds. We are nowthe first US team to hold this Superlap battle track record. We owe a great deal of thanks to ourpartners, particularly our new partner Borg Warner who supplied us with their next generation EFR-8374 turbo. With 800 Hp, these 4 cyl. big turbo cars are generally quite difficult to drive. BorgWarner's new EFR turbo is a huge step forward in performance for us. There is more power, moreresponse and a lot less lag, making my job much easier."–Dave EmpringhamDriver Sierra/Sierra EnterprisesTeam:Osofast Racing Driver:Brent RauVehicle:Mitsubishi EclipseRacing Venue:Drag RacingCurrent Turbo(s) of choice:Single S400SX Team:Sierra/Sierra EnterprisesDriver:Dave EmpringhamVehicle:Mitsubishi EvoRacing Venue:Redline Time AttackCurrent Turbo(s) of choice:EFR-8374DDriver:Jeremy McElrath/Greg Worley Vehicle:1998 Ford Mustang Racing Venue:ORSCA & PTRA Current Turbo(s) of choice:Twin S500SX Team:Seth-Hunter Racing Driver:Greg Seth-Hunter Vehicle:Chevy Nova Racing Venue:PSCA Current Turbo(s) of choice:Twin S500SX The team at BorgWarner has developed an interactive turbomatching program that is internet based. Called Match-Bot, the firststep is to enter the engine input data. For each piece of input data,helpful pop-up’s are provided. These helpful tips guide the user through entering appropriate engine targets by means of giving example ranges of numbers. Parameters such as BSFC, VE, and exhaust gas temperature is often difficult for the user to estimate,but helpful suggestions are offered each step of the way.Text-Based Output is Provided as Well as Graphical MappingThe user's operating points are interactively plotted onto any chosen compressor map.Turbine matching is also performed. The user dials in the match until all the points land on a single turbine curve (the user’s example above is not completed yet since the points towards the right droop below the line).The Match-Bot interactive tool can be found at An Equation for Engine Boosting ExcellenceThe EFR line of turbos was born out of an internal BorgWarner Turbo Systems program labeled Advanced Aftermarket Products or AAP. So, the first thing you might be wondering is what does a new product line of high-performance turbochargers have to do with commercial applications? Commercial/industrial turbo products have extreme requirements for durability, reliability, and aerodynamic performance. Since modern passenger car applications use turbos smaller than 55mm in turbine wheel diameter, it’s the aerodynamic development from the commercial side of the business (i.e. everything larger) that feeds into what the performance enthusiast wants and needs for big power production. Boost pressures of 45-50 psi (3 bar+) are the norm, not the exception. Also required is resistance to abusive thrust loads, high vibrations, and robustness for a wide range of lubrication conditions. Additionally, our commercial product validation standards are among the highest in the engine boosting industry –all good things that also benefit the performance enthusiast or racer. Those are the commonalities, now here are the differences. Unlike commercial applications, high performance users want lightweight, compact, versatile designs. They also deliver the turbocharger very high exhaust gas temperatures and have high expectations for fast response. They also place value in cosmetic appearance and want integrated features that aid the installation process and remove the need for other turbo related accessories. Those performance and packaging requirements are quite common among the modern aftermarket passenger car turbo customer.So, what happens when you tie together all those necessities and put them in front of passionate car people looking to advance the pace of aftermarket boosting solutions? There is a discovery that something new is needed in order to meet the needs of the next generation turbo consumer. There is the need for an “it” that really changes the game or raises the bar or whatever other metaphor you care to use.Under the product leadership of Brock Fraser, Director, Global Commercial Diesel Application Engineering, a team was assembled and the project began with the proverbial clean-sheet turbo could or could not have; no restrictions. The aerodynamics for the product line were selected using a range of optimized combinations that would give users turbo solutions anywhere between 250 and 1000 horsepower capability per turbo. Next, a list of every notable design characteristic for an engine boosting device was tabled. Specific interest was given to new ideas that had never been formed in metal or had never been combined into an aftermarket turbo. Ninety-five percent of the input “stuck” with only the truly exotic being excluded as those elements that would take too long to develop. Moreover, the turbo would be so expensive that the average performance enthusiast who wanted to buy the product could not afford it!After the AAP program took shape, the concept was presented to members of the BorgWarner senior management team. It didn’t take long for them to embrace the vision of giving the performance aftermarket something truly remarkable. Management’s approval to proceed with our mission led to one of the most aggressive new program introductions in the history of BorgWarner’s independent aftermarket. Weeks and months of product development wouldbring forth a creation that would set a new standard in the performance aftermarket.The result is the new EFR (Engineered for Racing) line of turbos from BorgWarner. These turbos contain a bevy of key attributes such as Gamma-Ti turbine wheels, dual ceramic ball bearing cartridges and investment cast stainless steel turbine housings. Collectively, those features help give the EFR line its innovative appeal and will provide a breakthrough experience in durability, deviceEnhanced Turbo ResponseEFR turbochargers use a dual-row ball overall system install cost.Turbo Frame DimensionsCorrected Mass Flow (lbs/min)P r e s s u r e R a t i oCompressor MapTurbine Housing Part NumberA/R Inlet Flange Shape Housing Config.115810090070.64T25Single Scroll WGSuper Core ConfigurationThe following parts are not included as part of the super-core assembly:turbine housing, assembly clamp plate hardware, wastegate parts.Not included with turbo assemblies:•Speed sensor•Turbine outlet V-Band •Turbine inlet gasket•Oil drain gasket or drain port fittingTurbine Housing OptionsTurbo Features•Gamma-Ti turbine wheel•Dual ceramic ball bearing assembly with metal cage •Forged milled extended tip compressor wheel •Stainless steel turbine housing •Water cooled bearing housing •Large internal wastegate•Compressor recirculation valve (a.k.a BOV)•Boost control solenoid valve •Standard T25 mounting flangeCorrected Mass Flow (lbs/min)P r e s s u r eR a t i oTurbo Frame DimensionsCompressor MapSuper Core ConfigurationThe following parts are not included as part of the super-core assembly:turbine housing, assembly clamp plate hardware, wastegate parts.Not included with turbo assemblies:•Speed sensor•Turbine outlet V-Band •Turbine inlet gasket•Oil drain gasket or drain port fittingTurbine Housing Part NumberA/RInlet Flange ShapeHousing Config.Turbine Housing OptionsTurbo Features•Gamma-Ti turbine wheel•Dual ceramic ball bearing assembly with metal cage •Forged milled extended tip compressor wheel •Stainless steel turbine housing •Water cooled bearing housing •Large internal wastegate•Compressor recirculation valve (a.k.a BOV)•Boost control solenoid valve •Standard T25 mounting flangeTurbo Frame Dimensions1.01.41.82.22.63.03.43.8Corrected Mass Flow (lbs/min)P r e s s u r e R a t i oCompressor MapNot included with turbo assemblies:•Speed sensor•Turbine outlet V-Band •Turbine inlet gasket•Oil drain gasket or drain port fittingSuper Core ConfigurationThe following parts are not included as part of the super-core assembly:turbine housing, assembly clamp plate hardware, wastegate parts.Turbine Housing OptionsTurbine Housing Part NumberA/RInlet Flange ShapeHousing Config.Turbo Features•Gamma-Ti turbine wheel•Dual ceramic ball bearing assembly with metal cage •Forged milled extended tip compressor wheel •Stainless steel turbine housing •Water cooled bearing housing •Large internal wastegate•Compressor recirculation valve (a.k.a BOV)•Boost control solenoid valve •Standard T4 mounting flangeCorrected Mass Flow (lbs/min)P r e s s u r e R a t i oTurbo Frame DimensionsCompressor MapTurbo Features•Gamma-Ti turbine wheel•Dual ceramic ball bearing assembly with metal cage •Forged milled extended tip compressor wheel •Stainless steel turbine housing •Water cooled bearing housing •Large internal wastegate•Compressor recirculation valve (a.k.a BOV)•Boost control solenoid valve •Standard T25 mounting flange Not included with turbo assemblies:•Speed sensor•Turbine outlet V-Band •Turbine inlet gasket•Oil drain gasket or drain port fittingSuper Core ConfigurationThe following parts are not included as part of the super-core assembly:turbine housing, assembly clamp plate hardware, wastegate parts.Turbine Housing OptionsTurbine Housing Part NumberA/RInlet Flange ShapeHousing Config.Turbo Frame DimensionsOil Drain Turbo Features•Gamma-Ti turbine wheel•Dual ceramic ball bearing assembly with metal cage •Forged milled extended tip compressor wheel •Stainless steel turbine housing •Water cooled bearing housing •Large internal wastegate•Compressor recirculation valve (a.k.a BOV)•Boost control solenoid valve •Standard T4 mounting flangeCorrected Mass Flow (lbs/min)P r e s s u r eR a t i oCompressor MapNot included with turbo assemblies:•Speed sensor•Turbine outlet V-Band •Turbine inlet gasket•Oil drain gasket or drain port fittingSuper Core ConfigurationThe following parts are not included as part of the super-core assembly:turbine housing, assembly clamp plate hardware, wastegate parts.Turbine Housing OptionsTurbine Housing Part NumberA/RInlet Flange ShapeHousing Config.Corrected Mass Flow (lbs/min)P r e s s u r e R a t i oTurbo Frame DimensionsCompressor MapTurbo Features•Gamma-Ti turbine wheel•Dual ceramic ball bearing assembly with metal cage •Forged milled extended tip compressor wheel •Stainless steel turbine housing•Water cooled bearing housing •Large internal wastegate•Compressor recirculation valve (a.k.a BOV)•Boost control solenoid valve •Standard T3 mounting flangeNot included with turbo assemblies:•Speed sensor•Turbine outlet V-Band •Turbine inlet gasket•Oil drain gasket or drain port fittingSuper Core ConfigurationThe following parts are not included as part of the super-core assembly:turbine housing, assembly clamp plate hardware, wastegate parts.Turbine Housing OptionsTurbine Housing Part NumberA/R Inlet Flange Shape Housing Config.Turbo Frame DimensionsTurbo Features•Gamma-Ti turbine wheel•Dual ceramic ball bearing assembly with metal cage •Forged milled extended tip compressor wheel •Stainless steel turbine housing •Water cooled bearing housing •Large internal wastegate•Compressor recirculation valve (a.k.a BOV)•Boost control solenoid valve •Standard T4 mounting flangeCorrected Mass Flow (lbs/min)P r e s su r e R a t i oCompressor MapNot included with turbo assemblies:•Speed sensor•Turbine outlet V-Band •Turbine inlet gasket•Oil drain gasket or drain port fittingSuper Core ConfigurationThe following parts are not included as part of the super-core assembly:turbine housing, assembly clamp plate hardware, wastegate parts.Turbine Housing OptionsTurbine Housing Part NumberA/R Inlet Flange Shape Housing Config.1.01.62.22.83.44.04.65.2Corrected Mass Flow (lbs/min)P r e s s u r e R a t i oTurbo Frame DimensionsCompressor MapTurbo Features•Gamma-Ti turbine wheel•Dual ceramic ball bearing assembly with metal cage •Forged milled extended tip compressor wheel •Stainless steel turbine housing •Water cooled bearing housing•Compressor recirculation valve (a.k.a BOV)•Boost control solenoid valve •Standard T4 mounting flangeNot included with turbo assemblies:•Speed sensor•Turbine outlet V-Band •Turbine inlet gasket•Oil drain gasket or drain port fittingSuper Core ConfigurationThe following parts are not included as part of the super-core assembly:turbine housing, assembly clamp plate hardware, wastegate parts.Turbine Housing OptionsTurbine Housing Part NumberA/R Inlet Flange Shape Housing Config.Turbo Frame DimensionsOil Drain Turbo Features•Gamma-Ti turbine wheel•Dual ceramic ball bearing assembly with metal cage •Forged milled extended tip compressor wheel •Stainless steel turbine housing •Water cooled bearing housing •Large internal wastegate•Compressor recirculation valve (a.k.a BOV)•Boost control solenoid valve •Standard T3 mounting flange Corrected Mass Flow (lbs/min)P r e s s ur e R a t i oCompressor MapNot included with turbo assemblies:•Speed sensor•Turbine outlet V-Band •Turbine inlet gasket•Oil drain gasket or drain port fittingSuper Core ConfigurationThe following parts are not included as part of the super-core assembly:turbine housing, assembly clamp plate hardware, wastegate parts.Turbine Housing OptionsTurbine Housing Part NumberA/RInlet Flange ShapeHousing Config.Oil Drain HoleCorrected Mass Flow (lbs/min)P r e s s u r e R a t i oTurbo Frame DimensionsCompressor MapTurbo Features•Gamma-Ti turbine wheel•Dual ceramic ball bearing assembly with metal cage •Forged milled extended tip compressor wheel •Stainless steel turbine housing •Water cooled bearing housing •Large internal wastegate•Compressor recirculation valve (a.k.a BOV)•Boost control solenoid valve •Standard T4 mounting flange Not included with turbo assemblies:•Speed sensor•Turbine outlet V-Band•Turbine inlet gasket•Oil drain gasket or drain port fittingSuper Core ConfigurationThe following parts are not included as part of the super-core assembly:turbine housing, assembly clamp plate hardware, wastegate parts.Turbine Housing OptionsTurbine Housing Part NumberA/RInlet Flange ShapeHousing Config.Turbo Frame DimensionsTurbo Features•Gamma-Ti turbine wheel•Dual ceramic ball bearing assembly with metal cage •Forged milled extended tip compressor wheel •Stainless steel turbine housing •Water cooled bearing housing•Compressor recirculation valve (a.k.a BOV)•Boost control solenoid valve •Standard T4 mounting flangeCorrected Mass Flow (lbs/min)P r e s s u r e Ra t i oCompressor MapSuper Core ConfigurationThe following parts are not included as part of the super-core assembly:turbine housing, assembly clamp plate hardware, wastegate parts.Turbine Housing OptionsTurbine Housing Part NumberA/RInlet Flange ShapeHousing Config.Not included with turbo assemblies:•Speed sensor•Turbine outlet V-Band •Turbine inlet gasket•Oil drain gasket or drain port fittingOil Drain HoleCorrected Mass Flow (lbs/min)P r e s s u r e R a t i oTurbo Frame DimensionsCompressor MapTurbo Features•Gamma-Ti turbine wheel•Dual ceramic ball bearing assembly with metal cage •Forged milled extended tip compressor wheel •Stainless steel turbine housing •Water cooled bearing housing •Large internal wastegate•Compressor recirculation valve (a.k.a BOV)•Boost control solenoid valve •Standard T3 mounting flange Super Core ConfigurationThe following parts are not included as part of the super-core assembly:turbine housing, assembly clamp plate hardware, wastegate parts.Turbine Housing OptionsTurbine Housing Part NumberA/RInlet Flange ShapeHousing Config.127410190021.05T4Twin Scroll Non-WGNot included with turbo assemblies:•Speed sensor•Turbine outlet V-Band•Turbine inlet gasket•Oil drain gasket or drain port fittingTurbo Frame DimensionsTurbo Features•Gamma-Ti turbine wheel•Dual ceramic ball bearing assembly with metal cage •Forged milled extended tip compressor wheel •Stainless steel turbine housing •Water cooled bearing housing•Compressor recirculation valve (a.k.a BOV)•Boost control solenoid valve •Standard T4 mounting flangeCorrected Mass Flow (lbs/min)P r es s u r e R a t i oCompressor MapSuper Core ConfigurationThe following parts are not included as part of the super-core assembly:turbine housing, assembly clamp plate hardware, wastegate parts.Turbine Housing OptionsTurbine Housing Part NumberA/RInlet Flange ShapeHousing Config.Not included with turbo assemblies:•Speed sensor•Turbine outlet V-Band •Turbine inlet gasket•Oil drain gasket or drain port fitting。

Coexistent operations with workersCo-existing and collaborative works with human workers are possible thanks to various functions to assure safety and the use of soft materials on the arm surface. In the event of a collision with the worker, the collision detection function will make the duAro stop.Vertical Stroke (Z-axis) expanded to 550mm The vertical stroke is extended from 150 to 550mm, enabling wider applications such as packing boxes withPayload Capacity increased to 3 kgThe payload capacity is increased from 2 kg to 3 kg (total 6 kg for 2 arms) for wider applications.Easy use of the vision systemSince vision sensors can be used by simply adding optional software, a vision controller is not needed. Separation of the arms and controllerIn addition to the integrated type of arms and controller, a separate type (arms and controller are installed separately) allows free layout of the production line.ApplicationPacking products prior to shipmentInspection of assembled PCBs1 At the time of power activation, rush current generates in the range of several to tens of several times of the normal current.Due to such rush current, the supply voltage could drop. It is recommended to select a power supply capacity with enough room to cope with such instantaneous current change.2 Please consult with us for use of specifications other than specified above.duAro 2 armConnector boxRobot harnessControl box F 61 controllerDimensionsSpecificationsOptional separate typeCat. No. 3L1800 Aug. ’18MPrinted in JapanRobot Business Divisionhttps:///Tokyo Head Office/Robot Division1-14-5, Kaigan, Minato-ku, Tokyo 105-8315, Japan Phone: +81-3-3435-2501Akashi Works/Robot Division1-1, Kawasaki-cho, Akashi, Hyogo 673-8666, Japan Phone: +81-78-921-2946Global NetworkKawasaki Robotics (USA), Inc.Phone: +1-248-446-4100Kawasaki Robotics (UK) Ltd.Phone: +44-1925-71-3000Kawasaki Robotics GmbH Phone: +49-2131-34260Kawasaki Robotics Korea, Ltd.Phone: +82-32-821-6941Kawasaki Robotics (Tianjin) Co., Ltd.Phone: +86-22-5983-1888Kawasaki Motors Enterprise (Thailand) Co.,Ltd. (Rayong Robot Center)Phone: +66-38-955-040-58。

本文网址：/cn/article/doi/10.19693/j.issn.1673-3185.03216期刊网址：引用格式：刘经京, 吴海燕, 余龙. 考虑跨洋特征及碎冰对快速性影响的极地探险邮轮型线优化[J]. 中国舰船研究, 2024, 19(2):62–70.LIU J J, WU H Y, YU L. Hull form optimization of polar expedition cruise ship considering transoceanic characteristics and brash ice effect on resistance and propulsion[J]. Chinese Journal of Ship Research, 2024, 19(2): 62–70 (in Chinese).考虑跨洋特征及碎冰对快速性影响的极地探险邮轮型线优化扫码阅读全文刘经京，吴海燕，余龙*上海交通大学 船舶海洋与建筑工程学院，上海 200240摘 要:［目的］全球减碳背景下，为应对极地船舶设计建造的环保要求，需开展跨洋航行时碎冰水域对极地探险邮轮船体型线优化设计的影响规律研究，以获得最佳节能型线。

［方法］针对极地探险邮轮的跨洋航行特征，采用航区权重方法进行量化评估，分析碎冰对阻力和推进效率的影响。

应用计算流体力学耦合离散元法（CFD-DEM ）来分析螺旋桨的碎冰水域性能，建立以联合自航功率为目标的优化模型，进而对全船参数化模型开展设计航速下的优化计算。

［结果］计算结果表明，优化后的船型可以满足排水量要求，有效降低了2种水域下的航行功率，其联合自航功率降低了9.71%。

［结论］研究成果验证了基于权重优化方法的可行性和合理性，可为极地探险邮轮的型线和推进器优化设计提供参考。

关键词：极地探险邮轮；型线优化；权重法；计算流体力学耦合离散元法中图分类号: U662.2；U674.81文献标志码: A DOI ：10.19693/j.issn.1673-3185.03216Hull form optimization of polar expedition cruise ship considering transoceaniccharacteristics and brash ice effect on resistance and propulsionLIU Jingjing , WU Haiyan , YU Long*School of Naval Architecture, Ocean and Civil Engineering, Shanghai Jiao Tong University,Shanghai 200240, ChinaAbstract : ［Objectives ］In the context of global carbon reduction, in order to meet the environmental require-ments of the design and construction of polar ships, this paper studies the impact of brash ice on the optimal design of polar expedition cruise ships when navigating across oceans and designs the most optimal energy-saving hull lines. ［Methods ］In view of the transoceanic characteristics of polar expedition cruise ships, the navigation region-based weighting method is used to quantify the evaluation and analyze the impact of brash ice on resistance and propulsion efficiency. An analysis is carried out of the performance of the propeller in broken ice channel through the coupling calculation of the computational fluid dynamics-discrete element method (CFD-DEM), an optimization model with the goal of combined self-propulsion power is established,and optimization calculations are performed for the parametric model of the whole ship at the designed speed.［Results ］The calculation results show that the optimized ship hull meets the requirements of dis-placement and effectively reduces navigation power in open water and broken ice channel with a combined self-propulsion power reduction of 9.71%.［Conclusions ］The results of this study verify the feasibility and rationality of optimization based on the weighting method, and can provide references for the optimization design of hull form and thrusters of polar expedition cruise ships.Key words : polar expedition cruise ship ；optimization design of hull form ；weighting method ；computa-tional fluid dynamics-discrete element method (CFD-DEM)收稿日期: 2022–12–16 修回日期: 2023–04–27 网络首发时间: 2023–06–19 10:57基金项目: 工业和信息化部高技术船舶科研资助项目（MC-201917-C09，MC-201918-C10）作者简介: 刘经京，男，1995年生，博士生。

T-Komp 500500-series mono compressorCongratulations on buying the T-Komp 500. The T-Komp 500 has a unique design which offers a modern take on the old vari-mu ratio curve. The ratio is level dependent and increases with the signal level, a feature that will give you numerous possibilities.To make it as useful as possible the T-Komp 500 has two ratio ranges. The first one goes up to 20:1, perfect for instrument tracking and smashing drums etc. The second one, 2:1, is a more narrow range which makes it more suitable for bus compression.The RMS detector has five settings, four from fast to slow where number four, the slowest, is similar to the old 160VU. The fifth position is a program dependent adaptive mode.It is also equipped with a blend control for parallel compression.All controls are stepped for 100% repeatability.The parametersThreshold: 41 steps.Make-up: 0 to +20dB of gain in 41 steps to balance the compressed signal level against the input signal level.Blend: Dry to compressed sound in 41 steps. Turning the knob clock wise will mix the original signal with the compressed signal.Timing: RMS timing in five steps.1. fast, most suitable for peak limiting.2. medium fast3. medium slow4. slow (similar to the 160VU)5. program dependent adaptive mode. To prevent unnecessary low frequency distortion the circuit acts slower for slow moving signals and faster for fast moving signals.2:1: Selects a more narrow ratio range, more suitable for bus compression.In: Engages and disengages the compressor. In bypass the output is connected directly to the input connector via a relay.Gain reduction meter: The meter shows the average level (RMS) of gain reduction.The side chain circuit and meter are still active even if the compressor is disengaged by unpressing the In switch.ThresholdMake-up gain 0 to +20dBNarrow ratio range 2:1In switchGain reduction meterBlend control from dry to wetTiming1. fast,fast, most suitable for peak limiting.2. medium fast3. medium slow4. slow (160VU)5. adaptive mode。

JointsIdealized JointsAbout Idealized JointsIdealized joints connect two parts. The parts can be rigid bodies, Flexible bodies, or Point mass es. You can place idealized joints anywhere in your model.Note:The joints you can attach to flexible bodies depend on the version of Adams/Solver you are using (C++ or FORTRAN). In addition, Adams/Solver (C++) does not support pointmasses.For a summary of which joints and forces are supported on flexible bodies, see Table ofSupported Forces and Joints in the Adams/Flex online help. Also refer to the Adams/Flexonline help for more information on attaching joints and forces to flexible bodies. Adams/View supports two types of idealized joints: simple and complex. Simple joints directly connect bodies and include the following:•Revolute Joints. See Revolute Joint Tool.•Translational Joints. See Translational Joint Tool.•Cylindrical Joints. See Cylindrical Joint Tool.•Spherical Joints. See Spherical Joint Tool.•Planar Joints. See Planar Joint Tool.•Constant-Velocity Joints. See Constant-Velocity Joint Tool.•Screw Joints. See Screw Joint Tool.•Fixed Joints. See Fixed Joint Tool.•Hooke/Universal Joint. See Hooke/Universal Joint Tool.Complex joints indirectly connect parts by coupling simple joints. They include:•Gears. See Gear Joint Tool.•Couplers. See Coupler Joint Tool.You access the joints through the Joint Palette and Joint and Motion Tool Stacks.Creating Idealized JointsThe following procedure explains how to create a simple idealized joint. You can select to attach the joint to parts or spline curves. If you select to attach the joint to a curve, Adams/View creates a curve marker,Adams/View2Jointsand the joint follows the line of the curve. Learn more about curve markers with Marker Modify dialogbox help. Attaching the joint to a spline curve is only available with Adams/Solver (C++). L earn aboutswitching solvers with Solver Settings - Executable dialog box help.Note that this procedure only sets the location and orientation of the joint. If you want to set the frictionof a joint, change the pitch of a screw joint, or set initial conditions for joints, modify the joint.To create a simple idealized joint:1.From the Joint palette or tool stack, select the joint tool representing the idealized joint that youwant to create.2.In the settings container, specify how you want to define the bodies the joint connects. You canselect:• 1 Location (Bodies Implicit)• 2 Bodies - 1 Location• 2 Bodies - 2 LocationsFor more on the effects of these options, see the help for the joint tool you are creating andConnecting Constraints to Parts.3.In the settings container, specify how you want the joint oriented. You can select:•Normal to Grid - Lets you orient the joint along the current Working grid, if it is displayed, or normal to the screen.•Pick Geometry Feature - Lets you orient the joint along a direction vector on a feature in your model, such as the face of a part.4.If you selected to explicitly define the bodies by selecting 2 Bodies - 1 Location or 2 Bodies - 2Locations in Step 2, in the settings container, set First Body and Second Body to how you wantto attach the joint: on the bodies of parts, between a part and a spline curve, or between two splinecurves.ing the left mouse button, select the first part or a spline curve (splines and data element curvesare all considered curves). If you selected to explicitly select the parts to be connected, select thesecond part or another curve using the left mouse button.6.Place the cursor where you want the joint to be located (for a curve this is referred to as its curvepoint), and click the left mouse button. If you selected to specify its location on each part or curve,place the cursor on the second location, and click the left mouse button.7.If you selected to orient the joint along a direction vector on a feature, move the cursor around inyour model to display an arrow representing the direction along a feature where you want the jointoriented. When the direction vector represents the correct orientation, click the left mouse button.Modifying Basic Properties of Idealized JointsYou can change several basic properties about an Idealized joints. These include:•Parts that the joint connects. You can also switch which part moves relative to another part.3Joints •What type of joint it is. For example, you can change a revolute joint to a translational joint. Thefollowing are exceptions to changing a joint's type:•You can only change a simple idealized joint to another type of simple idealized joint or to a joint primitive.•You cannot change a joint's type if motion is applied to the joint. In addition, if a joint has friction and you change the joint type, Adams/View displays an error.•Whether or not forces that are applied to the parts connected by the joint appear graphically on the screen during an animation. Learn about Setting Up Force Graphics.•For a screw joint, you can also set the pitch of the threads of the screw (translational displacement for every full rotational cycle). Learn about screw joints.To change basic properties for a joint:1.Display the Modify Joint dialog box as explained in Accessing Modify Dialog Boxes.2.If desired, in the First Body and Second Body text boxes, change the parts that the joint connects.The part that you enter as the first body moves relative to the part you enter as the second body.3.Set Type to the type of joint to which you want to change the current joint.4.Select whether you want to display force graphics for one of the parts that the joint connects.5.For a screw joint, enter its pitch value (translational displacement for every full rotational cycle).6.Select OK.About Initial Conditions for JointsYou can specify initial conditions for revolute, translational, and cylindrical joints. Adams/View uses the initial conditions during an Initial conditions simulation, which it runs before it runs a simulation of your model.You can specify the following initial conditions for revolute, translational, and cylindrical joints:•Translational or rotational displacements that define the translation of the location of the joint on the first part (I marker) with respect to its location on the second part (J marker) in units oflength. You can set translational displacement on a translational and cylindrical joint and you can set rotational displacements on a revolute and cylindrical joint.Adams/View measures the translational displacement at the origin of the I marker along thecommon z-axis of the I and J markers and with respect to the J marker. It measures the rotational displacement of the x-axis of the I marker about the common z-axis of the I and J markers with respect to the x-axis of the J marker.•Translational or rotational velocity that define the velocity of the location of the joint on the first part (I marker) with respect to its location on the second part (J marker) in units of length per unit of time.Adams/View Joints 4Adams/View measures the translational velocity of the I marker along the common z-axis of I and J and with respect to the J marker. It measures the rotational velocity of the x-axis of the I marker about the common z-axis of the I and J markers with respect to the x-axis of the J marker.If you specify initial conditions, Adams/View uses them as the initial velocity of the joint during an assemble model operation regardless of any other forces acting on the joint. You can also leave some or all of the initial conditions unset. Leaving an initial condition unset lets Adams/View calculate the conditions of the part during an assemble model operation depending on the other forces acting on the joint. Note that it is not the same as setting an initial condition to zero. Setting an initial condition to zero means that the joint will not be moving in the specified direction or will not be displaced when the model is assembled, regardless of any forces acting on it.If you impose initial conditions on the joint that are inconsistent with those on a part that the joint connects, the initial conditions on the joint have precedence over those on the part. If, however, you impose initial conditions on the joint that are inconsistent with imparted motions on the joint, the initial conditions as specified by the motion generator take precedence over those on the joint.Setting Initial ConditionsTo modify initial conditions:1.Display the Modify Joint dialog box as explained in Accessing Modify Dialog Boxes .2.Select Initial Conditions .The Joint Initial Conditions dialog box appears. Some options in the Joint Initial Conditions dialog box are not available (ghosted) depending on the type of joint for which you are setting initial conditions.3.Set the translational or rotational displacement or velocity, and then select OK .Imposing Point Motion on a JointYou can impose a motion on any of the axes (DOF) of the idealized joint that are free to move. For example, for a translational joint , you can apply translational motion along the z-axis. Learn more About Point Motion .Note:If the initial rotational displacement of a revolute or cylindrical joint varies by anywherefrom 5 to 60 degrees from the actual location of the joint, Adams/Solver issues a warningmessage and continues execution. If the variation is greater than 60 degrees, Adams/Viewissues an error message and stops execution.Note:For translational, revolute , and cylindrical joints, you might find it easier to use the jointmotion tools to impose motion. Learn about Creating Point Motions Using the Motion Tools .5JointsTo impose motion on a joint:1.Display the Modify Joint dialog box as explained in Accessing Modify Dialog Boxes.2.Select Impose Motion.The Impose Motion(s) dialog box appears. Some options in the Impose Motion dialog box are not available (ghosted) depending on the type of joint on which you are imposing motion.3.Enter a name for the motion. Adams/View assigns a default name to the motion.4.Enter the values for the motion as explained in Options for Point Motion Dialog Box, and thenselect OK.Adding Friction to Idealized JointsYou can model both static (Coulomb) and dynamic (viscous) friction in revolute, translational, cylindrical, hooke/universal, and spherical joints.Note:Using Adams/Solver (C++), you can apply joint friction to joints if they are attached to flexible bodies; using Adams/Solver (FORTRAN), you cannot. In addition, Adams/Solver(C++) does not support point masses.For a summary of which joints and forces are supported on flexible bodies, see Table ofSupported Forces and Joints in the Adams/Flex online help. Also refer to the Adams/Flexonline help for more information on attaching joints and forces to flexible bodies.To add friction to a joint:1.Display the Modify Joint dialog box as explained in Accessing Modify Dialog Boxes.2.Select the Friction tool .The Create/Modify Friction dialog box appears. The options in the dialog box change depending on the type of joint for which you are adding friction.3.Enter the values in the dialog box for the type of joint as explained below, and then select OK.•Cylindrical Joint Options•Revolute Joint Options•Spherical Joint Options•Translational Joint Options•Universal/Hooke Joint OptionsAdams/View6JointsFriction Regime Determination (FRD)Three friction regimes are allowed in Adams/View:diagram of the friction regimes available in Adams/Solver.7JointsConventions in Friction Block DiagramsThe following tables identify conventions used in the block diagrams:•Legend for Block Diagrams identifies symbols in the diagrams.•Relationship Between the Inputs Option and Switches Used in the Block Diagrams describes the relationship between the Input Forces to Friction option in the Create/Modify Friction dialog box and the switches used in the block diagrams.Legend for Block DiagramsRelationship Between the Inputs Option and Switches Used in the Block DiagramsCylindrical Joint frictionJoint reaction (F) and reaction torque (Tm) combined with force preload (Fprfrc) and torque preload (Tprfrc) yield the frictional force and torque in a cylindrical joint. As the block diagram indicates, you can turn off one or more of these force effects using switches SW1 through SW3. The frictional force inSymbol:Description: Scalar quantityVector quantitySumming junction:c=a+bMultiplication junction:c=axbMAGMagnitude of a vector quantity ABSAbsolute value of a scalar quantity FRD Friction regime determinationSwitch:Inputs are: Symbol: Acceptable values:SW1Preload Fprfrc or Tprfc On or offSW2Reaction force f or F On or off SW3Bending moment Tr On or off SW4 Torsional moment Tn On or off All or None sets all applicable switches On or off, respectivelyAdams/View8Jointsa cylindrical joint acts at the mating surfaces of the joint. The FRD block determines the direction of thefrictional force. Based on the frictional coefficient direction, the surface frictional force is broken downinto an equivalent frictional torque and frictional force acting along the common axis of translation androtation.9JointsCylindrical Joint OptionsFor the option: Do the following:Mu Static Define the coefficient of static friction in the joint. The magnitude of thefrictional force is the product of Mu Static and the magnitude of the normalforce in the joint, for example:Friction Force Magnitude, F = µNwhere µ = Mu Static and N = normal forceThe static frictional force acts to oppose the net force or torque along theDegrees of freedom of the joint.The range is > 0.Mu Dynamic Define the coefficient of dynamic friction. The magnitude of the frictionalforce is the product of Mu Dynamic and the magnitude of the normal forcein the joint, for example:Friction force magnitude, F = µNwhere µ = Mu Dynamic and N = normal forceThe dynamic frictional force acts in the opposite direction of the velocityof the joint.The range is > 0.Initial Overlap Defines the initial overlap of the sliding parts in either a translational orcylindrical joint. The joint's bending moment is divided by the overlap tocompute the bending moment's contribution to frictional forces.The default is 1000.0, and the range is Initial Overlap > 0.Adams/View Joints 10Overlap To define friction in a cylindrical joint, Adams/Solver computes the overlapof the joint. As the joint slides, the overlap can increase, decrease, or remainconstant. You can set:•Increase indicates that overlap increases as the I marker translates in the positive direction along the J marker; the slider moves to be within thejoint.•Decrease indicates that the overlap decreases with positive translationof the joint; the slider moves outside of the joint.•Remain Constant indicates that the amount of overlap does not changeas the joint slides; all of the slider remains within the joint.The default is Remain Constant.Pin Radius Defines the radius of the pin for a cylindrical joint.The default is 1.0, and the range is > 0.Stiction TransitionVelocity Define the absolute velocity threshold for the transition from dynamic friction to static friction. If the absolute relative velocity of the joint markeris below the value, then static friction or stiction acts to make the joint stick.The default is 0.1 length units/unit time on the surface of contact in thejoint, and the range is > 0.Max StictionDeformation Define the maximum displacement that can occur in a joint once the frictional force in the joint enters the stiction regime. The slightdeformation allows Adams/Solver to easily impose the Coulombconditions for stiction or static friction, for example:Friction force magnitude < static * normal forceTherefore, even at zero velocity, you can apply a finite stiction force if yoursystem dynamics require it.The default is 0.01 length units, and the range is > 0.Friction Force Preload Define the joint's preload frictional force, which is usually caused bymechanical interference in the assembly of the joint.Default is 0.0, and the range is > 0.Friction Torque Preload Define the preload friction torque in the joint, which is usually caused bymechanical interference in the assembly of the joint.The default is 0.0, and the Range is > 0.For the option:Do the following: 搭接接头丠丠JointsFor the option: Do the following:Effect Define the frictional effects included in the friction model, either Stictionand Sliding, Stiction, or Sliding. Stiction is static-friction effect, whileSliding is dynamic-friction effect. Excluding stiction in simulations thatdon't require it can greatly improve simulation speed. The default isStiction and Sliding.Input Forces to Friction Define the input forces to the friction model. By default, all user-definedpreloads and joint-reaction force and moments are included. You cancustomize the friction-force model by limiting the input forces you specify.The inputs for a translational joint are:•Preload•Reaction Force•Bending MomentFriction Inactive During Specify whether or not the frictional forces are to be calculated during aStatic equilibrium or Quasi-static simulation.Revolute Joint FrictionJoint reactions (Fa and Fr), bending moment (Tr), and torque preload (Tprfrc) determine the frictional torque in a revolute joint. You can turn off one or more of these force effects using switches SW1 through SW3. The joint reactions (Fa and Fr) are converted into equivalent torques using the respective friction arm (Rn) and pin radius (Rp). The joint bending moment (Tr) is converted into an equivalent torque usingpin radius (Rp) divided by bending reaction arm (Rb). The frictional torque (Tfrict) is applied along the axis of rotation in the direction that the FRD block computes.Joints Revolute Joint OptionsFor the option: Do the following:Mu Static Define the coefficient of static friction in the joint. The magnitude of thefrictional force is the product of Mu Static and the magnitude of the normalforce in the joint, for example:Friction Force Magnitude, F = µNwhere µ = Mu Static and N = normal forceThe static frictional force acts to oppose the net force or torque along theDegrees of freedom of the joint.The range is > 0.Mu Dynamic Define the coefficient of dynamic friction. The magnitude of the frictionalforce is the product of Mu Dynamic and the magnitude of the normal forcein the joint, for example:Friction force magnitude, F = µNwhere µ = Mu Dynamic and N = normal forceThe dynamic frictional force acts in the opposite direction of the velocityof the joint.The range is > 0.Friction Arm Define the effective moment arm used to compute the axial component ofthe friction torque. The default is 1.0, and the range is > 0.Bending Reaction Arm Define the effective moment arm use to compute the contribution of thebending moment on the net friction torque in the revolute joint. The defaultis 1.0, and the range is > 0.Pin Radius Defines the radius of the pin.The default is 1.0, and the range is > 0.Stiction Transition Velocity Define the absolute velocity threshold for the transition from dynamic friction to static friction. If the absolute relative velocity of the joint marker is below the value, then static friction or stiction acts to make the joint stick. The default is 0.1 length units/unit time on the surface of contact in the joint, and the range is > 0.Max Stiction Deformation Define the maximum displacement that can occur in a joint once the frictional force in the joint enters the stiction regime. The slight deformation allows Adams/Solver to easily impose the Coulomb conditions for stiction or static friction, for example:Friction force magnitude < static * normal forceTherefore, even at zero velocity, you can apply a finite stiction force if your system dynamics require it.The default is 0.01 length units, and the range is > 0.Friction Torque Preload Define the preload friction torque in the joint, which is usually caused bymechanical interference in the assembly of the joint.The default is 0.0, and the Range is > 0.Effect Define the frictional effects included in the friction model, either Stictionand Sliding, Stiction, or Sliding. Stiction is static-friction effect, whileSliding is dynamic-friction effect. Excluding stiction in simulations thatdon't require it can greatly improve simulation speed. The default isStiction and Sliding.Input Forces to Friction Define the input forces to the friction model. By default, all user-definedpreloads and joint-reaction force and moments are included. You cancustomize the friction-force model by limiting the input forces you specify.The inputs for a translational joint are:•Preload•Reaction Force•Bending MomentFriction Inactive During Specify whether or not the frictional forces are to be calculated during aStatic equilibrium or Quasi-static simulation.For the option: Do the following:JointsSpherical Joint FrictionThe reaction force (F) and the preload frictional torque (Tprfrc) are the two forcing effects used in computing the frictional torque on a Spherical joint. The ball radius is used to compute an equivalent frictional torque. The FRD block determines the direction of the frictional torque.Spherical Joint OptionsFor the option: Do the following:Mu Static Define the coefficient of static friction in the joint. The magnitude of thefrictional force is the product of Mu Static and the magnitude of the normalforce in the joint, for example:Friction Force Magnitude, F = µNwhere µ = Mu Static and N = normal forceThe static frictional force acts to oppose the net force or torque along theDegrees of freedom of the joint.The range is > 0.Mu Dynamic Define the coefficient of dynamic friction. The magnitude of the frictionalforce is the product of Mu Dynamic and the magnitude of the normal forcein the joint, for example:Friction force magnitude, F = µNwhere µ = Mu Dynamic and N = normal forceThe dynamic frictional force acts in the opposite direction of the velocityof the joint.The range is > 0.Ball Radius Defines the radius of the ball in a spherical joint for use in friction-force andtorque calculations.The default is 1.0, and the range is > 0.Stiction Transition Velocity Define the absolute velocity threshold for the transition from dynamic friction to static friction. If the absolute relative velocity of the joint marker is below the value, then static friction or stiction acts to make the joint stick. The default is 0.1 length units/unit time on the surface of contact in the joint, and the range is > 0.JointsTranslational Joint FrictionJoint reaction force (F), bending moment (Tm), torsional moment (Tn), and force preload (Fprfrc) are used to compute the frictional force in a translational joint. You can individually turn off the force effects using switches SW1 through SW4.Max StictionDeformation Define the maximum displacement that can occur in a joint once the frictional force in the joint enters the stiction regime. The slightdeformation allows Adams/Solver to easily impose the Coulombconditions for stiction or static friction, for example:Friction force magnitude < static * normal forceTherefore, even at zero velocity, you can apply a finite stiction force if yoursystem dynamics require it.The default is 0.01 length units, and the range is > 0.Friction Torque Preload Define the preload friction torque in the joint, which is usually caused bymechanical interference in the assembly of the joint.The default is 0.0, and the Range is > 0.Effect Define the frictional effects included in the friction model, either Stictionand Sliding, Stiction, or Sliding. Stiction is static-friction effect, whileSliding is dynamic-friction effect. Excluding stiction in simulations thatdon't require it can greatly improve simulation speed. The default isStiction and Sliding.Input Forces to FrictionDefine the input forces to the friction model. By default, all user-definedpreloads and joint-reaction force and moments are included. You cancustomize the friction-force model by limiting the input forces you specify.The inputs for a translational joint are:•Preload•Reaction Force Friction Inactive During Specify whether or not the frictional forces are to be calculated during aStatic equilibrium or Quasi-static simulation .For the option:Do the following:The bending moment (Tm) is converted into an equivalent force using the Xs block. Similarly, torsional moment is converted into an equivalent joint force using the friction arm (Rn). Frictional force (Ffrict) is applied along the axis of translation in the direction that the FRD block computes.Joints Translational Joint OptionsFor the option: Do the following:Mu Static Define the coefficient of static friction in the joint. The magnitude of thefrictional force is the product of Mu Static and the magnitude of the normalforce in the joint, for example:Friction Force Magnitude, F = µNwhere µ = Mu Static and N = normal forceThe static frictional force acts to oppose the net force or torque along theDegrees of freedom of the joint.The range is > 0.Mu Dynamic Define the coefficient of dynamic friction. The magnitude of the frictionalforce is the product of Mu Dynamic and the magnitude of the normal forcein the joint, for example:Friction force magnitude, F = µNwhere µ = Mu Dynamic and N = normal forceThe dynamic frictional force acts in the opposite direction of the velocityof the joint.The range is > 0.Reaction Arm Define the effective moment arm of the joint-reaction torque about thetranslational joint's axial axis (the z-direction of the joint's J marker). Thisvalue is used to compute the contribution of the torsional moment to the netfrictional force.The default is 1.0, and the range is > 0.Initial Overlap Defines the initial overlap of the sliding parts in either a translational orcylindrical joint. The joint's bending moment is divided by the overlap tocompute the bending moment's contribution to frictional forces.The default is 1000.0, and the range is Initial Overlap > 0.Overlap To define friction in a cylindrical joint, Adams/Solver computes the overlapof the joint. As the joint slides, the overlap can increase, decrease, or remainconstant. You can set:•Increase indicates that overlap increases as the I marker translates in thepositive direction along the J marker; the slider moves to be within thejoint.•Decrease indicates that the overlap decreases with positive translationof the joint; the slider moves outside of the joint.•Remain Constant indicates that the amount of overlap does not changeas the joint slides; all of the slider remains within the joint.The default is Remain Constant.Stiction Transition Velocity Define the absolute velocity threshold for the transition from dynamic friction to static friction. If the absolute relative velocity of the joint marker is below the value, then static friction or stiction acts to make the joint stick. The default is 0.1 length units/unit time on the surface of contact in the joint, and the range is > 0.Max Stiction Deformation Define the maximum displacement that can occur in a joint once the frictional force in the joint enters the stiction regime. The slight deformation allows Adams/Solver to easily impose the Coulomb conditions for stiction or static friction, for example:Friction force magnitude < static * normal forceTherefore, even at zero velocity, you can apply a finite stiction force if your system dynamics require it.The default is 0.01 length units, and the range is > 0.Friction Force Preload Define the joint's preload frictional force, which is usually caused bymechanical interference in the assembly of the joint.Default is 0.0, and the range is > 0.Effect Define the frictional effects included in the friction model, either Stictionand Sliding, Stiction, or Sliding. Stiction is static-friction effect, whileSliding is dynamic-friction effect. Excluding stiction in simulations thatdon't require it can greatly improve simulation speed. The default isStiction and Sliding.For the option: Do the following:。

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