Relación potencia-peso

Calculation commonly applied to engines and mobile power sources

La relación potencia-peso ( PWR , también llamada potencia específica o relación potencia-masa ) es un cálculo que se aplica comúnmente a motores y fuentes de energía móviles para permitir la comparación de una unidad o diseño con otro. La relación potencia-peso es una medida del rendimiento real de cualquier motor o fuente de energía. También se utiliza como medida del rendimiento de un vehículo en su conjunto, dividiendo la potencia del motor por el peso (o masa ) del vehículo, para dar una métrica que es independiente del tamaño del vehículo. Los fabricantes suelen indicar la relación potencia-peso en el valor máximo, pero el valor real puede variar con el uso y las variaciones afectarán el rendimiento.

La inversa de la relación potencia-peso, peso-potencia (carga de potencia) es un cálculo que se aplica comúnmente a aviones, automóviles y vehículos en general, para permitir la comparación del rendimiento de un vehículo con el de otro. La relación potencia-peso es igual al empuje por unidad de masa multiplicado por la velocidad de cualquier vehículo.

Potencia-peso (potencia específica)

La relación potencia-peso (potencia específica) se define como la potencia generada por el motor dividida por la masa. En este contexto, el término "peso" puede considerarse inapropiado, ya que coloquialmente se refiere a masa. En un entorno de gravedad cero (ingrávido), la relación potencia-peso no se consideraría infinita.

Un motor diésel V8 turboalimentado típico podría tener una potencia de 250 kW (340 hp) y una masa de 380 kg (840 lb), ^[1] lo que le da una relación potencia-peso de 0,65 kW/kg (0,40 hp/ libras).

A menudo se pueden encontrar ejemplos de altas relaciones potencia-peso en las turbinas. Esto se debe a su capacidad para operar a velocidades muy altas. Por ejemplo, los motores principales del transbordador espacial utilizaban turbobombas (máquinas que consisten en una bomba impulsada por un motor de turbina) para alimentar los propulsores (oxígeno líquido e hidrógeno líquido ) a la cámara de combustión del motor. La turbobomba de hidrógeno líquido original es similar en tamaño al motor de un automóvil (pesa aproximadamente 352 kilogramos (775 lb)) y produce 72.000 hp (54 MW) ^[2] para una relación potencia-peso de 153 kW/kg (93 hp). /libra).

Interpretación física

En mecánica clásica , la potencia instantánea es el valor límite del trabajo medio realizado por unidad de tiempo cuando el intervalo de tiempo Δt tiende a cero (es decir, la derivada con respecto al tiempo del trabajo realizado).

${\displaystyle P=\lim _{\Delta t\rightarrow 0}{\tfrac {\Delta W(t)}{\Delta t}}=\lim _{\Delta t\rightarrow 0}P_{\mathrm {avg} }={\frac {d}{dt}}W(t)\,}$

La unidad métrica típicamente utilizada para la relación potencia-peso es igual a . Este hecho permite expresar la relación potencia-peso únicamente mediante unidades básicas del SI . La relación potencia-peso de un vehículo es igual a su aceleración multiplicada por su velocidad; entonces, al doble de velocidad, experimenta la mitad de aceleración, en igualdad de condiciones. ${\displaystyle {\tfrac {\text{W}}{\text{kg}}}\;}$ ${\displaystyle {\tfrac {{\text{m}}^{2}}{{\text{s}}^{3}}}\;}$

poder de propulsión

Si el trabajo a realizar es un movimiento rectilíneo de un cuerpo con masa constante , cuyo centro de masa debe acelerarse a lo largo de una línea (posiblemente no recta) hasta una velocidad y un ángulo con respecto al centro y radial de un campo gravitacional por un motor a bordo, entonces la energía cinética asociada es ${\displaystyle m\;}$ ${\displaystyle |\mathbf {v} (t)|\;}$ ${\displaystyle \phi \;}$

${\displaystyle E_{K}={\tfrac {1}{2}}m|\mathbf {v} (t)|^{2}}$

dónde:

${\displaystyle m\;}$es la masa del cuerpo

${\displaystyle |\mathbf {v} (t)|\;}$es la velocidad del centro de masa del cuerpo, que cambia con el tiempo.

El principio trabajo-energía establece que el trabajo realizado sobre el objeto durante un período de tiempo es igual a la diferencia en su energía total durante ese período de tiempo, por lo que la tasa a la que se realiza el trabajo es igual a la tasa de cambio de la energía cinética (en ausencia de cambios de energía potencial).

El trabajo realizado desde el momento t hasta el momento t + Δ t a lo largo de la trayectoria C se define como la integral de línea , por lo que el teorema fundamental del cálculo dice que la potencia está dada por . ${\displaystyle \int _{C}\mathbf {F} \cdot d\mathbf {x} =\int _{t}^{t+\Delta t}\mathbf {F} \cdot \mathbf {v} (t)dt}$ ${\displaystyle \mathbf {F} (t)\cdot \mathbf {v} (t)=m\mathbf {a} (t)\cdot \mathbf {v} (t)=\mathbf {\tau } (t)\cdot \mathbf {\omega } (t)}$

dónde:

${\displaystyle \mathbf {a} (t)={\frac {d}{dt}}\mathbf {v} (t)\;}$es la aceleración del centro de masa del cuerpo, que cambia con el tiempo.

${\displaystyle \mathbf {F} (t)\;}$es una fuerza lineal (o empuje) aplicada sobre el centro de masa del cuerpo, que cambia con el tiempo.

${\displaystyle \mathbf {v} (t)\;}$es la velocidad del centro de masa del cuerpo, que cambia con el tiempo.

${\displaystyle \mathbf {\tau } (t)\;}$Es el par aplicado sobre el centro de masa del cuerpo, que cambia con el tiempo.

${\displaystyle \mathbf {\omega } (t)\;}$es la velocidad angular del centro de masa del cuerpo, que cambia con el tiempo.

En la propulsión , la potencia sólo se entrega si el motor está en movimiento y se transmite para provocar que el cuerpo esté en movimiento. Generalmente se supone aquí que la transmisión mecánica permite que el motor funcione a su máxima potencia de salida. Esta suposición permite que el ajuste del motor intercambie el ancho de la banda de potencia y la masa del motor por la complejidad y la masa de la transmisión. Los motores eléctricos no sufren esta desventaja, sino que intercambian su alto par por tracción a baja velocidad. La ventaja de potencia o relación potencia-peso es entonces

${\displaystyle {\mbox{P-to-W}}=|\mathbf {a} (t)||\mathbf {v} (t)|\;}$

dónde:

${\displaystyle |\mathbf {v} (t)|\;}$es la velocidad lineal del centro de masa del cuerpo.

potencia del motor

La potencia útil de un motor con potencia de salida del eje se puede calcular usando un dinamómetro para medir el par y la velocidad de rotación , y la potencia máxima se alcanza cuando el par multiplicado por la velocidad de rotación es máximo. Para los motores a reacción, la potencia útil es igual a la velocidad de vuelo del avión multiplicada por la fuerza, conocida como empuje neto, necesaria para hacerlo volar a esa velocidad. Se utiliza al calcular la eficiencia propulsiva .

Ejemplos

motores

Motores térmicos y bombas de calor.

La energía térmica se compone de energía cinética molecular y energía de fase latente . Los motores térmicos son capaces de convertir la energía térmica en forma de un gradiente de temperatura entre una fuente caliente y un sumidero frío en otro trabajo mecánico deseable . Las bombas de calor requieren trabajo mecánico para regenerar energía térmica en un gradiente de temperatura. Se deben utilizar definiciones estándar al interpretar cómo se transfiere la potencia propulsora de un motor a reacción o de cohete a su vehículo.

1. La relación potencia-peso completa del vehículo se muestra a continuación

Motores eléctricos y generadores electromotrices.

Un motor eléctrico utiliza energía eléctrica para proporcionar trabajo mecánico , generalmente mediante la interacción de un campo magnético y conductores portadores de corriente . Mediante la interacción del trabajo mecánico sobre un conductor eléctrico en un campo magnético se puede generar energía eléctrica .

1. La relación potencia-peso completa del vehículo se muestra a continuación

Motores de fluidos y bombas de fluidos.

Los fluidos (líquidos y gases) se pueden utilizar para transmitir y/o almacenar energía utilizando presión y otras propiedades de los fluidos. Los motores hidráulicos (líquido) y neumáticos (gas) convierten la presión del fluido en otro trabajo mecánico o eléctrico deseable . Las bombas de fluido convierten el trabajo mecánico o eléctrico en movimiento o cambios de presión de un fluido, o almacenamiento en un recipiente a presión .

Generadores termoeléctricos y actuadores electrotérmicos.

Se pueden aprovechar una variedad de efectos para producir termoelectricidad , emisión termoiónica , piroelectricidad y piezoelectricidad . La resistencia eléctrica y el ferromagnetismo de los materiales se pueden aprovechar para generar energía termoacústica a partir de una corriente eléctrica.

Sistemas de celdas electroquímicas (galvánicas) y electrostáticas.

Baterías (de celda cerrada)

Todas las baterías de celdas electroquímicas entregan un voltaje cambiante a medida que su química cambia de "cargada" a "descargada". El fabricante suele especificar un voltaje de salida nominal y un voltaje de corte para una batería. El voltaje de salida cae al voltaje de corte cuando la batería se "descarga". El voltaje de salida nominal es siempre menor que el voltaje de circuito abierto producido cuando la batería está "cargada". La temperatura de una batería puede afectar la potencia que puede entregar, donde las temperaturas más bajas reducen la potencia. La energía total entregada por un único ciclo de carga se ve afectada tanto por la temperatura de la batería como por la potencia que entrega. Si la temperatura baja o la demanda de energía aumenta, la energía total entregada en el punto de "descarga" también se reduce.

Los perfiles de descarga de la batería a menudo se describen en términos de un factor de capacidad de la batería . Por ejemplo, una batería con una capacidad nominal expresada en amperios-hora (Ah) a una corriente de descarga nominal C/10 (derivada en amperios) puede proporcionar de manera segura una corriente de descarga más alta (y, por lo tanto, una relación potencia-peso más alta), pero solo con menor capacidad energética. Por lo tanto, la relación potencia-peso de las baterías es menos significativa sin hacer referencia a la correspondiente relación energía-peso y a la temperatura de la celda. Esta relación se conoce como ley de Peukert . ^[53]

Condensadores electrostáticos, electrolíticos y electroquímicos.

Los condensadores almacenan carga eléctrica en dos electrodos separados por un medio semiaislante ( dieléctrico ) de campo eléctrico. Los condensadores electrostáticos cuentan con electrodos planos sobre los que se acumula la carga eléctrica. Los condensadores electrolíticos utilizan un electrolito líquido como uno de los electrodos y el efecto de doble capa eléctrica sobre la superficie del límite dieléctrico-electrolito para aumentar la cantidad de carga almacenada por unidad de volumen. Los condensadores eléctricos de doble capa extienden ambos electrodos con un material nanoporoso como el carbón activado para aumentar significativamente el área de superficie sobre la cual se puede acumular la carga eléctrica, reduciendo el medio dieléctrico a nanoporos y un separador muy delgado de alta permitividad .

Si bien los condensadores tienden a no ser tan sensibles a la temperatura como las baterías, tienen una capacidad significativamente limitada y, sin la fuerza de los enlaces químicos, sufren autodescarga. La relación potencia-peso de los condensadores suele ser mayor que la de las baterías porque las unidades de transporte de carga dentro de la celda son más pequeñas (electrones en lugar de iones); sin embargo, la relación energía-peso suele ser menor.

Pilas de pilas de combustible y baterías de pilas de flujo.

Las pilas de combustible y las pilas de flujo , aunque quizás utilicen una química similar a la de las baterías, no contienen medio de almacenamiento de energía ni combustible . Con un flujo continuo de combustible y oxidante, las celdas de combustible y las celdas de flujo disponibles continúan convirtiendo el medio de almacenamiento de energía en energía eléctrica y productos de desecho. Las pilas de combustible contienen claramente un electrolito fijo, mientras que las pilas de flujo también requieren un flujo continuo de electrolito. Las celdas de flujo suelen tener el combustible disuelto en el electrolito.

1. La relación potencia-peso completa del vehículo se muestra a continuación

Fotovoltaica

Vehículos

Las relaciones potencia-peso de los vehículos generalmente se calculan utilizando el peso en vacío (para automóviles) o el peso húmedo (para motocicletas), es decir, excluyendo el peso del conductor y cualquier carga. Esto podría resultar ligeramente engañoso, especialmente en el caso de las motocicletas, donde el conductor puede pesar entre 1/3 y 1/2 tanto como el propio vehículo. En el deporte del ciclismo de competición, el rendimiento del atleta se expresa cada vez más en VAM y, por tanto, como relación potencia-peso en W/kg. Esto se puede medir mediante el uso de un potenciómetro de bicicleta o calcularse midiendo la inclinación de una subida de una carretera y el tiempo que tarda el ciclista en ascenderla. ^[103]

Locomotoras

Por lo general, una locomotora debe ser pesada para desarrollar suficiente adherencia sobre los rieles para arrancar un tren. Como el coeficiente de fricción entre las ruedas de acero y los raíles rara vez supera el 0,25 en la mayoría de los casos, mejorar la relación potencia-peso de una locomotora suele ser contraproducente. Sin embargo, la elección del sistema de transmisión de potencia, como el accionamiento de frecuencia variable frente al accionamiento de corriente continua , puede respaldar una mayor relación potencia-peso al gestionar mejor la potencia de propulsión.

Vehículos utilitarios y prácticos.

La mayoría de los vehículos están diseñados para satisfacer los requisitos de comodidad de los pasajeros y transporte de carga. Los diseños de vehículos compensan la relación potencia-peso para aumentar la comodidad, el espacio de carga, la economía de combustible , el control de emisiones , la seguridad energética y la resistencia. La reducción del arrastre y la menor resistencia a la rodadura en el diseño de un vehículo pueden facilitar un mayor espacio de carga sin aumentar la relación potencia-peso (carga cero). Esto aumenta la flexibilidad de funciones del vehículo. Las consideraciones de seguridad energética pueden compensar la potencia (normalmente disminuida) y el peso (normalmente aumentado) y, por tanto, la relación potencia-peso, por la flexibilidad del combustible o la hibridación del tren motriz . Algunas variantes de vehículos utilitarios y prácticos, como los hot hatch y los vehículos utilitarios deportivos, reconfiguran la potencia (normalmente aumentada) y el peso para proporcionar la percepción de rendimiento similar al de un automóvil deportivo o para otros beneficios psicológicos .

Ratio bajo notable

poder común

Lujo de alto rendimiento, roadsters y deportivos suaves.

Se debe considerar el aumento del rendimiento del motor, pero también otras características asociadas con los vehículos de lujo . Los motores longitudinales son comunes. Las carrocerías varían desde hot hatch , sedanes (berlinas) , cupés , descapotables y roadsters . Las motocicletas dual-sport y cruiser de gama media tienden a tener relaciones potencia-peso similares.

Vehículos deportivos

La relación potencia-peso es una característica importante del vehículo que afecta la aceleración de los vehículos deportivos.

Primeros vehículos

Aircraft

Propeller aircraft depend on high power-to-weight ratios to generate sufficient thrust to achieve sustained flight, and then for speed.

Thrust-to-weight ratio

Jet aircraft produce thrust directly.

Human

Power-to-weight ratio is important in cycling, since it determines acceleration and the speed during hill climbs. Since a cyclist's power-to-weight output decreases with fatigue, it is normally discussed with relation to the length of time that he or she maintains that power. A professional cyclist can produce over 20 W/kg (0.012 hp/lb) as a five-second maximum.^[647]

See also

• Energy density – Energy per volume
• Engine power – maximum power that an engine can put out. It can be expressed in kilowatts or horsepowerPages displaying wikidata descriptions as a fallback
• Propulsive efficiency – Measure of efficiency in aerospace engineering
• Specific output – Measure of internal combustion engine performance
• Thrust-to-weight ratio – Dimensionless ratio of thrust to weight of a jet or propeller engine
• Vehicular metrics – Metrics that denote the relative capabilities of various vehicles
• von Kármán–Gabrielli diagram – Diagram which compares the efficiency of transportation methods

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