上大郵局藍姓郵務士日前在北縣新莊送信時，因收信地址門前電線桿綁的三隻狗朝他吠叫，他便拿路邊石頭丟狗。飼主聽到狗慘叫，出門追趕攔下，藍承認拿石頭丟狗，在派出所付一千五百元充當「醫藥費」和解，飼主撤回毀損告訴。
不過，派出所認為全案涉及無故惡意傷害動物，依動物保護法將全案移送北縣動物疾病防治所處理；所方昨約詢藍到案說明，藍坦承丟石頭打狗。
由於「刑事毀損」和解，是否仍須再依動保法追究，因無前例可循，防治所只好請示農委會；若須處罰，會從輕罰一萬五千元。
藍姓郵務士得知花了一千五百元，還可能被罰一萬五千元，大嘆「已經得到教訓，以後送信就算被狗追咬，也不會再丟石頭趕狗。」
上月七日上午八時，卅一歲的藍姓郵務士送信到新莊市化成路時，住收信人隔壁的葉姓飼主，正為飼養的四隻狗洗澡，將其中三隻洗好澡的狗綁在門口電線桿上。
三隻狗看見騎機車送信的藍姓郵務士，立即朝他吠叫。藍因過去常被狗追咬，狗又擋到投信信箱，便在路邊拾起一顆長十一公分、寬十公分及厚約四公分的石頭扔向三隻狗驅趕，趁狗躲開時投完信即離開。
葉姓飼主在屋內聽到狗慘叫聲趕出來，發現其中一隻黑色米格魯「酷酷」右前腳受傷，立即追趕攔下藍姓郵務士。藍承認丟石頭趕狗，葉立即報警將藍姓郵務士及「犯罪工具」石頭一併帶回派出所。
葉原本要提出毀損告訴，藍一再澄清丟石頭只想趕狗，不確定有沒有丟到狗，但願意賠償醫藥費；雙方以一千五百元和解。
2010年10月28日 星期四
2010年10月27日 星期三
2010年9月17日 星期五
櫻之田自行車架 訂單滿檔
全年產量上看6萬台 將比去年增兩成
【記者吳秉鍇／高雄報導】
拜全球掀起單車熱潮之賜，大田（8924）轉投資的櫻之田三條碳纖維自行車架生產線產能滿載運作，董事長李孔文說，今年7月底前的出貨訂單已滿，全年產量上看6萬台，希望比去年成長兩成。
昨（31）日櫻之田最大客戶西班牙單車第一品牌ORBEA，在高雄開設的全亞洲最大的旗艦店。以ORBEA去年下單2萬台來看，若能進一步搶攻台灣市場，大田後續訂單可望受惠。
以高爾夫球桿頭代工業務起家的大田公司，為擴展經營觸角，五年前轉投資櫻之田，跨足碳纖維自行車架生產，在大陸深圳設廠，目前正開花結果。
兼任大田、櫻之田董事長的李孔文表示，隨著單車運動在全世界形成一股熱潮，櫻之田剛好搭上熱賣列車，以去年為例，去年總共為ORBEA、Ｄe ROSA、Wilier、IBIS等客戶出貨5萬台車，全年營收創新高，約1,200萬美元，預期今年將更上一層樓。
他說，客戶下單持續延續中，除第一季三條碳纖維車架生產線均滿載操作外，手上訂單已排滿至今年7月底，正以每個月5,000台的出貨量趕工，希望全年能達到6萬台的出貨量。
ORBEA昨天在高雄開設的亞洲地區最大規模的單車概念旗，李孔文特別訂購一台價格33萬元的「Alma Gold」紀念車捧場，藉此摶個好彩頭，讓雙方能開創雙贏局面。
【記者吳秉鍇／高雄報導】大田（8924）董事會決議配發現金股利3.5元，以昨（31）日收盤價37.1元計算，現金殖利率9.43%。董事長李孔文說，今年第二季應是谷底了，預估下半年開始訂單將回溫。
大田去年營收為58.92億元，稅後純益5.75億元，每股稅後純益4.69元。
受到全球性經濟風暴影響，以歐、美客戶為代工主力的大田，近幾個月來營運明顯不如之前，但李孔文說，面對經濟衰退威脅，各客戶均有降低庫存動作，以致 最近接單量有所減少，但針對下半年的新產品上市，各客戶正展開圖檔、開模等前置作業，預估今年第二季是谷底，於下半年開始，訂單將會回溫。
另外，李孔文並說，高球王老虎．伍茲復出後，剛在阿諾帕瑪公開賽中逆轉勝，相信將激勵高爾夫球桿市場再度復甦，相信包括Nike等客戶均會有加快下單動作。
【2009-04-01/經濟日報/C7版/上市櫃公司3】
櫻之田首頁：http://www.volando.com.tw/
【記者吳秉鍇／高雄報導】
拜全球掀起單車熱潮之賜，大田（8924）轉投資的櫻之田三條碳纖維自行車架生產線產能滿載運作，董事長李孔文說，今年7月底前的出貨訂單已滿，全年產量上看6萬台，希望比去年成長兩成。
昨（31）日櫻之田最大客戶西班牙單車第一品牌ORBEA，在高雄開設的全亞洲最大的旗艦店。以ORBEA去年下單2萬台來看，若能進一步搶攻台灣市場，大田後續訂單可望受惠。
以高爾夫球桿頭代工業務起家的大田公司，為擴展經營觸角，五年前轉投資櫻之田，跨足碳纖維自行車架生產，在大陸深圳設廠，目前正開花結果。
兼任大田、櫻之田董事長的李孔文表示，隨著單車運動在全世界形成一股熱潮，櫻之田剛好搭上熱賣列車，以去年為例，去年總共為ORBEA、Ｄe ROSA、Wilier、IBIS等客戶出貨5萬台車，全年營收創新高，約1,200萬美元，預期今年將更上一層樓。
他說，客戶下單持續延續中，除第一季三條碳纖維車架生產線均滿載操作外，手上訂單已排滿至今年7月底，正以每個月5,000台的出貨量趕工，希望全年能達到6萬台的出貨量。
ORBEA昨天在高雄開設的亞洲地區最大規模的單車概念旗，李孔文特別訂購一台價格33萬元的「Alma Gold」紀念車捧場，藉此摶個好彩頭，讓雙方能開創雙贏局面。
【記者吳秉鍇／高雄報導】大田（8924）董事會決議配發現金股利3.5元，以昨（31）日收盤價37.1元計算，現金殖利率9.43%。董事長李孔文說，今年第二季應是谷底了，預估下半年開始訂單將回溫。
大田去年營收為58.92億元，稅後純益5.75億元，每股稅後純益4.69元。
受到全球性經濟風暴影響，以歐、美客戶為代工主力的大田，近幾個月來營運明顯不如之前，但李孔文說，面對經濟衰退威脅，各客戶均有降低庫存動作，以致 最近接單量有所減少，但針對下半年的新產品上市，各客戶正展開圖檔、開模等前置作業，預估今年第二季是谷底，於下半年開始，訂單將會回溫。
另外，李孔文並說，高球王老虎．伍茲復出後，剛在阿諾帕瑪公開賽中逆轉勝，相信將激勵高爾夫球桿市場再度復甦，相信包括Nike等客戶均會有加快下單動作。
【2009-04-01/經濟日報/C7版/上市櫃公司3】
櫻之田首頁：http://www.volando.com.tw/
2010年9月11日 星期六
2010年9月10日 星期五
How to measure any manufacturer's bike frame
Standard frame measurement terms:
- ST: Seat Tube: Measured from the center of the bottom bracket along the center to a point near the seat post binder. The exact location of this point may vary between manufacturers depending on the frame design. The main purpose of this would be as a reference point and, if located at the seat binder, would indicate whether your favorite seat post would be clamped above the minimum insertion line.
- TT: Top Tube: Measured from the frame size point horizontally to the steering tube axis.
- ST
o : Seat Tube Angle: The angle of the line passing through the bottom bracket and frame size point relative to the horizontal.
- SB: Setback: (used as a more accurate way to measure seat tube angle) the horizontal distance from a vertical line passing through the bottom bracket to the frame size point.
- HT
- HT: Head Tube length: The length of the head tube (not including headset components)
- Measure the seat tube from the center of the bottom bracket to the point where you want the seatpost to exit the seat tube. Subtract 1 cm. That is the seat tube length and reference point for the next two measurements.
- With the bike on a level floor, measure horizontally from the seat tube length point to the center of the steering axis. That is the effective top tube length.
- If you don't have the published seat tube angle for your frame and you don't have an accurate protractor or "Angle Finder", you can measure setback. To do this, hang a plumb bob from the top tube so it passes through the center of the bottom bracket axis. Put a piece of tape on the top tube to mark the spot. Measure horizontally from this line back to the frame size point. That is the frame setback. Seat tube angle can be calculated from setback and seat tube length or you can simply compare setback directly.
- Measure the overall length of the head tube, not including any headset parts. Measure the spacers between the headset and the bottom of the stem that you will be using. On a new frame, increase the head tube length by the total thickness of spacers you wish to remove.
- Measure from the floor to the top of the top tube at the point where you would stand over the bike. That is the standover height for that bike.
2010年9月8日 星期三
RTS TTR6 2010
TTR6 2010
For 2010 RTS is producing a limited Golden Yellow and Arctic White TTR6 model. Only 100 frames will be produced in these paint schemes. The TTR6 model is our popular road-racing model where we sacrifice nothing in terms of stiffness, weight and comfort.
From its ultra stiff box-shaped down tube to the simple yet efficient design of the seat stays and chain stays, it will make climbing seem effortless and give authority when in the sprint finale.
The TTR6 being our lightest frame will make even the hardest of roads feel ultra smooth. Although it is considered a lightweight frame, its ability to transfer power is anything but light.
With its massive down tube cross-section, the frame is built to literally glide up the mountains.
Our ability to squeeze every ounce of stiffness and strength out of less material is a testament to RTS’ knowledge of carbon fiber technology.
From its ultra stiff box-shaped down tube to the simple yet efficient design of the seat stays and chain stays, it will make climbing seem effortless and give authority when in the sprint finale.
The TTR6 being our lightest frame will make even the hardest of roads feel ultra smooth. Although it is considered a lightweight frame, its ability to transfer power is anything but light.
With its massive down tube cross-section, the frame is built to literally glide up the mountains.
Our ability to squeeze every ounce of stiffness and strength out of less material is a testament to RTS’ knowledge of carbon fiber technology.
車價本體是24800
SHIMANO 5700全套 39800
SRAM APEX全套 42800
SRAM RIVAL全套 48000
SRAM FORCE全套 56000
CAMPY VELOCE全套 53000
CAMPY CENTAUR全套(鋁盤) 58000
SHIMANO 5700全套 39800
SRAM APEX全套 42800
SRAM RIVAL全套 48000
SRAM FORCE全套 56000
CAMPY VELOCE全套 53000
CAMPY CENTAUR全套(鋁盤) 58000
TTR6屬於爬坡型車架 四方管下管扭力好 車架+前叉 又才1300g
TTRX屬於平路衝刺型 五通強壯與內藏管刀型前叉設計 抽起車來非常直接
TTRX屬於平路衝刺型 五通強壯與內藏管刀型前叉設計 抽起車來非常直接
TTRX 2010
For 2010 RTS is producing a limited Golden Yellow and Arctic White TTRX model. Only 100 frames will be produced in these paint schemes.
The TTRX model is our multi-functional aero frame set. As a company that prides itself on making exceptionally aerodynamic bikes that save every watt in the wind, we feel that we have not only the knowledge and technology but also the experience that comes with making such a high-performance frame.
Aero frames are the most difficult frames to produce, as they have to do everything. They have to be; aerodynamic, stiff, light and comfortable.
Not too many bikes on the market can say with confidence that they can integrate all of the mentioned characteristics into one machine. RTS Carbon is confident that with its experience and team of engineers, we have successfully created a true multi-functional frame set.
It is aero enough that you can just slip on a set of TT bars and you have a capable time trial machine, yet it is light enough to be used in regular road racing, where qualities like handling and light weight are more important.
Whether you’re racing against the clock, climbing up the steepest mountains or going on a solo attack, the TTRX will definitely be ready for anything you can give it and more.
Features:
- 2010 Limited Edition Color
- Full SRAM Red Component Group
- Only 100 sets limited sets available
The TTRX model is our multi-functional aero frame set. As a company that prides itself on making exceptionally aerodynamic bikes that save every watt in the wind, we feel that we have not only the knowledge and technology but also the experience that comes with making such a high-performance frame.
Aero frames are the most difficult frames to produce, as they have to do everything. They have to be; aerodynamic, stiff, light and comfortable.
Not too many bikes on the market can say with confidence that they can integrate all of the mentioned characteristics into one machine. RTS Carbon is confident that with its experience and team of engineers, we have successfully created a true multi-functional frame set.
It is aero enough that you can just slip on a set of TT bars and you have a capable time trial machine, yet it is light enough to be used in regular road racing, where qualities like handling and light weight are more important.
Whether you’re racing against the clock, climbing up the steepest mountains or going on a solo attack, the TTRX will definitely be ready for anything you can give it and more.
Features:
- 2010 Limited Edition Color
- Full SRAM Red Component Group
- Only 100 sets limited sets available
官網：http://www.rtscarbon.com/index.php?unit=default
2010年8月27日 星期五
Cervélo confirms it will end cycling team
By:
Daniel Benson
Published:
August 26, 22:58,
Updated:
August 26, 23:52
Bike manufacturer to stay involved in pro cycling
Cervélo confirmed today that it would not continue as a title sponsor for its cycling team after the end of this season. In a statement issued late Thursday, the bike manufacturer cited "certain subtle changes in the rules that govern pro cycling" which meant the team would have had to increase its budget to ensure it would be able to participate in the sport's biggest races. Cyclingnews reported yesterday that the team's future was uncertain after a number of riders were linked to Garmin-Transitions for next year.
"This is not something with which we are comfortable," the statement said. "We were okay with the significant commitment we originally made to the team, but to increase it is not prudent."
The press release did not directly state that it was ending both the men's and women's professional teams, but Cyclingnews understands from its sources that the women's programme will continue. Sources have confirmed that the riders were notified of the news via email on Wednesday by the team management and that the women were assured that the team would continue for next year, although Cervélo have not confirmed this.
Gerard Vroomen, co-founder of Cervélo, set up the men's Pro Continental team at the start of the 2009 season, signing 2008 Tour de France winner Carlos Sastre, Thor Hushovd and a host of other talented riders. The team had a spectacular debut season, winning stages and the green jersey in the Tour de France, stages in the Vuelta and Giro, as well as seeing Heinrich Haussler break through as a major force in one-day racing.
The team were unique in the sense that they combined product development and brand awareness with winning as their main goals.
The team remained Pro Continental in 2010 and were set to carry on as such for next year. However, the UCI modified its rules for participation in the World Calendar races for 2011, and it seems these changes would preclude a Pro Continental team from guaranteed participation in the Tour de France.
Sastre was the first to announce his departure from the team well before rumours of the squad's demise became rampant. His move, coupled with the fact that no new faces were brought into the squad meant that Cervélo were already short of numbers for next season. There was also speculation as far back as the spring that the team were in financial difficulty. However, news of the team's demise still came as a shock to many of the riders within the team.
Since then, the bike manufacturer has been linked with the Garmin-Transitions team as a possible replacement for the American squad's Felt sponsorship, with Transitions dropping from the second sponsor slot and Cervelo taking over in their place. Neither team confirmed this. However, the Cervélo statement said, "We look forward to continued involvement in pro cycling at the highest level with an emphasis on product R&D, as we have since 2003. To that end, we will announce the details soon."
Cyclingnews sources have also confirmed that several of Cervelo's riders have begun negotiations with Garmin, including Haussler, Hushovd and a handful of their other Classics riders.
Daniel Benson
Published:
August 26, 22:58,
Updated:
August 26, 23:52
Bike manufacturer to stay involved in pro cycling
Cervélo confirmed today that it would not continue as a title sponsor for its cycling team after the end of this season. In a statement issued late Thursday, the bike manufacturer cited "certain subtle changes in the rules that govern pro cycling" which meant the team would have had to increase its budget to ensure it would be able to participate in the sport's biggest races. Cyclingnews reported yesterday that the team's future was uncertain after a number of riders were linked to Garmin-Transitions for next year.
"This is not something with which we are comfortable," the statement said. "We were okay with the significant commitment we originally made to the team, but to increase it is not prudent."
The press release did not directly state that it was ending both the men's and women's professional teams, but Cyclingnews understands from its sources that the women's programme will continue. Sources have confirmed that the riders were notified of the news via email on Wednesday by the team management and that the women were assured that the team would continue for next year, although Cervélo have not confirmed this.
Gerard Vroomen, co-founder of Cervélo, set up the men's Pro Continental team at the start of the 2009 season, signing 2008 Tour de France winner Carlos Sastre, Thor Hushovd and a host of other talented riders. The team had a spectacular debut season, winning stages and the green jersey in the Tour de France, stages in the Vuelta and Giro, as well as seeing Heinrich Haussler break through as a major force in one-day racing.
The team were unique in the sense that they combined product development and brand awareness with winning as their main goals.
The team remained Pro Continental in 2010 and were set to carry on as such for next year. However, the UCI modified its rules for participation in the World Calendar races for 2011, and it seems these changes would preclude a Pro Continental team from guaranteed participation in the Tour de France.
Sastre was the first to announce his departure from the team well before rumours of the squad's demise became rampant. His move, coupled with the fact that no new faces were brought into the squad meant that Cervélo were already short of numbers for next season. There was also speculation as far back as the spring that the team were in financial difficulty. However, news of the team's demise still came as a shock to many of the riders within the team.
Since then, the bike manufacturer has been linked with the Garmin-Transitions team as a possible replacement for the American squad's Felt sponsorship, with Transitions dropping from the second sponsor slot and Cervelo taking over in their place. Neither team confirmed this. However, the Cervélo statement said, "We look forward to continued involvement in pro cycling at the highest level with an emphasis on product R&D, as we have since 2003. To that end, we will announce the details soon."
Cyclingnews sources have also confirmed that several of Cervelo's riders have begun negotiations with Garmin, including Haussler, Hushovd and a handful of their other Classics riders.
2010年8月3日 星期二
2010年7月29日 星期四
2010年7月28日 星期三
Heart Rate Training Zones
Heart Rate Training Zones: "Heart Rate Training Zones Heart
Heart rate training zones are calculated by taking into consideration your Maximum Heart Rate (MHR) and your Resting Heart Rate (RHR). Within each training zone, subtle physiological effects take place to enhance your fitness.
The Energy Efficient or Recovery Zone - 60% to 70%
Training within this zone develops basic endurance and aerobic capacity. All easy recovery running should be completed at a maximum of 70%. Another advantage to running in this zone is that while you are happily fat burning you may lose weight and you will be allowing your muscles to re-energise with glycogen, which has been expended during those faster paced workouts.
The Aerobic Zone - 70% to 80%
Training in this zone will develop your cardiovascular system. The body's ability to transport oxygen to, and carbon dioxide away from, the working muscles can be developed and improved. As you become fitter and stronger from training in this zone it will be possible to run some of your long weekend runs at up to 75%, so getting the benefits of some fat burning and improved aerobic capacity.
The Anaerobic Zone - 80% to 90%
Training in this zone will develop your lactic acid system. In this zone, your individual anaerobic threshold (AT) is found - sometimes referred to the point of deflection (POD). During these heart rates, the amount of fat being utilised as the main source of energy is greatly reduced and glycogen stored in the muscle is predominantly used. One of the by-products of burning this glycogen is lactic acid. There is a point at which the body can no longer remove the lactic acid from the working muscles quickly enough. This is your anaerobic threshold (AT). Through the correct training, it is possible to delay the AT by being able to increase your ability to deal with the lactic acid for a longer period of time or by pushing the AT higher.
The Red Line Zone 90% to 100%
Training in this zone will only be possible for short periods. It effectively trains your fast twitch muscle fibres and helps to develop speed. This zone is reserved for interval running and only the very fit are able to train effectively within this zone.
Heart rate variations for a given intensity
A reduction in heart rate for a given intensity is usually due to an improvement in fitness but a number of other factors might explain why heart rates can vary for a given intensity:
* Dehydration can increase the heart rate by up to 7.5%
* Heat and humidity can increase the heart rate by 10 beats/minute
* Altitude can increase the heart rate by 10 to 20%, even when acclimatised
* Biological variation can mean the heart rate varies from day to day by 2 to 4 beats/minute
Resting Heart Rate
To determine your resting heart rate (RHR) is very easy. Find somewhere nice and quiet, lie down and relax. Position a watch or clock where you can clearly see it whilst lying down. After 20 minutes determine your resting pulse rate (beats/min). Use this value as your RHR.
Supplements, vitamins and minerals
If you have a heart rate monitor then put it on before you lie down. After the 20 minutes check the recordings and identify the lowest value achieved. Use this value as your RHR.
The heart is a muscle so with regular exercise it will become larger and become more efficient as a pump. As a result you will find your resting heart rate gets lower so you will need to check your RHR on a regular basis (e.g. Monthly).
Calculation of a zone value
The calculation of a zone value, X%, is performed in the following way:
* Subtract your RHR from your MHR giving us your working heart rate (WHR)
* Calculate the required X% on the WHR giving us 'Z'
* Add 'Z' and your RHR together to give us the final value
Example: The athlete's MHR is 180 and their RHR is 60 - determine the 70% value
* MHR - RHR = 180 - 60 = 120
* 70% of 120 = 84
* 84 + RHR = 84 + 60 = 144 bpm
- 已使用 Google 工具列寄出"
Heart rate training zones are calculated by taking into consideration your Maximum Heart Rate (MHR) and your Resting Heart Rate (RHR). Within each training zone, subtle physiological effects take place to enhance your fitness.
The Energy Efficient or Recovery Zone - 60% to 70%
Training within this zone develops basic endurance and aerobic capacity. All easy recovery running should be completed at a maximum of 70%. Another advantage to running in this zone is that while you are happily fat burning you may lose weight and you will be allowing your muscles to re-energise with glycogen, which has been expended during those faster paced workouts.
The Aerobic Zone - 70% to 80%
Training in this zone will develop your cardiovascular system. The body's ability to transport oxygen to, and carbon dioxide away from, the working muscles can be developed and improved. As you become fitter and stronger from training in this zone it will be possible to run some of your long weekend runs at up to 75%, so getting the benefits of some fat burning and improved aerobic capacity.
The Anaerobic Zone - 80% to 90%
Training in this zone will develop your lactic acid system. In this zone, your individual anaerobic threshold (AT) is found - sometimes referred to the point of deflection (POD). During these heart rates, the amount of fat being utilised as the main source of energy is greatly reduced and glycogen stored in the muscle is predominantly used. One of the by-products of burning this glycogen is lactic acid. There is a point at which the body can no longer remove the lactic acid from the working muscles quickly enough. This is your anaerobic threshold (AT). Through the correct training, it is possible to delay the AT by being able to increase your ability to deal with the lactic acid for a longer period of time or by pushing the AT higher.
The Red Line Zone 90% to 100%
Training in this zone will only be possible for short periods. It effectively trains your fast twitch muscle fibres and helps to develop speed. This zone is reserved for interval running and only the very fit are able to train effectively within this zone.
Heart rate variations for a given intensity
A reduction in heart rate for a given intensity is usually due to an improvement in fitness but a number of other factors might explain why heart rates can vary for a given intensity:
* Dehydration can increase the heart rate by up to 7.5%
* Heat and humidity can increase the heart rate by 10 beats/minute
* Altitude can increase the heart rate by 10 to 20%, even when acclimatised
* Biological variation can mean the heart rate varies from day to day by 2 to 4 beats/minute
Resting Heart Rate
To determine your resting heart rate (RHR) is very easy. Find somewhere nice and quiet, lie down and relax. Position a watch or clock where you can clearly see it whilst lying down. After 20 minutes determine your resting pulse rate (beats/min). Use this value as your RHR.
Supplements, vitamins and minerals
If you have a heart rate monitor then put it on before you lie down. After the 20 minutes check the recordings and identify the lowest value achieved. Use this value as your RHR.
The heart is a muscle so with regular exercise it will become larger and become more efficient as a pump. As a result you will find your resting heart rate gets lower so you will need to check your RHR on a regular basis (e.g. Monthly).
Calculation of a zone value
The calculation of a zone value, X%, is performed in the following way:
* Subtract your RHR from your MHR giving us your working heart rate (WHR)
* Calculate the required X% on the WHR giving us 'Z'
* Add 'Z' and your RHR together to give us the final value
Example: The athlete's MHR is 180 and their RHR is 60 - determine the 70% value
* MHR - RHR = 180 - 60 = 120
* 70% of 120 = 84
* 84 + RHR = 84 + 60 = 144 bpm
- 已使用 Google 工具列寄出"
2010年7月27日 星期二
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2010年7月26日 星期一
輪組的好壞差別在哪？(轉載）
輪組的重量決定車子的重量，輪組的重量甚至比車架更重。要組一輛輕量化的公路車，第一個考量應該是輪組。而且輪組的重量和設計，不僅悠關重量，更關乎騎乘的效率和品質。
輪組的設計製作，一直朝著越輕巧越好，減小幅條數量厚度(材質與製程)，減少輻條上的空氣迴轉(空氣力學)但仍需維持輪子的強度和穩定性，甚至有廠商在思索以新的技術連結輪圈和花鼓。
那到底哪一種的輪圈能有比較小風阻係數和更輕的重量？選擇時該以風阻還是重量為主要考量？該選用廠編搭配好的輪組，還是該搭配特殊需求來選擇花鼓、輻條、輪框(輪圈)
？
重量的影響
加速的關鍵：質量的分配
實 驗證明，輪組的重量越集中在花鼓上，輪子的加速越快。雖然輕量化仍是加速的關鍵，tour雜誌所做的實驗測試Spinergy Spox(683公克/914公克)質量分配良好，比重量更輕的Supermario (670公克/798公克)在加速上毫不遜色。(表現最好的是對照組的輕量化全碳纖輪組)，tour使用電腦模擬輪組在短跑衝刺時的加速表現，250公尺 的距離下測試，輕量化的輪組，比較重550g的輪組快了1.15公尺。除了加速反應以外，重量影響的還有操控，前輪越輕，操控越不穩。在測試過程中，騎士 可以強烈的感受到因為輪組的不同而帶來的操駕感受。
除了輪組以外，影響輪組重量的一大因素就是輪胎。(應該沒人不裝輪胎上路的)，輪胎的重量影響加速非常的大。(前面提到，公路車輪子的配重影響到加速性，質量越集中花鼓則加速性越好，輪胎的重量將會大幅影響輪子的配重)
風阻的影響
低風阻係數決定快慢
當 時速高於35km/h時，風阻係數將是唯一決定快慢的因素。即使輪組的重量較重，較高的風阻係數消耗多2.3%的能量~~時速45公里 時，Rolf(811公克/1020公克)輪組雖比Spox(683公克/914公克)重，但卻能超前0.603公尺。在平路無風的情況下，風阻將決定速 度。因此許多廠商使用特殊成型的輻條或將輻條數量大幅減少就是這個道理。
騎行於山中時，重量才是王道。重量的影響遠大於風阻和質量的分 配。即使是很小的重量差異，也會在成績上有大幅的差距。Rolf(811公克/1020公克)，Spox(683公克/914公克)，spox以234g 的重量優勢，在5km，10%的上坡，可以達到10公尺(2.84秒)的領先
側邊剛性值與扭轉剛性
側邊剛性和輻條張力有關。輻條張力愈大，輪子的承受力愈大。在彎道和崎嶇路面，才得見輪組側邊剛性的良窳的價值。
扭轉剛性在起跑時響響最大
影 響扭轉剛性的關鍵在於輻條的排列法，而不是輻條的張力，花鼓兩邊的凸緣能同時傳達扭力，輪子在啟動加速時就比較剛硬。扭力分配到愈多支輻條，輻條的負擔越 小。因此輻條應兩邊交叉裝上，而且儘可能從花鼓到輪圈上，以切線輻射方式裝上。 扭力最平均地分配到兩邊的輻條，為設計的重點
騎乘時的舒適度及使用壽命
輪組耐用性
輕量化和耐用性常常為兩難，有時為了輪組的實用考量(耐用)，重量為必要之惡(競實輪組的效率第一考量，並不見得適合一般使用)
使用適合自己的輪組
跑得快(風阻小)、跑得遠(質量分配佳)、爬得高（重量輕），價錢、耐用度、使用的便利性（管胎、open胎）
此篇連結
輪組的特性與選擇
輪子的幾個重要的特性:
買一組輪子，我們會考慮幾個特性: 重量，強度，空氣動力特性，順暢度，煞車性能，耐用度，方便性。我們就來看看這些特性。
1: 重量:
A： 單純的輪重只是一個靜態指標參考，對於爬坡較具參考價值。一般較好的前花鼓重約80-110gm，後花鼓200-270gm，鋼絲每根約9-12gm，輪 圈變化較大，純碳纖維約在210-300gm(窄框) 280-420gm(大板框)，鋁框350-500gm，鋼絲頭，鋁的約重0.5g，銅的1gm。整組重介於1100-1800gm間較常見。
B： 相對旋轉重量 (rolling weight)：比較重要。想像鏈球就較清楚，一個一公斤鏈球，鏈條一公尺來旋轉，要將它轉起來所需力量，與重量及鏈條長成正比。輪子也是同樣的道理，但 是輪子的重量分佈並不像鏈球般單純，鋼絲、輪圈分佈從內到外都有，不過以輪圈與輪胎，所佔比例最大，因其位最外緣，重量也最高。而花鼓的旋轉重量幾乎不用 考慮。
2: 強度：輪子的強度決定於幾個因素，輪圈強度，鋼絲數目，鋼絲張力，花鼓強度。輪圈越寬，強度越強，需要鋼絲數目越少。剛絲數越多、編的張力越大，強度越強。花鼓強度越夠，強度也更好。強度越佳，傳動效能越佳。
3: 順暢度：主要在於花鼓的培林數目、大小及品質。越順暢則培林磨擦力越小，越省力。很多輕量化的花鼓除了用上鈦的飛輪座，鋁合金甚至碳纖的軸。有些為減輕重 量，用較小的培林，或少用一兩個培林，但賠上了耐用度與順暢度，並不是很理想。目前順暢度最好的培林是陶瓷的滾珠，因它可以做的更圓，號稱再 40km/hr時，減低0.8-1.0 watt功率損耗，不過代價也很高，如果有興趣，Zipp與Campagnolo都有此消金的選擇。
4: 煞車性能: 鋁框的煞車性能較碳纖佳，散熱也較好，如再加以CNC或陶瓷邊－處理，連雨天都不用怕。碳纖輪框散熱較差，需用專用煞車片，煞車時較易有異音，嚇到路人， 長下坡時較令人擔憂。 ( 想想看4-5萬的輪子，發出快毀滅的聲音，多令人心疼；若速度不夠快，還可以看到路人驚惶閃躲) 有些碳纖輪框會在煞車面膠合上鋁片，又重個100多克，而且膠合面在煞車的高溫下易有問題，也會需要的技術層面就更高了。
5: 耐用度：通常是煞車面磨平了，碳纖的則可以看到碳纖維裸露，不過這與每個人煞車習慣與路況有關。有些則是培林先掛了。
6: 方便性: 碳纖需用專用煞車片，且以管胎為多，換胎較麻煩。
7: 空氣動力特性: 以板輪為佳，且越寬者越佳，碟輪當然使最好的了。鋼絲數目越少，鋼絲越扁，也越佳。不過空氣動力特性越佳，也是要付出代價的，通常是逆風時，破風如箭；側 風時，擋風如牆。你就開始蛇行，看到警察當心酒測被扣車。另外每家各有設計獨特之處，有些是理論派，有些是行銷手段，消費者要多比較。
輪組對於自行車行進的助益
大約有下列幾種: 降低空氣阻力，減低踩踏施力，增加慣性使踩踏平順。
1: 降低空氣阻力: 減低風阻也就減低耗能，以板輪破風性較好。
2: 減低踩踏施力: 通常是上坡時，經由減輕輪組整體重量幫助最大。
3: 增加慣性使踩踏平順: 相對旋轉重量越高者，慣性越高。
輪組的慣性
輪 組的慣性取決於輪子的相對旋轉重量，我們有提到這個數值是無法直接測得，不過最重要的是輪圈與輪胎重。可以用一5-10公斤的秤錘，以一條1公尺的線纏繞 於花鼓上，利用秤錘下墜來驅動，此種方法下，相對旋轉重量越大者，加速越慢，可達到的最高速度也較低。相對旋轉重量越小者，加速越快，可達到的最高速度也 較高。相對旋轉重量，整體輪重也比較重。
這慣性有什麼用處呢？其實，這就相當於自行車上的蓄電池。
當你踩到車速40㎞， 開始滑行，整車的儲存的動能有 (車重＋體重)×速度平方＋輪子的相對旋轉重量×車輪轉速的平方。一直都不踩的話，這些能量將會被阻力所抵消，車速也就變慢下來。儲存的能量越高，可滑行 越遠，車速下降也就較慢。所以體重越高的車手，輪子的相對旋轉重量越大者，越有利。
體重高的選手，約75-85公斤，通常可以輸出的功率 較高，且輪子的重量佔整體重量比例低，不過長時間高輸出的耐力較差，他們的踩踏一般也比較間斷性；如衝刺型選手，這些選手通常也比較可以利用慣性輪的優 勢，維持穩定的速度。他們一般會選用較重較寬的慣性輪，如Mavic Cosmic Carbon( 約2000gm)，慣性高又破風。
體 重輕的選手，約65-70公斤，通常可以輸出的功率較低，且輪子的重量佔整體重量比例較高，且長時間高輸出的耐力較佳，他們的踩踏一般也比較持續；如登山 型選手。這些車手一不踩，速度下降較快，也因此加速減速機會較大，為了破風，選用太重的慣性輪，不僅負重比例增加，減速加速之間更耗能，容易疲乏，所以一 般會用較輕的板輪，目標以破風為主，如Campagnolo Bora (約1350gm)。
慣性越大的板輪，騎乘時會有一種車子被拖著跑的感覺，但車速其實是一樣的。
目前因碳纖技術的進步，大板輪可以輕鬆做到1400gm以下，不再像鋁框，一定超過2000gm，車手的選擇也較多。
輪子的阻力決定於幾個因素
A: 輪徑越小，風阻力越小。不過地面滾動阻力較大。比如700C 與650C。
B: 三叉、四叉的輪組比鋼絲板輪組力小。
C: 車胎越細，風阻阻力越小。如: 700-21C 比700-23C小。
D: 扁平鋼絲比圓鋼絲阻力小，板輪比方框阻力小。
3: 滾動阻力 (rolling resistance): 摩擦係數一但路面狀況與輪胎沒有改變，是一定的，約為0.3-0.5%. 這大約是時速17公里時的風阻。一般而言，輪徑越大、胎壓越高、光頭胎及乳膠內胎，阻力較小。也有提到充氮氣可減低阻力，且目前也有選手採用，像 Ullrich。
將輪子的特性配合上行進狀況，我們可以擬出一些準則:
1: 大集團平路高速騎乘：盡量躲在集團內，以較低的姿式騎乘，最好躲在體積較大較高的車手之後，效果越好。可選用慣性較高的板輪。當決定用板輪時，得看看當時 風速，若風很大，板輪會嚴重影響操控，反而得不償失，若很想用，可考慮後輪使用輪框較寬，前輪輪框較窄的，因前輪影響操控較明顯。
2: 長登山上坡賽段: 如埔裡武嶺，竹山杉林溪，時速大概很難超過30㎞，這時風阻重要性低，整體重量與地面行進阻力較重要，輪子、輪胎以越輕越好，胎壓打到建議最高磅 數，650C可能會有幫忙，不過要注意路面狀況。如以輕量的碳纖輪組，須特別留意長下坡時煞車的問題。不要騎上去，滾下來。
3: 混合型路況，上坡平路均有：輕量的板輪，1500gm左右，平路有點慣性，上坡也夠輕。
結論:
輪組的選擇需視情況而定，絕不是單一考量。上述有些不需花大錢的工作你做到了嗎？這才是第一個你該做的事！
市 面上輪組千奇百怪，從NT 5000-NT 180000都有，有的號稱輕量，有的誇耀強度，設技的花招講的好像是輪子的相對論。但當選手需要的是一組耐用，耐操，強度夠，穩定度佳，可以在歐洲石板 路的賽道上，讓他無畏的往前時，你猜哪一組輪子是首選呢? 202 ? 303 ? 404? Campy Bora? Hyperon? Mavic Ksyrium ? Shimao 7800? 真慘！以上皆非。雀屏中選的是：資深技師手工編的32或36孔手工輪組，用上Campy Record 或Shimano Dura-ace 花鼓，鋁合金方框，DT、SAPIM 鋼絲，還有銅質鋼絲頭。
想到這裡，我又想起牛頓的萬有引力，也許這是科學家的共識，你不用擔心明天睜開眼睛時，它已經被推翻。也許它每天就在你身邊發生，也許它是讓你犁田時頭破血流，確定的是它讓我對騎上武嶺，又愛又恨！！！！！！
此篇連結
2010年7月25日 星期日
2010年7月22日 星期四
 |
RED turns Yellow |
July 4, 2010
SRAM's new Limited Tour Edition - RED turns Yellow
Every former and current Tour de France champion racing in the 2010 edition will be equipped with SRAM’s new Limited Tour Edition (LTE) groupset - Alberto Contador (Astana), Lance Armstrong (RadioShack), Carlos Sastre (Cervelo TT), and Oscar Pereiro (Astana - here but not racing). The collective power of the last eleven Tour winners was a critical part of the launch, the aftermarket only groupset available for a limited time through SRAM dealers. Inspiration for the black anodized gruppo with yellow graphics was to pay tribute to the color of the Tour as well as reflect on SRAM’s 2009 success. SRAM RED not only won the Tour de France with Alberto Contador (Astana) but swept the podium with Andy Schleck (Saxo Bank) and Lance Armstrong in third (Team RadioShack). The black polished brake levers will feature the Tour issue oversized SRAM logo in yellow, as seen on Team Saxo Bank and Astana bikes at the 2009 edition. Silver becomes black, carbon remains carbon, and anything red becomes yellow. SRAM’s 1090 R2C and 900 aero shift levers will also get the black-yellow makeover. Features and benefits stay the same as the SRAM RED, and it remains the world’s lightest gruppo, approaching 1800 grams in the BB30 version. Commercial availability – September 2010. |
2010年7月19日 星期一
2010年7月17日 星期六
2010年7月16日 星期五
爬坡難度分級（根據環法賽坡度等級分級）
據環法坡度分級，武嶺路線屬於HC級坡，HC 是法文 Hors Categorie 的縮寫，意思是「無法分級，還法坡度等級劃分則為HC.1.2.3.4級坡，參考依據為爬坡難度
公式為=((平均坡度(%))^(3/2)*總爬 升量(公尺))/100
例如有個坡 平均坡度5％ 總爬升1200公尺
則Bergwertung=5^(3/2)*1200/100=134 那這就是個一級坡
20以下是4級, 20-50是三級, 50-120是二級, 120-200是1級, 200以上是HC級
以地理中心碑至武嶺牌樓，距離 53.56km，爬升量 2806.10m，平均坡度 5.24%
山坡等級數值 309.7是爆表的HC坡
居然比環法 著名的爬坡賽段 還要高
L’Alpe d”Huez
平均坡度7.9％ 爬升1090公尺左右
那算出來就是 7.9^(3/2)*1090/100=242
是個HC級爬坡
可見地理中心碑至武嶺牌樓的難易度
而環法賽登山王的資 格，是從「登山積分」而來的。主辦單位在路線上大大小小的爬坡，都賦與等級，從最難的 HC 級，再到 1, 2, 3, 4 級，各有不同的登山積分，而終點設在山頂上的爬坡，則登山積分還會再加倍。HC 級坡前十個抵達山頂的可獲 20, 18, 16, 14, 12, 10, 8, 7, 6, 5 的登山積分，一級坡前八名可獲 15, 13, 11, 9, 8, 7, 6, 5 分，二級坡前六名可獲 10, 9, 8, 7, 6, 5 分，三級坡 4, 3, 2, 1 分，四級坡 3, 2, 1 分。
公式為=((平均坡度(%))^(3/2)*總爬 升量(公尺))/100
例如有個坡 平均坡度5％ 總爬升1200公尺
則Bergwertung=5^(3/2)*1200/100=134 那這就是個一級坡
20以下是4級, 20-50是三級, 50-120是二級, 120-200是1級, 200以上是HC級
以地理中心碑至武嶺牌樓，距離 53.56km，爬升量 2806.10m，平均坡度 5.24%
山坡等級數值 309.7是爆表的HC坡
居然比環法 著名的爬坡賽段 還要高
L’Alpe d”Huez
平均坡度7.9％ 爬升1090公尺左右
那算出來就是 7.9^(3/2)*1090/100=242
是個HC級爬坡
可見地理中心碑至武嶺牌樓的難易度
而環法賽登山王的資 格，是從「登山積分」而來的。主辦單位在路線上大大小小的爬坡，都賦與等級，從最難的 HC 級，再到 1, 2, 3, 4 級，各有不同的登山積分，而終點設在山頂上的爬坡，則登山積分還會再加倍。HC 級坡前十個抵達山頂的可獲 20, 18, 16, 14, 12, 10, 8, 7, 6, 5 的登山積分，一級坡前八名可獲 15, 13, 11, 9, 8, 7, 6, 5 分，二級坡前六名可獲 10, 9, 8, 7, 6, 5 分，三級坡 4, 3, 2, 1 分，四級坡 3, 2, 1 分。
| 排名 | 路段起點 | 路段終點 | 山坡等級數值 | 坡 度等級 | 距離 | 坡度 | 爬升總高度 |
| 1 | 台灣地理中 心碑 | 武嶺停車場 | 336.5 | HC | 53.56 | 5.24 | 2806.1 |
| 2 | 7-11 清境門市 | 武嶺停車場 | 268.6 | HC | 23.48 | 6.66 | 1563.4 |
| 3 | 101 縣道八拉卡公路底 | 大屯山助航站 | 138.6 | 一級 | 11.7 | 6.75 | 790 |
| 4 | 觀音山中直路 | 112.2 | 二級 | 1.2 | 13.75 | 220 | |
| 5 | 中正山 | 珠海路上中正山 | 85.6 | 二級 | 7.16 | 7.6 | 512 |
| 6 | 101 縣道八拉卡公路底 | 二子坪停車場 | 83.8 | 二級 | 10 | 5.88 | 588 |
| 7 | 二子坪停車場 | 大屯山助航站 | 82.7 | 二級 | 1.7 | 11.88 | 202 |
| 8 | 楓林橋 | 風櫃口涼亭 | 74 | 二級 | 6.2 | 6.77 | 420 |
| 9 | 五分山 | 十分-山頂 | 69.4 | 二級 | 10.2 | 5.4 | 6.9 |
| 10 | 雙菁公路交叉口 | 106乙高點 | 58.5 | 三級 | 10.47 | 5 | 523.4 |
| 11 | 中社路底 | 中社路頂 | 40.0 | 三級 | 3.91 | 6.39 | 250 |
| 12 | 觀音山（7-11） | 觀音山（遊客中心） | 33.1 | 三級 | 7.1 | 4.65 | 330 |
| 13 | 泉源路 | 惇敍工商 | 25.7 | 三級 | 3 | 5.93 | 177.9 |
| 14 | 劍南（美麗華） | 劍南（至善路） | 22.9 | 三級 | 2 | 6.65 | 133.6 |
| 15 | 惇敍工商 | 星巴克陽明山門市 | 16.2 | 四級 | 5.5 | 3.87 | 212.9 |
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