Md Saifur Rahman’s Post

The HYPERLiner (TM) aircraft will be capable of flying at speeds of Mach 10, which is significantly faster than any other transport. HYPERLiner (TM) features 4 x variable geometric scramjets that each generate 165,500 lbs of thrust. Further, the scramjets are fueled with hydrogen (H2), and their emissions consist of water vapor (H2O), nitrogen oxides (NOx), and unburned hydrogen. A scramjet is a variant of a ramjet air-breathing jet engine in which combustion takes place in supersonic airflow. As in ramjets, a scramjet relies on high vehicle speed to compress the incoming air forcefully before combustion. Our scramjet design uses hydrogen as the primary fuel. Hydrogen is an ideal fuel for achieving high speeds and reducing emissions because it has a high energy content by weight. A scramjet uses shock waves, generated by its inlet during hypersonic flight, to provide the temperature and velocity of atmospheric air to burn the hydrogen at the combustor at supersonic speed. The divergent exhaust nozzle accelerates the combustion products, providing the thrust. Compressed hydrogen is hydrogen gas that has been compressed at increased air pressure and placed into gas cylinders or tubes to be transported. This process allows for a higher density of hydrogen gas to be stored in a smaller space. Compressed hydrogen provides enough energy to create thrust of 165,500 pounds per scramjet in the HYPERLiner (TM). For comparison, in a traditional jet engine, air is drawn into the engine and compressed by a fan. Fuel is then added to the compressed air and ignited, causing an explosion that rapidly expands the gas. The expanding gas is then expelled out of the back of the engine at high speed, creating thrust. The Rolls Royce Trent 1000 used in the Boeing 787 generates 62,264 lbs during takeoff and only 58,866 lbs during flight. Far below our scramjets capability. #Mach10 #fastairtravel #smallworld #HYPERLiner #hypersonic #scramjet

Rotating Detonation Sparks GE Path To Hypersonic Future A state-of-the-art ramjet struggles to accelerate when activated below approximately Mach 3.5. The insides of a supersonic turbofan start melting at speeds above Mach 2.5. To invent a reusable, air-breathing propulsion system for a hypersonic vehicle, technologists must find a solution to the yawning gap between the top speed of a turbofan and the minimum speed of a ramjet. As both a latecomer to the current hypersonic propulsion race and a decades-old veteran of high-Mach research, General Electric thinks it has discovered the missing piece: a rotating detonation combustor. Read more at: https://lnkd.in/dsFUdw-4 #AviationTalk #aviationnews #avgeek #aviation

🚨Breaking News🚨 Vertical Aerospace has unveiled its next generation full-scale VX4 prototype. This VX4 is more powerful than the previous full-scale prototype, with a 20% increase in the power to weight ratio. This enables the aircraft to reach speeds of up to 150mph – the certification aircraft’s intended cruise speed. The new prototype features Vertical’s new proprietary propellers, designed specifically for eVTOLs. The propellers are optimized for low noise, made of carbon fiber composite using a single-shot cure process, and have an aerodynamic shape to maximize performance across hover and cruise phases. The aircraft also features Vertical’s latest battery and powertrain system, the company’s most powerful and lightest yet. Follow Composights to catch all the latest buzz in composites!📰 Source: Global Update #evtol #carboncomposites #compositematerials #aviation #urbanmobility #composights

BRIGHTLOOP CONVERTERS AND EPC: COLLABORATORS PUSHING THE BOUNDARIES OF POWER CONVERSION AND FACILITATING THE ENERGY TRANSITION Efficient Power Conversion and BrightLoop Converters have worked together to combine their respective design expertise, aiming to produce smaller, lighter converters. Over the past six years, this dynamic partnership has not only pushed the envelope in efficient power conversion but also played a pivotal role in advancing the energy transition. The successful collaboration has placed BrightLoop Converters as the lead supplier for eMotorsport vehicles (Formula E, ExtremE, LMDH and others) and also opened opportunities in new markets such as eVTOL and the new generation of aircrafts. Read the full article: https://lnkd.in/dKNRsPzC #brightloopconverters  #GaN #powerelectronics #dcdcconverters #eMotorsport

Join us tomorrow, November 2 for this week's Chairs Distinguished Lecture from Venkat Viswanathan. He will be presenting “Challenges and Opportunities of Battery-Powered Flight" in the Boeing Lecture Hall (1109 FXB) or on Zoom. Sustainable transportation and aviation are critical to address climate change and renewable energy-powered battery electric vehicles represent a promising path towards this goal. We will discuss the performance metrics needed of batteries for electric land and air vehicles and assess the energy efficiency of electric vertical take-off and landing (eVTOL) aircraft compared to ground vehicles. Identifying the challenging but achievable battery performance requirements for eVTOL, WE will discuss our approach to achieve simultaneously high specific energy and power by using lithium metal anodes, enabled through a new density-driven dendrite suppression mechanism realized through a soft polymer-ceramic composite separator. We will discuss the unique performance failure mode related to power fade for eVTOLs rather than energy fade for electric vehicles. Following this, we will discuss the requirements and challenges for all-electric battery-powered single and twin-aisle aircraft and outline battery chemistry innovations that offer a pathway to approach these requirements. Zoom: https://bit.ly/3Q4fJOI Passcode: AE585

The recent introduction of the E20 by TCab Tech (lower left) highlights what seems to be a growing trend towards a “flattened hexagon" arrangement of distributed propulsors on winged eVTOL aircraft featuring vectored thrust. Although there are probably more in development I included three examples below, headlined by the Joby S4. In each case all six propulsors are oriented skyward when operating in the vertical regime, providing thrust-borne flight for take-off or landing, or to loiter. Most if not all of the propulsors can tilt forward for wing-borne flight depending on the particular aircraft. This is in contrast to another popular vectored thrust configuration shown in the bottom right - the double row arrangement where several tilt-rotors are striped across the front of the wing and fixed lifters are aligned behind it. Prominent OEMs pursuing this design include Archer (Midnight) as well as Vertical Aerospace (VX4) and Wisk (Gen 6). Since everything is a tradeoff in aeronautical design I'm wondering about the pros and cons of the flattened hexagon configuration, and whether we will start to see more entrants favor this particular design. On the one hand, I like a hexagonal layout since it more closely mimics the rotor sweep of a conventional light helicopter and may improve pitch control in hover compared to a double row arrangement. It also minimizes the downwash on the wing with strategic placement of the propulsors around the airframe. And it seems like a hexagon affords a bit more spacing between propulsors which may reduce exposure to blade shedding or disintegration that could spew high energy fragments with catastrophic effect. However, I wonder about the added stress the forward extending pylons place on the structure of the wing. This needs to be mitigated in some fashion which is probably sub-optimal compared to a conventional helicopter. Whatever it is, there must be some net advantage to the flattened hexagon arrangement with distributed electric propulsion (DEP). Considering Joby appears to have had success with it maybe more OEMs should be following their lead? #eVTOL #AAM #UAM #DistributedElectricPropulsion #DEP

Developing new electric vertical takeoff and landing (#eVTOL) vehicles presents significant #aerodynamic and flight mechanic challenges. These vehicles must efficiently manage vertical lift, forward propulsion and the transition thereof while balancing the demands of all modes of flight. Classical handbook methods are often are inadequate to answer all the transition and handling quality challenges. High fidelity #CFD in conjunction with extensive aerodynamic #testing – ideally with a multi engine powered wind tunnel model – will lead to a confident outer design. Additional tasks like optimizing battery weight and energy efficiency are equally essential to achieve the desired range and performance for future advanced urban air mobility vehicles. RUAG #windtunnel

About a month and a half ago we presented our AI-enabled flight control system to Stephen Wolfram and the team at #WSS2024. Three weeks later, we completed our “Flight Control Agent trained in a Reinforcement Learning Environment” on the Wolfram platform. The project earned us the “Featured Contributor Badge" as an exceptional work selected for the Wolfram editorial column’s Staff Picks and a distinguished project displayed on the Featured Contributor Board.    This fall, we will be joining Autodesk Research, to pull together all our work in the past 5 years further advancing the commercial readiness and integration of our embodied flight control system into our aerial products. The succeeding six months will be arduous but exciting and we’ll be resting on the shoulders of giants as we play our little part in pulling both worlds of classical controls and RL-enhanced controllers together. The idea is to combine dual quaternion-based kinematics with compensation estimations, adaptive model parameters, and predictive path control (PPC). At the lab, we’ll try to approach the development with robust RL-agents from the preliminary work at the Wolfram Summer School for real-time learning and adaptation, allowing the system to adjust to changing conditions and improve performance continuously. The hybrid system will be designed to outperform classical controls at least. Should all go as planned, I believe we would've made considerable strides in our set milestones for 2024!

There is an ongoing debate whether hybrid propulsion systems or fully battery propelled air vehicles are better. Is it the right question? Maybe rather, what propulsion system will create more viable business case on a short and midterm basis? The technology development and use cases will show, what will be most efficient, effective and sustainable option in the future; at this stage we need all options to move advanced air mobility forward! Marketandmarket report on potential of hybrid aircraft market: #mantaaircraft #RAM #UAM #marketandmarket #hybridpropulsion

In 2024 data is as valuable as ever before. There are always new, faster and more accurate methods of evaluating and utilizing it. So, it is increasingly becoming a task to find new ways to obtain even more accurate data. Designing a new rotor is no exception to this:     Detailed data is needed to build a rotor that runs smoothly. The more detailed the data, the better and faster you can validate and optimize a rotor design. A Schenck innovation has been developed to collect more precise data than ever before: Rotational Optical Strain Systems (#ROSS).  This innovative technology is based on digital image correlation (DIC) and uses cameras to measure the resulting expansion over the entire cross-section of the rotor during spin testing. This provides a larger database with more precise information about the expansion and thus the full-surface stress of the rotor under extreme conditions.  This technology is therefore particularly valuable for rotors whose behavior of their internal structures under extreme forces is of special interest.   For example, rotors for electric cars, aerospace and aviation like eVTOLs.     We presented this new innovative technology to our colleagues at Innovation Day! Would you like to find out more about this innovative technology? Just comment below! We will be happy to put you in touch with our experts.     #Schenck #balancing #InnovationDay #ROSS #SpinTesting #DigitalImageCorrelation #DIC