[tt] Next Big Future - 5 new articles
Eugen Leitl
<eugen at leitl.org> on
Wed Jan 14 10:30:37 CET 2009
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Subject: Next Big Future - 5 new articles
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"[2]Next Big Future" - 5 new articles
1. [3]Solid State Laser Programs On Track for 2013 Field Tests
2. [4]US Navy Readying Electro-Magnetic Launch for New Carriers Which
Will Also be Ready for New Lasers and Railguns Later
3. [5]36.5 Megawatt superconducting motor Successfully Tested at Full
Power
4. [6]Plenty of Money for Energy and Nuclear Power
5. [7]Status of Carbon Nanotubes for Wiring, Superink,
Super-Batteries and other Applications
6. [8]More Recent Articles
7. [9]Search Next Big Future
[10]Solid State Laser Programs On Track for 2013 Field Tests
[11]Textron solid state lasers
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[18]Aviation Week reports on the status of military solid state
lasers.
Hellad [High Energy Liquid Laser Area Defense System] program small
[size of a large refrigerator and about 1650 pounds] 150KW lasers
are working to ground tests in 2011 and will include a
demonstration of the system's ability to shoot down two SA-10-class
surface-to-air missiles in flight simultaneously. "We want as
realistic a tactical environment as possible," says Woodbury. "The
next step is to line up support for an airborne demonstration. The
system will be ready in 2012, and we could see a demo in 2012-13."
In 2009, different competing solid-state lasers are expected to run
at power levels exceeding 100 kw. Different designs for 150-kw.
electric lasers will also be tested in the lab this year as a step
toward ground, and later airborne, demonstration of a fieldable
laser weapon early next decade.
The military wants speed-of-light weapons with pinpoint accuracy,
unlimited magazines and variable effects, but while the
megawatt-class Airborne Laser and kilowatt-class Advanced Tactical
Laser provide high power levels, their size and logistic issues
with the hazardous chemical fuels limit their potential.
"Warfighters want an electric laser," says Don Seeley, deputy
director of the U.S. Defense Dept.'s High-Energy Laser Joint
Technology Office.
Solid-state lasers promise to be much smaller and lighter, easier
to integrate on to mobile and airborne platforms, and powered by
electricity generated on board. Compared with fuel-hungry chemical
lasers, electric weapons offer longer run times and unlimited
shots.
IFRAME:
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Northrop Grumman and Textron Systems are developing competing 100-kw.
solid-state lasers under JHPSSL. Textron is also building a more
powerful derivative of its JHPSSL laser for Hellads, while General
Atomics is developing the unique "liquid laser" that gave the Darpa
program its name.
Full-power firings of the Joint High-Power Solid-State Laser (JHPSSL)
devices were planned for the end of 2008, but are now expected in
February-March for Northrop Grumman and summer 2009 for Textron. Both
companies have completed 30-kw. firings as a step toward full power
levels. The 100-kw. demos will complete the program, but the
solid-state lasers are candidates for the U.S. Army's High-Energy
Laser Technology Demonstrator program to test a truck-mounted system
in 2013-15 that can counter rocket, artillery and mortar projectiles.
JHPSSL is demonstrating two different approaches to scaling
solid-state lasers to high power. Northrop Grumman uses a "master
oscillator power amplifier" configuration where the beams from eight
lasers are combined optically to get to 100 kw. Textron uses a power
oscillator configuration where a single beam goes through a chain of
gain modules to produce a 100-kw. laser.
The Hellads program differs from JHPSSL in being the first program to
impose size and weight requirements on a complete laser weapon system.
The goal is to produce a 150-kw. weapon that fits within 3 cu. meters
and weighs no more than 5 kg./kw. - more than 10 times smaller and
lighter than any other high-power laser.
"JHPSSL is about scaling to 100 kw. in a laboratory. Hellads has
higher power and aggressive targets for weight, size and run time, all
within a form factor that fits on a tactical platform," says program
manager Don Woodbury. Hellads is small enough to fit inside a bomber,
transport or tanker and still allow the aircraft to perform other
missions.
The original Hellads was conceived by Michael Perry, president of
General Atomics' Photonics division, as a "radically different
approach" to making a deployable laser weapon system. Perry says
earlier work on ground-based high-energy lasers showed battlefield
smoke and dust would degrade the beam. "We had to get the laser off
the ground, but the issue was its size, weight and performance." The
problem is not the laser head itself, which is "pretty small," he
says, but the electrical supply and thermal management systems
required to power and cool the weapon.
"The liquid laser design is completely different. It eliminates the
thermal gradient and allows it to work a very high power," says Perry.
The design is classified, but essentially the beam passes through a
series of thin-disk laser amplifiers and the coolant in which they are
immersed. The system comprises two 75-kw. modules, but they plug
together to produce a single 150-kw. laser resonator, and there is no
beam combining.
General Atomics has been working on Hellads since 2003. [20]Textron
entered the program only recently, having convinced Darpa it could
scale up its ThinZag technology to meet the power and weight
requirements. The design has three 50-kw. laser modules - called unit
cells - similar to the JHPSSL power oscillator configuration "but with
several significant design differences based on lessons learned," a
company official says.
"JHPSSL was a great starting point and made it possible for Textron to
be a competitor," says Woodbury. "They came in late and had to start
from scratch, but they have made great progress in the laboratory and
have gone well beyond JHPSSL in power, beam quality, run time and
footprint." Darpa plans a shoot-off in the summer, with the winner
going on to build the full laser. "All the science is in a unit cell;
we simply replicate it to get to 150 kw.," he says.
FURTHER READING
[21]As part of the $612.5 billion 2009 defense appropriations bill
signed into law by President George W. Bush in mid-October, Congress
fast-tracked Defense Science Board (DSB) recommendations that the
military focus on the promise of directed energy weapons such as low-,
medium- and high-power lasers, high-power microwaves and millimeter
waves.
[22]Textron awarded funding for Hellad lasers
Textron Defense Systems (TDS), an operating unit of Textron
Systems, a Textron Inc. (NYSE: TXT) company, announced that it has
signed an Other Transaction Agreement (OTA) with the Defense
Advanced Research Projects Agency (DARPA) that will provide up to
$21 million in government funding to design, fabricate and test a
Unit Cell Module for a 150 kilowatt (kW) Laser Weapon System (LWS)
and develop a critical design for the 150kW LWS.
[23]Hellads coverage
[24]Textron Defense systems lasers website
[25]Separate from the DARPA Hellad program is the Navy program for
megawatt lasers by 2012-2014. The Navy is looking at free electron
lasers
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[41]Rate 'Solid State Laser Programs On Track for 2013 Field Tests'
[42]US Navy Readying Electro-Magnetic Launch for New Carriers Which Will
Also be Ready for New Lasers and Railguns Later
[43]Current steam catapults use about 615 kg/ 1,350 pounds of steam
for each aircraft launch, which is usually delivered by piping it from
the nuclear reactor. Now add the required hydraulics and oils, the
water required to brake the catapult, and associated pumps, motors,
and control systems. The result is a large, heavy,
maintenance-intensive system that operates without feedback control;
and its sudden shocks affect airframe lifespans for carrier-based
aircraft.
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EMALS ([50]Electro-Magnetic Aircraft Launch System) uses an
approach analogous to an electro-magnetic rail gun, in order to
accelerate the shuttle that holds the aircraft. That approach
provides a smoother launch, while offering up to 30% more launch
energy potential to cope with heavier fighters. It also has far
lower space and maintenance requirements, because it dispenses with
most of the steam catapult's piping, pumps, motors, control
systems, etc. It also offers ancillary benefits, like the ability
to embed diagnostic systems.
The challenge is scaling a relatively new technology to handle the
required weights and power. EMALS motor generator weighs over
80,000 pounds, and is 13.5 feet long, almost 11 feet wide and
almost 7 feet tall. It's designed to deliver up to 60 megajoules of
electricity, and 60 megawatts at its peak. In the 3 seconds it
takes to launch a Navy aircraft, that amount of power could handle
12,000 homes. This motor generator is part of a suite of equipment
called the Energy Storage Subsystem, which includes the motor
generator, the generator control tower and the stored energy
exciter power supply. The new Gerald R. Ford Class carriers will
require 12 of each.
Control problems with the old steam launch system results in
minimum and maximum weight limits. The minimum weight limit is
above the weight of all UAVs. An inability to launch the latest
additions to the Naval Air Force is a restriction on operations
that cannot continue into the next generation of aircraft carriers.
The Electromagnetic Aircraft Launching System provides solutions to
all these problems.
The [51]first full size test motor generator for the Navy's
Electromagnetic Aircraft Launch System (EMALS) was assembled, and
finished its 30 days of factory acceptance testing at Kato
Engineering's plant in Mankato, MN on April 11, 2008. 5 units are
being manufactured under General Atomics' Systems Development &
Demonstration contract. One is slated for component level testing, and
4 will be installed and used for system level testing at the
Lakehurst, N.J., EMALS catapult site.
IFRAME:
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Four Main Sub-systems
* Linear induction motor
The linear induction motor (LIM) is the main component of the
EMALS. It consists of a row of stator coils that, when energized,
accelerate the carriage (equivalent to a conventional motor's
rotor) down the track. Only the section of the stator coils
surrounding the carriage is energized at any given time, minimizing
reactive losses. The EMALS will use a 300 ft (91 m) long LIM
capable of launching a 100,000 lb (45,000 kg) aircraft to 130 knots
(240 km/h).
* Energy storage subsystem
To power the LIM, the EMALS requires a large amount of electric
energy to be used in a short amount of time. The ship's power
source cannot provide this much immediate energy, so the
energy-storage subsystem accumulates power from the ship and stores
it kinetically on rotors of four disk alternators. Each rotor can
store more than 100 MJ, and can be recharged within 45 seconds of a
launch.
* Power conversion subsystem
At the time of launch, the power conversion subsystem releases the
stored energy from the disk alternators in a controlled manner by
using a cycloconverter. The cycloconverter provides a controlled
rising frequency and voltage to the LIM, energizing only the small
portion of stator coils that affect the launch carriage at each
instant in time.
* Control consoles
The power used by the EMALS is controlled through a closed loop
system to give the operators complete control over the system's
performance. A number of Hall effect sensors positioned on the
track provide feedback to the control consoles, allowing the system
to monitor itself and ensure that it provides the desired
acceleration. The closed loop control system allows the EMALS to
maintain a constant tow force, which helps reduce the launch
stresses on the plane's airframe
[53]The schedule is for the Gerald Ford carrier to start joining the
fleet in 2015
Other New Technology for the New Aircraft Carrier
Technological advances in the field of electromagnetics have led to
the development of an Electromagnetic Aircraft Launching System,
(EMALS), and an Advanced Arresting Gear, (AAG). An integrated
warfare system has been developed to support flexibility in
adapting the infrastructure of the ship to future mission roles.
The new Dual Band Radar (DBR) combines S-band and X-band radar in a
single system. With new design and technology the Ford will have a
25% increase in sortie generation, threefold increase in electrical
generating capacity, increased operational availability, and a
number of quality life improvements.
Electromagnetics will also be used in the new Advanced Arresting
Gear system. The current system relies on hydraulics to slow and
stop a landing aircraft. While effective, as demonstrated by more
than fifty years of implementation, the AAG system offers a number
of improvements. The current system is unable to capture UAVs
without damaging them due to extreme stresses on the airframe. UAVs
do not have the necessary mass to drive the large hydraulic piston
used to trap heavier manned planes.
The Dual Band Radar works by combining the X-Band AN/SPY-3
Multi-Function Radar with the S-Band Volume Search Radar.
New defense systems, such as laser guns, dynamic armor, and
tracking systems will require more power and the Gerald Ford
Aircraft has been designed for easy integration of new laser and
rail gun and other advanced systems as they become available.
The new A1B reactor will generate about 300MW (three times as much as
the current A4W reactor), which is about 420,000 horsepower.
FURTHER READING
[54]2005 RAND document on the plan to modernize the US Navy
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[70]Rate 'US Navy Readying Electro-Magnetic Launch for New Carriers
Which Will Also be Ready for New Lasers and Railguns Later'
[71]36.5 Megawatt superconducting motor Successfully Tested at Full Power
[72]-American Superconductor Corporation (NASDAQ: AMSC), a leading
energy technologies company, and Northrop Grumman Corporation (NYSE:
NOC) announced today at the Surface Navy Association's 21st National
Symposium the successful completion of full-power testing of the
world's first 36.5 megawatt (49,000 horsepower) high temperature
superconductor (HTS) ship propulsion motor at the U.S. Navy's
Integrated Power System Land-Based Test Site in Philadelphia. This is
the first successful full-power test of an electric propulsion motor
sized for a large Navy combatant and, at 36.5 megawatts, doubled the
Navy's power rating test record.
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UPDATE: [79]The new Aircraft carriers will eventually incorporate this
superconducting engine and other technology like electro-magnetic
launch and [80]railguns and [81]solid state lasers
Incorporating coils of HTS wire that are able to carry 150 times
the power of similar-sized copper wire, the motor is less than half
the size of conventional motors used on the first two DDG-1000
hulls and will reduce ship weight by nearly 200 metric tons. It
will help make new ships more fuel-efficient and free up space for
additional warfighting capability.
"The successful load test of our HTS motor marks the beginning of a
new era in ship propulsion technology," said Dan McGahn, senior
vice president and general manager of AMSC Superconductors. "This
motor provides the U.S. Navy with a truly transformational
capability relative to size, stealth, endurance and survivability,
providing our Navy with a clear performance advantage for years to
come. We are grateful for the steadfast support from the Office of
Naval Research, Naval Sea Systems Command and the Naval Surface
Warfare Center."
[82]American Superconductor has background information on using
superconductors for ship propulsion.
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Degaussing Coil for Less Magnetic Signature and More Weight Savings
Earlier in 2008, the Navy successfully installed another HTS system
- an HTS degaussing coil - onboard the USS HIGGINS (DDG 76).
Powered by AMSC's HTS wire and magnet cable technology, the coil
system will undergo sea trials over the next two years onboard the
HIGGINS. Similar to the motor, degaussing coils utilizing HTS wire
will significantly reduce system weight for DDG 1000-class ships,
landing platform dock (LPD) ships, and for the Littoral Combat
Ships (LCS).
Degaussing coil
[84]The degaussing coil provides better stealth capabilities.
[85]Degaussing systems containing multiple tons of copper wire are
utilized in most naval ships to cloak their magnetic signature,
thereby making them much more difficult to be "seen" by magnetic
sensors and magnetically activated mines. These systems are
composed of a network of electrical cables installed around the
circumference of a ship's hull, running from the bow to the stern
on both sides of
the vessel.
"The work on the Higgins represents a true leap ahead for the U.S.
Navy magnetic silencing and HTS communities that takes advantage of
two decades worth of research," said ONR program manager George
Stimak. "HTS degaussing brings with it a new capability in not only
being able to perform the same functionality that legacy
copper-based degaussing systems can accomplish but being able to do
the same task in a much more efficient manner that is less invasive
to the ship. It opens up the design trade space for the naval
architect in planning out the degaussing system to meet the
platform's signature requirement. The Navy's adoption of the
technology is a result of many years of hard work in developing HTS
wire and demonstrations funded by both the Department of Defense
and the Department of Energy."
AMSC produces HTS wires that conduct more than 150 times the
electrical current of copper wires of the same dimensions. With
this "power density" advantage, the Navy estimates that HTS
degaussing systems projected for the LPD-17, LCS, CG(X), DDG-1000,
and CVN-21 classes of ship will show a 50%-80% reduction in total
system weight
and a reduced total ownership cost compared to the current
copper-based systems. In addition, a 90% reduction in the total
installed cable lengths for all Navy ship classes is expected.
FURTHER READING
[86]Office of Naval Research website The Superconducting motor is the
code 33 technology section.
[87]Office of Naval Research News
[88]15 page 2005 PDF from American Superconductor on High Temperature
Superconductor Ship Propulsion
The HTS ship propulsion motors offer a range of benefits and
advantages for both naval and commercial shipping applications
including the following:
o Up to three-times higher torque density than alternative
technologies, HTS machines are more compact and lighter in weight.
The size and weight benefits make HTS machines less expensive and
easier to transport and install, as well as allowing for
arrangement flexibility in the ship.
o Absence of iron stator teeth reduce the structureborne noise
o High efficiency from full-to-low speed, boosting fuel economy,
sustained speed, and mission range, all key mission parameters for
warships.
o Isothermal field winding is well suited for repeated load changes
A typical Navy ship, such as the DD(X) destroyer, needs two
propulsion motors, each rated at 36.5 MW, 120-rpm. Such large
motors have been built using conventional technology but they are
four to five times heavier than the ONR funded 36.5 MW HTS motor
being built by AMSC.
.
High Temperature Superconducting Motor Component Diagram
[89]Sumitomo demonstrated a small superconducting motor for an
electric car in 2008 and continues working on commercializing that
technology for cars and trucks. The company says the prototype vehicle
can travel more than 10% farther than conventional electric vehicles
running on the same type of battery.
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[106]Plenty of Money for Energy and Nuclear Power
[107]President-elect Barack Obama has put forth a goal to reduce
carbon emissions in the U.S. by 80% by 2050, using $150 billion over
10 years to create a "clean-energy" future.
Cambridge Energy Research Associates has estimated that the potential
for world-wide investment in clean energy, of which nuclear generation
is the focal point, will reach $7 trillion in real 2007 dollars by
2030.
[108]China Energy Investment plans still on track as of Jan 13, 2009
according to the Director of China's National Energy Administration.
IFRAME:
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In the coming years, China should allocate more investment to the
following projects: nuclear power plants, wind farms and
large-scale coal bases which could improve the energy mix and
increase domestic demand effectively; cross-region transmission
projects of coal, electricity, oil and gas and the construction of
state reserves of oil and uranium, and the construction of power
grid and pipelines.
China's power production and supply went down sharply recently and
in some areas the energy shortage in the first half of last year
turned into a surplus after the credit crunch slowed the Chinese
economy, and we should take this as an opportunity to improve our
energy mix.
First, China's power industry will continue building more big
thermal power generators [coal power] while closing down smaller
ones.
Second, China should push forward the consolidation of coal
resources by closing and regulating small coal mines and speeding
up the construction of 13 large-scale coal bases approved by the
government.
Third, China will invest greater efforts to build more nuclear
power plants in the years to come. In 2009, the nation will start
building four nuclear power plants in Haiyang, Rongcheng in eastern
Shandong province, Sanmen in eastern Zhejiang province, and Yaogu
in southern Guangdong province.
Fourth, the country will invest great efforts to boost its
renewable energy sector and it will make favorable policies to
speed up the development of its wind-power, hydro-power and
solar-power industries. Domestic wind power generation capacity is
expected to grow by 4 million kW to 10 million kW by the end of
2008. The country will try to raise its total generation capacity
to 100 million kW by 2020. Large-sized wind farms are being planned
for construction in Gansu, Hebei and Jiangsu provinces as well as
Inner Mongolia autonomous region.
Fifth, the country will nurture more big-sized energy groups by
encouraging the integration of companies in the fields of coal,
electricity, chemicals, roads and ports construction. In this way,
the country will have stronger control of energy resources.
[110]A November 2008 review of nuclear energy related stocks
[111]Energy and Transportation infrastructure investment are also tops
in Canada
The energy and transportation sectors are on top of a new ranking of
Canada's biggest infrastructure projects for 2009 that estimates $61
billion in public and private capital investments will soon be pumped
into the country's economy for construction.
[112][advancednano?i=ApB0v0]
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[128]Status of Carbon Nanotubes for Wiring, Superink, Super-Batteries and
other Applications
1. Super carbon nanotube batteries
[129]MIT Technology Review reports researchers at MIT have made pure,
dense, thin films of carbon nanotubes that show promise as electrodes
for higher-capacity batteries and supercapacitors. Dispensing with the
additives previously used to hold such films together improved their
electrical properties, including the ability to carry and store a
large amount of charge.
The MIT group, led by chemical-engineering professor Paula Hammond
and mechanical-engineering professor Yang Shao-Horn, made the new
nanotube films using a technique called layer-by-layer assembly.
First, the group creates water solutions of two kinds of nanotubes:
one type has positively charged molecules bound to them, and the
other has negatively charged molecules. The researchers then
alternately dip a very thin substrate, such as a silicon wafer,
into the two solutions. Because of the differences in their charge,
the nanotubes are attracted to each other and hold together without
the help of any glues. And nanotubes of similar charge repel each
other while in solution, so they form thin, uniform layers with no
clumping.
The resulting films can then be detached from the substrate and
baked in a cloud of hydrogen to burn off the charged molecules,
leaving behind a pure mat of carbon nanotubes. The films are about
70 percent nanotubes; the rest is empty space, pores that could be
used to store lithium or liquid electrolytes in future battery
electrodes.
2. [130]A compound synthesized for the first time by Berkeley Lab
scientists could help to push nanotechnology out of the lab and into
faster electronic devices, more powerful sensors, and other advanced
technologies. The scientists developed a hoop-shaped chain of benzene
molecules that had eluded synthesis, despite numerous efforts, since
it was theorized more than 70 years ago.
The much-anticipated debut of the compound, called cycloparaphenylene,
couldn't be better timed. It comes as scientists are working to
improve the way carbon nanotubes are produced, and the newly
synthesized nanohoop happens to be the shortest segment of a carbon
nanotube. Scientists could use the segment to grow much longer carbon
nanotubes in a controlled way, with each nanotube identical to the
next.
"This compound, which we synthesized for the first time, could help us
create a batch of carbon nanotubes that is 99 percent of what we want,
rather than fish out the one percent like we do today".
IFRAME:
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3. Bulk quantities of semi-conducting Carbon nanotube ink for solar
cells and flexible electronics
[132]Scientists at DuPont and Cornell University in Ithaca, N.Y., have
used a simple chemical process to convert mixtures of metallic and
semiconducting carbon nanotubes into solely semiconducting carbon
nanotubes with electrical characteristics well-suited for plastic
electronics. This new finding, reported in the January 9 issue of the
journal Science, identifies a commercially viable path for the
production of bulk quantities of organic semiconducting ink, which can
be printed into thin, flexible electronics such as transistors and
photovoltaic materials for solar cell technology.
[133]4. Researchers at Rice University and the National Renewable
Energy Laboratory (NREL) have engineered single-walled carbon nanotube
(SWCNT) fibers to become a scaffold for the storage of hydrogen. The
3-D nanoengineered fibers absorb twice as much hydrogen per unit
surface area as do typical macroporous carbon materials.
[134]5. In March 2008 at the Materials Research Society's spring
meeting in San Francisco, a team of engineers from Stanford and
Toshiba reported that they have used carbon nanotubes to wire
logic-circuit components on a conventional silicon CMOS chip. They
claim to have shown that nanotubes can shuttle data at speeds of a
little faster than 1 gigahertz, close to the range of state-of-the-art
microprocessors, which run at speeds of 2 to 3 GHz. In principle,
nanotubes can handle a current density 1000 times as great as that of
copper or silver.
6. Pursuit of carbon nanotube wiring and electrical transmission
[135]The Air force funds and wants carbon nanotube wiring.
- Copper wiring makes up as much as one-third of the weight of a
15-ton satellite
-Similarly, reducing the weight of wiring in UAVs would enable them to
fly longer before refueling or carry more sensors and weapons.
- CNT wiring would yield the same sort of savings for commercial
aircraft, Antoinette said. A Boeing 747 uses about 135 miles of copper
wire that weighs 4,000 pounds. Replacing that with 600 or 700 pounds
of nanotube wire would save substantial amounts of fuel, he said.
-In addition, CNT wires do not corrode or oxidize, and are not
susceptible to vibration fatigue
Nanocomp Technologies [136]has nanotube wire but in Air Force tests so
far, it has not proved to be more conductive than copper, Bulmer said.
"In theory, it should be real conductive. In real life, we have a ways
to go."
Nanocomp says its own tests show that at high electrical frequencies,
its nanotube wire has been more conductive than copper.
If conductivity can be increased by factors of five to 10, Bulmer
said, the lightweight wire will be very attractive for uses as varied
as wiring in aircraft to building lightweight motors.
[137]Nanocomp Technologies has been covered here before for making
large sheets of carbon nanotubes.
[138]Nanocomp Technologies has gotten new Air Force funding in 2009
Since the spring of 2008, Nanocomp has also managed to increase the
scale of its product, going from a 3-foot-by-6-foot sheet to a 4-by-8
unit. The development of larger sheets is an ongoing process.
[139]A 2006 article discussing the dream of a carbon nanotube (quantum
armchair) wire capable of transmitting millions of amps.
7. [140]Florida State University expects to spin off a company in 2009
that will attempt to commercialize a breakthrough using carbon
nanotubes. Scientists there feel they have developed a new technology
that will allow commercial production of sheets that are 50 to 100
percent loaded with carbon nanotubes. To date, carbon nanotubes are
only used in loadings of 2 to 3 percent in plastics because they tend
to tangle and clump in high loadings.
Professor Ben Wang told Design News when he exposes the tubes to high
magnetism they line up in the same direction like soldiers in a drill.
He says he also creates some roughness on the surface so the nanutubes
can bond to a matrix material, such as epoxy. The nanotubes can, in
effect, take the place of carbon fiber in a composite construction --
only the results are much more stunning.
You can make extremely thin sheets with the nanotubes -- leading to
use of the term "buckypaper." The name "Bucky" comes from Buckminster
Fuller who envisioned shapes now called Fullerenes. Stack up hundreds
of sheets of the "paper" and you have a composite material 10 times
lighter but 500 times stronger than a similar-sized piece of carbon
steel sheet. Lockheed Martin is one of the companies very interested.
Unlike CFRP, carbon nanotubes conduct electricity like copper or
silicon and disperse heat in the same manner as steel or brass.
[141][advancednano?i=kOGoD6]
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[150][advancednano?i=xC1qy7.P] [151][advancednano?i=4oUZKu.p]
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More Recent Articles
* [157]CO2 capture from the Air for Fuel or Storage
* [158]Analyzing the Edge 2009 Question and Answers
* [159]Carnival of Space Week 86
* [160]IEC Fusion
* [161]First 1 Terabyte solid state drive from Pure Silicon
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----- End forwarded message -----
--
Eugen* Leitl <a href="http://leitl.org">leitl</a> http://leitl.org
______________________________________________________________
ICBM: 48.07100, 11.36820 http://www.ativel.com http://postbiota.org
8B29F6BE: 099D 78BA 2FD3 B014 B08A 7779 75B0 2443 8B29 F6BE
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