Engine – Progpulsion http://progpulsion.com/ Tue, 04 Oct 2022 12:33:17 +0000 en-US hourly 1 https://wordpress.org/?v=5.9.3 https://progpulsion.com/wp-content/uploads/2021/08/icon-12-150x150.png Engine – Progpulsion http://progpulsion.com/ 32 32 China completes engine tests for moon rocket more powerful than Elon Musk’s Falcon Heavy https://progpulsion.com/china-completes-engine-tests-for-moon-rocket-more-powerful-than-elon-musks-falcon-heavy/ Mon, 03 Oct 2022 19:33:00 +0000 https://progpulsion.com/china-completes-engine-tests-for-moon-rocket-more-powerful-than-elon-musks-falcon-heavy/ The Beijing Astronautics Experiment Institute of Technology (BAEIT) has completed testing of a new engine that would power the rocket for China’s missions to the Moon. Engineers said they had overcome technical difficulties with the prototype engine named YF-79 that will be installed on the Long March 9 three-stage rocket, the South China Morning Post […]]]>

The Beijing Astronautics Experiment Institute of Technology (BAEIT) has completed testing of a new engine that would power the rocket for China’s missions to the Moon. Engineers said they had overcome technical difficulties with the prototype engine named YF-79 that will be installed on the Long March 9 three-stage rocket, the South China Morning Post (SCMP) reported.

BAEIT, a unit of state-owned China Aerospace Science and Technology Corporation (CASC), conducted three ground tests of the hydrogen-oxygen engine and carried out a total of 12 ignition tests last week. The Long March 9 rocket will surpass China’s Long March 5 as the most powerful heavy launcher and will use three different types of engines in its three stages. China intends to use this rocket to send astronauts to the moon with heavy cargo for its goal of establishing a permanent lunar base.

(Long March Rocket 5B; Image: AP)

About the Long March 9 rocket

The Long March 9 rocket is said to have a low Earth orbit (LEO) payload capacity of 50 to 140 tons, making it more powerful than Elon Musk’s SpaceX-owned Falcon Heavy rocket (64 tons). This also makes it almost six times more powerful than the Long March 5 which has a capacity of 25 tonnes. According to SCMP, the Long March 9 would be equipped with engines of three different classes using different fuel combinations.

The first stage would use four YF-130 engines which use the kerosene-oxygen combination, the second stage would use two YF-90 engines, and the third and last stage would be equipped with four recently tested YF-79 engines (they use hydrogen- oxygen combination thruster).

SCMP says this rocket, in addition to sending crew and cargo to the Moon, will also be used for missions to Mars. For this reason, BAEIT engineers are developing it as a launch vehicle powerful enough to propel spacecraft into deep space with maximum efficiency. This comes after reports in early September when Chinese experts claimed the SF-79 engine is more powerful and efficient than the RL-10 engine that NASA uses for the intermediate cryogenic propulsion stage (ICPS) of its system. space launch (SLS rocket).

The SLS rocket, NASA claims, will lift off on the Artemis 1 uncrewed mission as the most powerful rocket ever built. However, the rocket’s launch was repeatedly delayed due to technical faults and fuel leaks. Artemis 1 is the first mission in NASA’s Artemis program in which the agency plans to return American astronauts to the Moon. These ambitions are in line with China’s space program under which it aims to land a Chinese astronaut on the lunar surface within this decade.

Image: AP

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Diesel Particulate Filter Market Increase in Demand for Diesel Engines in Developing Countries by 2030 https://progpulsion.com/diesel-particulate-filter-market-increase-in-demand-for-diesel-engines-in-developing-countries-by-2030/ Wed, 28 Sep 2022 05:24:00 +0000 https://progpulsion.com/diesel-particulate-filter-market-increase-in-demand-for-diesel-engines-in-developing-countries-by-2030/ PORTLAND, ORAGON, USA, Sept. 27, 2022 /EINPresswire.com/ — Diesel Particulate Filter Market Outlook 2030 – Diesel Particulate Filters (DPFs) help capture particulate emissions of all soot particles from exhaust gases emitted by a diesel engine. Diesel particulate filters also help to ensure compliance with very strict emission standards. Diesel filters are very effective at controlling […]]]>

PORTLAND, ORAGON, USA, Sept. 27, 2022 /EINPresswire.com/ — Diesel Particulate Filter Market Outlook 2030 – Diesel Particulate Filters (DPFs) help capture particulate emissions of all soot particles from exhaust gases emitted by a diesel engine. Diesel particulate filters also help to ensure compliance with very strict emission standards. Diesel filters are very effective at controlling the solid portion of particulate matter (PM) emissions, but can be ineffective at controlling non-solid particles. Diesel filters have been marketed for selected retrofit applications. The filters are about to be marketed for light and heavy duty on-road diesel engines. Thus, leading to the growth of the diesel particulate filter market in the near future.

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Important factors impacting the growth of the diesel particulate filter market are the introduction of stringent emission regulations and increasing demand for diesel engines in developing countries. However, the changing trend towards gasoline and hybrid drive in light-duty vehicles in developed countries is expected to hamper the growth of the diesel particulate filter market. On the other hand, the increase in demand for other particulate filters and the introduction of active DPFs with electronically controlled regeneration have a positive impact on the growth of this market.

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COVID-19 SCENARIO ANALYSIS

The coronavirus pandemic is affecting millions of people around the world and bringing economies to a standstill.
The coronavirus caused demand to decline and remained at lower levels for much longer than in a typical year.
The COVID-19 lockdown has led to cleaner air, but won’t do much to solve the long-term air pollution problem.
COVID-19 pandemic has halted the various operations and reduced the demand for Diesel Particulate Filter market and will restart only when the situation is stable.
The poor and most vulnerable will suffer most from the health effects and the economic crisis.

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Key benefits of the report:

This study presents the analytical representation of the market along with current trends and future estimations to determine impending pockets of investment.
The report presents information related to key drivers, restraints, and opportunities, along with detailed analysis of the Diesel Particulate Filters market share.
The current market is analyzed from 2020 to 2027 to highlight the growth scenario of the market.
Porter’s Five Forces analysis illustrates the power of buyers and suppliers in the marketplace.
The report provides a detailed analysis of the Diesel Particulate Filter market based on the competitive intensity and how the competition will take shape in the coming years.

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Diesel Particulate Filter Market Research Report Questions Answered:

Who are the major market players active in the market?
What are the current trends that will influence the market in the coming years?
What are the market drivers, restraints and opportunities?
What are the projections for the future that would help to take new strategic steps?

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HAL set to boost production of cryogenic engines to advance India’s space exploration programs https://progpulsion.com/hal-set-to-boost-production-of-cryogenic-engines-to-advance-indias-space-exploration-programs/ Mon, 26 Sep 2022 13:49:05 +0000 https://progpulsion.com/hal-set-to-boost-production-of-cryogenic-engines-to-advance-indias-space-exploration-programs/ As space exploration mainly depends on cryogenic technology, the aerospace division of the state-owned Hindustan Aeronautics (HAL) has entered into the manufacture of cryogenic engines. This will help boost India’s space exploration programs as it will not be dependent on foreign companies for this essential technology. This is a major step in the technological upgrade […]]]>

As space exploration mainly depends on cryogenic technology, the aerospace division of the state-owned Hindustan Aeronautics (HAL) has entered into the manufacture of cryogenic engines. This will help boost India’s space exploration programs as it will not be dependent on foreign companies for this essential technology. This is a major step in the technological upgrade and modernization of the division

On her first official visit to any state on Tuesday, September 27, 2022, Indian President Draupadi Murmu will inaugurate the “Integrated Cryogenic Engine Manufacturing Unit” (ICMF) in Bangalore. The 4,500 square meter facility is expected to meet all Indian Space Research Organization (ISRO) cryogenic rocket engine manufacturing requirements. This facility was set up with an investment of Rs 208 crores. By March 2023, according to HAL officials, the module engines will be completed.

Read also: Leading the new space race

According to officials, this division already manufactures liquid propellant tanks and launcher structures of GSLV MK-II, GSLV MK-III, PSLV, and is also in the integration phase for GSLV MK-II.

Learn more about the new facility

Under one roof, there will be 70 high-tech equipment and testing devices. These will be used for the manufacture of CE20 cryogenic engines and also SE2000 cryogenic engines for Indian rockets.

While the SCE-2000 semi-cryogenic engine is intended for use in the SC-120 rocket stage under development, the CE20 engines are intended for the final stage of the GSLV Mk3 rocket.

Cryogenic engine. (Photo: HAL)

Learn more about cryogenic engines

Only a few countries, including Russia, the United States, France, Japan and China, have already mastered cryogenic technology. Cryogenic engines are used in space launch vehicles around the world.

Also read: To infinity and beyond: Indian space startups take off in style

Such an engine uses liquefied cryogenic or combustion (or both) fuel. This, according to HAL officials, is stored at very low temperatures. And this is already used by ISRO for its heavy light rockets. According to HAL, these cryogenic engines use liquid oxygen (stored at -183 degrees Centigrade) as the oxidizer. Liquid hydrogen (stored at -253 degrees centigrade) is used as fuel.

Background

India developed and designed high thrust cryogenic rocket motor which can generate rated thrust of 19 tons in 2015. At ISRO propulsion complex in Mahendragiri, it has been successfully endurance tested for a duration of 800 seconds in 2015 and it is used to supply the cryogenic. stage (C25) which is the upper stage of the GSLV MK-III launcher. This launch vehicle has the capacity to launch four-ton class satellites.

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ATEP vs. EEP: The F-35 Engine Controversy https://progpulsion.com/atep-vs-eep-the-f-35-engine-controversy/ Thu, 22 Sep 2022 16:26:59 +0000 https://progpulsion.com/atep-vs-eep-the-f-35-engine-controversy/ Poor people Lockheed Martin F-35 Lightning II, the 5th generation fighterjust can’t seem to avoid controversy even for a fleeting moment. (At least not those in American hands, i.e. the Israeli Air Force is apparently get much better results out of the warbirds.) As if the various startup issues and cost overruns with the warbird […]]]>

Poor people Lockheed Martin F-35 Lightning II, the 5th generation fighterjust can’t seem to avoid controversy even for a fleeting moment. (At least not those in American hands, i.e. the Israeli Air Force is apparently get much better results out of the warbirds.) As if the various startup issues and cost overruns with the warbird weren’t bad enough, now there’s a bureaucratic turf war brewing over what kind of engine the plane belongs to. Say hello to the F135 EEP vs. ATEP debate.

F135: Original engine for the F-35

This engine controversy was first brought to my attention two months ago by Mr. Travis Korsonfirst vice-president of Madison Strategies LLC. More recently – as it is only two days ago as these words are written – the matter has come to the attention of The Washington Timeslike paper published a guest editorial on the subject written by retired US Navy Captain Scott Gureck, former executive vice president of the American Naval Institute, titled “Navy, Marines Shouldn’t Bear Air Force F-35 Engine Replacement Costs.” But before we get to the crux of the controversy, a bit of technical background is in order.

The F135 is the original engine of the F-35 jet, developed by the famous Pratt & Whitney Department (originally the independent Pratt & Whitney Aircraft Company, founded in 1925) from Raytheon. The F135 engine has not remained frozen in time, as evidenced by the manufacturer’s EEP (Enhanced Engine Package). As the company’s official information page notes:

Pratt & Whitney developed EEP, a block upgrade for the F135, with the goal of providing an affordable, low-risk, and agile path to fielding significant propulsion capability for all F-35 customers. EEP leverages Department of Defense investments in adaptive technology to deliver the advanced capability needed for Block 4 and beyond, while maintaining the commonality of variants and international partnership approach on which the joint program was built. built. This maximizes affordability for all, with EEP generating approximately $40 billion in life-cycle savings over the life of the program… In addition, low technical risk is a must for pilot safety on a single-engine fighter. Based on operational experience, today’s F135 is the safest fighter engine ever produced. As a derivative design, EEP relies on the same proven architecture that boasts over one million flight hours of safe and reliable operation so pilots can complete their mission and return home safely..”

ATEP: Fix something that isn’t broken?

The EEP improvements, apparently, are not good enough to satisfy some powers that be, including the current Secretary of the Air Force. (SECAF) Frank Kendall. SECAF Kendall and other senior Pentagon officials instead insisted on implementing an entirely new propulsion system known as the the Adaptive Engine Transition Program (AETP). The AETP would essentially be a revival and revamp of a revival of the F-35 reciprocating engine program, which was canceled in 2011 after the bipartisan condemnation of the waste linked to the acquisition of a second engine. To give you an idea of ​​the strength of this bipartisan opposition, both the Department of Defense (DOD) and the administration of both Presidents George W. Bush and Barack Obama repeatedly stated that a second engine was not necessary and did not request funds for its development; Mr. Obama in particular has gone so far as to threaten to veto any budget containing an alternative engine.

The subsequent cancellation of the second F-35 engine ended up saving U.S. taxpayers more than $3 billion, likely the only time in the entire history of the F-35 money pit program where budget restraint and profitability really prevailed.

Yet now Mr. Kendall – who served as Under Secretary of Defense for Acquisition, Technology, and Logistics during the Obama administration – insists on bringing back this second engine, now under the ATEP banner, warning of dire consequences if this agenda is not fulfilled: “If you have several hundred F-35s in your inventory, how many F-35 more Are you willing to give up on getting the new engine? It’s an expensive engine. It takes a lot to do development — several billion dollars. So are you willing to have 70 fewer F-35s? to have this engine in the ones you have?

The biggest issue with AETP is compliance and compatibility; it is an Air Force-only system. And Captain (Retired) Gureck has a serious problem with that, as he forcefully explains:

A major drawback is that it is only possible for the Air Force F-35A used on conventional runways – not the Marine Corps F-35B for vertical and short take-off and landing; not the Navy F-35C used in catapult launches and arrested landings… If the AETP goes into production, with perhaps 70 fewer Air Force F-35s in inventory, the Navy and Marines would have to fly more planes in any fight to make up for the shortfall. to win… Besides the increased combat load, the Navy and Marine Corps should not be forced to pay for an aircraft engine that they cannot use, even indirectly… Bottom line: Adopting an expensive new propulsion system for the Air Force-only, mid-schedule F-35 is costly for all U.S. taxpayers and seems deeply unfair to the Navy and Marine Corps.”

Captain Gureck’s concerns are understandable, as the USAF ATEP defeats the purpose of a Cut Strike Fighter, whose F-35 was supposed to be in the first place.

F-35 Joint Strike Fighter. Image credit: Lockheed Martin.

Last but not least, there is another problem with the AETP proposal that is raised in the briefing paper that Mr. Korson provided to me: the potential new propulsion system will take at least half a decade, although too long to make an impact and keep up with the ever-changing threat environment.

Again, defeats the purpose.

Christian D. Orr is a former Air Force Security Forces officer, Federal Law Enforcement Officer, and private military contractor (with assignments in Iraq, United Arab Emirates, Kosovo, Japan, Germany and the Pentagon). Chris holds a BA in International Relations from the University of Southern California (USC) and an MA in Intelligence Studies (concentration in Terrorism Studies) from the American Military University (AMU). It was also published in The Daily Torch and The Journal of Intelligence and Cybersecurity. Last but not least, he is a Companion of the Order of United States Naval Order (US). In his spare time, he enjoys shooting, restaurants, cigars, Irish and British pubs, travel, USC Trojans college football, and professional sports in Washington DC.

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Marine Engines Market Share, Trends, Global Growth and Comprehensive Research Study by 2032 | Cummins, Hyundai Heavy Industries, Caterpillar, MAN SE https://progpulsion.com/marine-engines-market-share-trends-global-growth-and-comprehensive-research-study-by-2032-cummins-hyundai-heavy-industries-caterpillar-man-se/ Thu, 22 Sep 2022 10:36:01 +0000 https://progpulsion.com/marine-engines-market-share-trends-global-growth-and-comprehensive-research-study-by-2032-cummins-hyundai-heavy-industries-caterpillar-man-se/ The marine engine market research report provides all the information related to the industry. It gives the market insights by giving its client authentic data which helps them to make essential decisions. It provides an overview of the market which includes its definition, applications and developments, and manufacturing technology. This Marine Engines Market research report […]]]>

The marine engine market research report provides all the information related to the industry. It gives the market insights by giving its client authentic data which helps them to make essential decisions. It provides an overview of the market which includes its definition, applications and developments, and manufacturing technology. This Marine Engines Market research report tracks all the recent developments and innovations in the market. It gives the data regarding the hurdles while establishing the business and guides to overcome the upcoming challenges and hurdles.

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Top Key Players Covered in this report:

Cummins, Hyundai Heavy Industries, Caterpillar, MAN SE, Mitsubishi Heavy Industries, Volvo Penta, Rolls-Royce, Wartsila, GE Transportation, Deutz AG

Firstly, this Marine Engines research report introduces the market by providing an overview including definition, applications, product launches, developments, challenges, and regions. The market is expected to show strong development thanks to stimulated consumption in various markets. An analysis of current market designs and other basic characteristics is provided in the Marine Engine report.

The research provides answers to the following key questions:

  • What is the estimated market growth rate for the forecast period 2022-2032? How big will the market be during the estimated period?
  • What are the major driving forces responsible for shaping the fate of the marine engine market during the forecast period?
  • Who are the leading vendors in the market and what are the winning strategies that have helped them to firmly establish themselves in the marine engine market?
  • What are the key market trends influencing the development of the Marine Engine market across different regions?
  • What are the major threats and challenges likely to act as a barrier to the growth of the Marine Engines market?
  • What are the key opportunities that market leaders can capitalize on to gain success and profitability?

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Regional coverage:

The regional coverage of the market is mentioned in the report, mainly focusing on the regions:

  • North America includes the United States, Canada and Mexico
  • Europe includes Germany, France, UK, Italy and Spain
  • South America includes Colombia, Argentina, Nigeria and Chile
  • Asia-Pacific includes Japan, China, Korea, India, Saudi Arabia and Southeast Asia

Global Marine Engine Market Segmentation:

Power range (>1000 HP, 1001-5000 HP, 5001-10000 HP, 10001-20000 HP and above 20000 HP); Type (two-stroke, four-stroke); Engine (Propulsion Engine, Auxiliary Engine), Vessel Type (Commercial Vessel, Offshore Support Vessel, Others; Fuels (Heavy Fuel Oil, Intermediate Fuel Oil, Marine Diesel Fuel, Marine Gas Oil, Others)

Report Highlights:

  • The Marine Engines Market research report includes qualitative and quantitative market value
  • This high quality research report is prepared using primary and secondary sources
  • The research examines the elements that change the industry of market segments
  • It gives you better insight into market factors and how you can use them to create future opportunities

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Aircraft Engine Fuel Systems Market Growth Drivers 2022, https://progpulsion.com/aircraft-engine-fuel-systems-market-growth-drivers-2022/ Tue, 20 Sep 2022 08:31:58 +0000 https://progpulsion.com/aircraft-engine-fuel-systems-market-growth-drivers-2022/ Aircraft Engine Fuel Systems Market The global aircraft engine fuel systems market is estimated to grow at a tremendous rate during the forecast year 2022 to 2030. Aircraft fuel systems refer to a system that allows the aircrew to pump, deliver, and even manage fuel to the aircraft’s APU and propulsion system. Additionally, these fuel […]]]>

Aircraft Engine Fuel Systems Market

The global aircraft engine fuel systems market is estimated to grow at a tremendous rate during the forecast year 2022 to 2030.

Aircraft fuel systems refer to a system that allows the aircrew to pump, deliver, and even manage fuel to the aircraft’s APU and propulsion system. Additionally, these fuel systems can change depending on the performance of an aircraft and the location where the system is installed. In addition to this, the main role of the fuel system is that of a shut-off valve. Second, it gives the pilot the ability to choose which tank will power the plane’s engine. Several aircraft can be equipped with a left or right tank.

The global demand for aircraft fuel systems is believed to be driven primarily by phenomenal growth in aircraft deliveries. Modern light aircraft fuel systems are currently purchased by aircraft, which will help the market grow even further. However, the reluctance of some aircraft to incorporate advanced fuel systems has more severely hindered the expansion of the industry. Conversely, modernization of aircraft, which incorporates state-of-the-art emergency refueling and fuel systems, is expected to expand the potential market for fuel systems.

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The aircraft fuel systems market is segmented into segments based on location, technology, engine type, component, and application. Military, commercial and UAV applications are all included in the market research report. UAV engines, jet engines, helicopter engines and turboprops are among the engine types covered in the study. Additionally, the market research report evaluates the following components: pipelines, pumps, valves, gauges, inerting systems, and filters. Gravity feed, fuel delivery and fuel injection are some of the key technologies that were evaluated during the study. North America, Europe, Asia-Pacific and LAMEA are all regions that are experiencing extremely rapid growth.

The competitive landscape is scrutinized and it becomes clear that major IT companies are actively generating customers and introducing solutions in the same month. To retain their competitive edge, well-known market players are also frequently seen acquiring new businesses or regional competitors. Constant innovation, joint ventures and collaborations are other business methods favored by companies. Zodiac Aerospace, Eaton Corporation PLC, Honeywell International, Inc., Triumph Group, Inc., GKN PLC, Parker Hannifin Corporation Woodward, Inc., United Technologies Corporation, and Meggitt PLC are prominent players in the aircraft fuel system market.

Global Aircraft Engine Fuel Systems Market – Key Trends
Increasing investment in military aircraft to drive market growth
Rising expenditure on military aircraft by various countries including China and India is expected to drive the growth of the global aircraft engine fuel systems market during the forecast period of 2022 and 2028.

The growth of drones will enable the growth of the market
Growing demand for Unmanned Aerial Vehicles (UAV) is also driving the market growth and the same upward trend is expected to be seen during the forecast period. Additionally, drones are also expected to generate increased business opportunities in the market.

Global Aircraft Engine Fuel Systems Market – Assessment by Segment
Application, engine type, component, technology, and geography drive the segmentation of the global aircraft engine fuel systems market.

Fuel Systems Market by Application
• Military
• Commercial
• UAVs

Fuel Systems Market by Engine Type
• Drone engine
• Airplane engine
• Helicopter engine
• Turboprop

Fuel Systems Market by Component
• Piping
• Pump
• Valve
• Gauges
• Inerting systems
• Filters

Fuel Systems Market by Technology
• Gravity feed
• Fuel supply
• Fuel injection

Competitive hierarchy
Zodiac Aerospace, Eaton Corporation PLC, Honeywell International, Inc., Triumph Group, Inc., GKN PLC, Parker Hannifin Corporation Woodward, Inc., United Technologies Corporation and Meggitt PLC are some of the players driving the growth of aircraft global fuel systems market at a breakneck pace.

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Frequently Asked Questions
What are the factors that will drive the growth of the Global Aircraft Engine Fuel Market?
What are the factors likely to impede the growth of the Global Aircraft Engine Fuel Market?
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What are the different segments related to the aviation engine fuels market?

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This electric vehicle powered by a jet engine is speeding up a crazy 70-year-old idea https://progpulsion.com/this-electric-vehicle-powered-by-a-jet-engine-is-speeding-up-a-crazy-70-year-old-idea/ Thu, 15 Sep 2022 20:30:26 +0000 https://progpulsion.com/this-electric-vehicle-powered-by-a-jet-engine-is-speeding-up-a-crazy-70-year-old-idea/ A fashionable novelty the vehicle features multiple blades and wings and has a face that resembles a Transformer that hasn’t quite completed its metamorphosis. It even has a jet engine in the back, making it look like it could take flight at any moment. But it’s not an airplane, it’s a new electric car. Ariel, […]]]>

A fashionable novelty the vehicle features multiple blades and wings and has a face that resembles a Transformer that hasn’t quite completed its metamorphosis. It even has a jet engine in the back, making it look like it could take flight at any moment. But it’s not an airplane, it’s a new electric car.

Ariel, the pioneering British automaker behind bonkers vehicles like the open-air (and somehow street-legal) Atom, last month announced the prototype super-EV Hipercar, which the industry says company, will be available for purchase in 2024.

The carbon-fiber monstrosity is said to produce nearly 600 horsepower in its two-wheel-drive configuration and over 1,200 horsepower when providing power to all four wheels.

In its fastest configuration, Hipercar would go from zero to 60 miles per hour in two seconds, more than four times faster than a Toyota Prius, for example.

The next Ariel Hipercar is another attempt at a turbine-powered car.Arielle

You can guess the car’s 56kWh battery wouldn’t last too long delivering that kind of intense power. You’d be right, so that’s where its most curious tech trick comes in: the futuristic car carries a small gas turbine engine built by Cosworth. The engine is essentially a scaled-down version of what’s on an airplane wing.

Its purpose isn’t to push the car, but to create enough power to recharge the EV’s battery while the Hypercar rumbles down the road, extending its range.

The turbine range extender that is placed in the Ariel Hipercar.Arielle

This headline-grabbing technology is just the latest chapter in a torturous decades-long engineering story, in which people have tried — and mostly failed — to install turbine engines in automobiles.

And Ariel is not alone in the field of explosive propulsion. Elon Musk has teased the possibility of adding rocket motors to boost the next Tesla Roadster’s acceleration to utterly ridiculous levels.

Innovations in the age of electric vehicles could prove that the turbine belongs in cars – or we’ll see yet another round of spectacular misfires.

A history of jet cars

The 1963 Chrysler Turbine was a bold, heralded and ultimately doomed attempt to build the automobile of the future.Keystone-France/Gamma-Rapho/Getty Images

Prior to World War II, most aircraft used propellers driven by internal combustion piston engines, much like those found in today’s gasoline-powered cars. But engineers realized they would need a lighter, more powerful source of propulsion to elevate and speed up air travel.

Jet propulsion was already in development, but not yet out of the laboratory – that is, until the wartime arms race spurred the modern gas turbine engine, ushering in the era of modern jets with regular intervals of long-haul intercontinental flights.

In simple terms, a jet engine works like this: at the front, fans suck in air and suck it into a compressor, which “squeezes” it. Now pressurized, the air combines with the kerosene and ignites.

What if we put them in cars?

Then, the energy from the combustion reaction swirls to a nozzle at the rear of the engine. The resulting thrust propels the aircraft. As it exits, the thrust spins a turbine that powers parts of the engine, including the combustion chamber.

By the late 1950s, jet engines had taken over long-distance air travel. At that time, automotive engineers naturally wondered: what if we put them in cars?

The turbine engine, unlike an all-American V8 with its angry pistons racing back and forth, creates almost no vibration. The design is simpler than a piston combustion engine, which means it is theoretically more reliable and requires less maintenance.

“The main benefit would have been weight reduction,” says Jeff Defoe, a mechanical engineer and turbine expert at Canada’s University of Windsor. “That’s the whole reason we use gas turbines [in aircraft] – they have much better power to weight ratios than piston engines.

Companies and do-it-yourselfers began experimenting with turbine-powered cars, leading to such bizarre marvels as the 1950 Rover Jet 1.

The flagship experience best remembered today: the 1963 Chrysler Turbine, a bold, heralded and ultimately doomed attempt to build the automobile of the future.

While some of Chrysler’s test drivers professed their love for the peculiar power plant, many complained of poor fuel economy, chunky acceleration, and a roaring noise when the car picked up speed. high.

After several years of testing, Chrysler abandoned the program – and most of the cars. Today, car collector and former TV host Jay Leno has one of the last existing models in his garage.

Ultimately, the demise of the Chrysler Turbine killed hopes of the engine powering mainstream cars.

The high speed redux

The 1950 Rover Jet 1 was a strange marvel born out of early experiments with jet cars.Keystone-France/Gamma-Rapho/Getty Images

So why are turbine-powered cars – once a retro-futuristic mirage – making a comeback in the age of electric vehicles?

The showy turbine of the Ariel Hipercar is a different beast from the unsuccessful engines of the 1960s because it stores energy in its battery. That’s a good thing, says Defoe, because the turbine engine design is much better suited to this 21st century task.

Consider the typical functions of a car: it must constantly stop and start when the driver encounters stop signs and traffic lights and avoids other vehicles.

A traditional internal combustion engine can handle this task because it can run at a wide range of revolutions per minute (RPM).

A turbine makes much more sense as a range extender than a car engine.

Only on occasional long drives or a freeway trip can a car maintain the same speed and engine power for a few hours at a time, and flying down the freeway at a constant high speed doesn’t is not where the engine shines, anyway.

“But for gas turbines, that’s exactly the most efficient way to run the engine,” says Defoe. “The motor is most efficient at its maximum power, and the efficiency more or less continuously decreases the further you get away from it.”

That’s why turbines are ideal for air travel: planes don’t get stuck in air traffic, so jet engines can run near full power for long durations of 12 hours or more and pull the best use of a turbine design. They suck in traffic jams when the engine needs to slow down.

Overall, a turbine makes much more sense as a range extender than a car engine, Defoe says. The Ariel Hipercar’s turbine does not need to move up and down with the speed of the car. Instead, it runs at a constant RPM while it charges the battery. “It’s either on [and] works at its maximum efficiency point or does not work; there are no other conditions,” he says.

Turbines of the future

The Chevrolet Volt used a generator that produced electricity for its electric motors. MediaNews Group/Boston Herald via Getty Images/MediaNews Group/Getty Images

The turbine is just one way to give an electric vehicle extra fuel on board. For example, the Chevrolet Volt that General Motors sold from 2011 to 2019 used its small gasoline engine not to propel the car, but to run a generator that produced electricity for its electric motors.

Mazda has teased the idea of ​​harnessing its iconic Wankel rotary engine, which powered small cars like the RX-7, as a range extender in a future EV.

The hybrid semi-trailer developed by Edison Motors follows the same principle. Company engineers replaced the large diesel engine of an 18-wheeler with a downsized diesel generator that charges a battery, which in turn drives the truck’s electric motors.

Defoe says the turbine engine is a very good range extender. When shrunk from the giant beast of an airplane to the scale of the Hipercar, the turbine isn’t as efficient – it experiences more friction as fluids move through the engine.

Even so, he says, it would likely match the performance of a sophisticated piston engine and considerably lighter weight. This could be a critical consideration as EVs loaded with large, heavy batteries often struggle to support their weight.

Future turbines could even run on hydrogen.

And a turbine doesn’t necessarily need to burn fossil fuels. After all, part of the appeal of electric vehicles is the promise of lower carbon emissions. Electric vehicles can run on renewable energy, but adding a small on-board gasoline power plant to extend the vehicle’s range undermines its eco-friendliness.

Although it runs on gas in most current cases, the turbine is adaptable. The vintage 1960s Chrysler Turbine was designed to work with Chanel No. 5 perfume when visiting France and tequila when visiting Mexico. Defoe says the combustion chamber design can be changed quite easily to make it burn a different fuel, and the rest of the engine can stay the same.

Future turbines could even run on hydrogen, he says, which could benefit the engine as a whole. Because carbon dioxide is acidic, gas turbine exhaust corrodes engine parts over time.

“If you burn hydrogen and just have air mixed with water vapor as the gas in the back half of the engine, that will do positive things for the life of the machine,” says -he.

Of course, Ariel and Tesla aren’t the only ones sticking turbines on cars. A quick YouTube search will turn up videos of daredevils strapping jet engines to the back of their BMWs and Teslas. But it is better not to try this at home.

It was HORIZONS, a newsletter that explores today’s innovations shaping tomorrow’s world. Subscribe for free.

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Ursa Major will develop a ready-to-fly rocket engine for the US Air Force https://progpulsion.com/ursa-major-will-develop-a-ready-to-fly-rocket-engine-for-the-us-air-force/ Tue, 13 Sep 2022 06:04:22 +0000 https://progpulsion.com/ursa-major-will-develop-a-ready-to-fly-rocket-engine-for-the-us-air-force/ the Great Bear, a privately funded US company that focuses solely on rocket propulsion, has been awarded a contract under the US Air Force’s Tactical Funding Augmentation (TACFI) program. Under the agreement, Ursa Major will supply a 5,000 lb thrust, oxygen-rich staged combustion Hadley rocket engine suitable for both the booster and upper stage phases […]]]>

the Great Bear, a privately funded US company that focuses solely on rocket propulsion, has been awarded a contract under the US Air Force’s Tactical Funding Augmentation (TACFI) program. Under the agreement, Ursa Major will supply a 5,000 lb thrust, oxygen-rich staged combustion Hadley rocket engine suitable for both the booster and upper stage phases of satellite launch into Earth orbit. low.

Although more difficult to design than other systems, oxygen-rich staged combustion (ORSC) is more efficient for better engine performance and is the architecture preferred by the world’s advanced space programs. This effort continues to build on past investments in ORSC technology by the Air Force Research Laboratory (AFRL) to provide ORSC systems to the nation.

“We are proud of the Air Force’s continued support and recognition of Ursa Major’s leadership in the development of reliable, high-performance American-made rocket propulsion,” said Ursa Major Founder and CEO, Joe Laurenti. “Choosing Ursa Major and the Hadley Engine means more American satellites in space, which is more important than ever to our national security and global technical leadership.”

Hadley was developed by Ursa Major’s team of world-class propulsion experts, who have over 1,000 combined years of collective engine development experience over numerous successful engine launches and programs. Like all Ursa Major engines, Hadley delivers high performance, flexibility and reliability at a significantly lower cost using state-of-the-art manufacturing (3D printing) and a technology-driven, market-driven design approach.

Hadley features active throttle, active thrust vector control and configurable fuel mixture ratio. It is qualified to operate in flight at various power levels and capable of continuously throttling from minimum flight power levels to nominal levels. Ursa Major has already delivered many Hadley engines to customers from its unique 90-acre integrated facility in Colorado, which houses its engineering, manufacturing and testing functions on a single property.

“We selected Ursa Major and its Hadley rocket engine based on the company’s experienced engineering and management teams and the engine’s proven performance,” said Shawn Phillips, head of the rocket propulsion division of the Air Force Research Lab (AFRL) (aka The AFRL Rocket Lab). . “This partnership is an example of how the federal government is advancing its progress in research and development by engaging with our country’s promising entrepreneurs and innovators.

As part of the AFRL contract deliverables, Ursa Major will also provide the Air Force Research Laboratory with statistically significant data sets from extensive testing of multiple Hadley engines, including specific impulse, or ISP, measurements of combustion stability, vibration and shock profiles, and range of inlet pressures and temperatures.

Hadley will be qualified using similar metrics under an internal test plan based on industry guidelines and best practices, focusing on motor life, operating space, functional requirements and performance . The qualification test campaign as part of this effort will include runtime at and beyond the extremes of the power level and mix ratio targets, demonstrating that Hadley operates safely and reliably in the level of power and mix ratio required for Department of Defense (DOD) missions of interest.

Reliable rocket propulsion is essential to sustaining the space supply chain and growing the space industry. Ursa Major’s flexible rocket engines can be used for a variety of DOD and non-DOD missions, from air launch to hypersonic flight and in-orbit missions. Enterprise customers can launch faster and without the development costs of building engines in-house. Ursa Major has built and tested more than 50 staged combustion rocket engines and plans to deliver 30 to customers by the end of the year. Ursa Major engines have accumulated more than 50,000 seconds of autonomy.

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Rolls Royce out! Boom Overture has no engine? https://progpulsion.com/rolls-royce-out-boom-overture-has-no-engine/ Fri, 09 Sep 2022 23:42:46 +0000 https://progpulsion.com/rolls-royce-out-boom-overture-has-no-engine/ Boom Supersonic had Rolls-Royce as an engine partner for its next Overture jetliner – but now that is no longer the case. So who will make the engines for the jet? Going against the grain is never easy, but it’s usually more interesting. Specifically, it often leads to innovation. Or, sometimes, luck comes into play. […]]]>
Boom Supersonic had Rolls-Royce as an engine partner for its next Overture jetliner – but now that is no longer the case. So who will make the engines for the jet?

Going against the grain is never easy, but it’s usually more interesting. Specifically, it often leads to innovation. Or, sometimes, luck comes into play. Maybe an industry suddenly realizes it was heading in the wrong direction. In such a case, the well-placed “rogue” player can suddenly become the industry leader.

Copyright © 2022 Supersonic Boom

Introducing a new aircraft to the market is difficult, especially if the manufacturer itself is new. For its Overture to carry passengers, Boom needs more than just an engine supplier. He has to build his own supply chain, build a production and assembly plant, fix all his problems. The Chinese COMAC, for example, hopes to obtain certification for its C919 before the end of this year. It’s already over a year behind schedule – based on its plans this time last year.

Boom, Rolls-Royce and the right engine

But the C919 is essentially a conventional design – with many, MANY similarities to the Airbus A320. “Conventional” isn’t a word you can use to describe Boom’s opening. Boom has a long way to go to make that a reality, and having a motor partner is a big part of that process. Until recently, Rolls-Royce was, at least in theory, Boom’s partner.

The previous three-engine configuration. Copyright © 2021 Supersonic Boom

This is no longer the case. In a statement, Rolls-Royce said the following about Boom and its engine partnership:

We completed our contract with Boom and delivered various engineering studies for their Overture supersonic program. After careful consideration, Rolls-Royce has determined that the supersonic commercial aviation market is not currently a priority for us and therefore will not be continuing work on the program at this time. It was a pleasure to work with the Boom team and we wish them much success in the future.

As striking as this news may seem, it is not very surprising. Rolls-Royce and Boom announced their engine partnership in July 2020. Except they didn’t call it that. The press release refers to it as a “commitment agreement to explore pairing a Rolls-Royce propulsion system with Boom’s flagship supersonic passenger aircraft…”

The XB-1 test aircraft, which the company rolled out in 2020. Copyright © 2021 Boom Supersonic

The right partners

More recently, we’ve seen that Rolls-Royce isn’t actively designing an engine for the Boom Supersonic. He also suggested that the type of investment required by such an engine would only be possible if there was a strong business case for the aircraft. As we’ve seen, Boom changed the design of the Overture this summer, to a four-motor configuration. At the time, Boom did not confirm that Rolls-Royce was still its engine supplier.

Boom has an aggressive development and entry into service schedule. After finalizing the aircraft configuration this summer, the company hopes to have the prototype in the air by 2026. Moreover, we have yet to see its single-seat, three-engine prototype, the XB-1, take flight. Also, it’s unclear whether the Overture’s new layout still makes the XB-1’s data useful to the design team.

Rolls Royce out!  Boom Overture has no engine?

Copyright © 2022 Supersonic Boom

Nevertheless, Boom has amassed a number of partners, both as potential customers and suppliers. These include United Airlines, American Airlines, Japan Airlines (JAL), Safran (supplier, landing gear, etc.), Northrop Grumman, Collins Aerospace and the US Air Force. The amount of this funding is unclear.

It’s also unclear if Boom has other engine options. Previously, Aerion partnered with GE for its supersonic design. The company abandoned its efforts for financial reasons last year. GE’s engine used technology from the CFM-56, in a configuration closer to GE’s military jet engines – with which the CFM-56 shares some lineage anyway. So, could Boom and GE enter into such a partnership? If the manufacturer wants to stick to its development schedule, we should have an answer shortly.

Source

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Air Force tests High-Mach engine technology https://progpulsion.com/air-force-tests-high-mach-engine-technology/ Fri, 09 Sep 2022 04:16:40 +0000 https://progpulsion.com/air-force-tests-high-mach-engine-technology/ Air Force tests High-Mach engine technology Reactions Photo Engines ARLINGTON, Va. — The Air Force is teaming up with a UK-based aerospace company to test the limits of hypersonic-capable engines. Reaction Engines and the Air Force Research Laboratory have tested technology to simplify and improve high-Mach engine performance, the company recently announced. The testing was […]]]>

Air Force tests High-Mach engine technology

Reactions Photo Engines

ARLINGTON, Va. — The Air Force is teaming up with a UK-based aerospace company to test the limits of hypersonic-capable engines.

Reaction Engines and the Air Force Research Laboratory have tested technology to simplify and improve high-Mach engine performance, the company recently announced. The testing was made possible through the Department of Defense’s Overseas Comparative Testing Program.

The tests focused on Reaction Engines’ thermal management technology developed for the Synergetically Breathing Air, or SABER, rocket engine and how it can be adapted for other propulsion uses, said Reaction Engines President Adam Dissel.

SABER uses oxygen from the atmosphere to burn fuel. The engine can allow flight at hypersonic speeds — defined as Mach 5 or more — in part because of a pre-cooling thermal envelope up front, Dissel said.

“This device actually takes the air coming in at the front of the engine and puts it out,” he explained. “It literally takes it in air as hot as lava, 1,800 Fahrenheit, and lowers it to whatever temperature you want…so the engine can be run without melting.”

SABER is then able to extract the energy created from the large heat exchange and use it to further power the engine’s propulsion, he added.

Testing at Reaction Engines’ TF2 high-temperature test site at the Colorado Air and Space Port required the company to triple the amount of air flowing through the engine to simulate high Mach flight conditions, resulting in in turn creates even more energy to use. by the engine, he said. The technology could be used for both high Mach flight and ground applications, he added.

Reaction Engines partnered with the Defense Advanced Research Projects Agency in 2017 to prove the viability of the pre-cooler in the field. With the new AFRL program, the company is testing whether it can use the pre-cooler to make other engines capable of high Mach flight, Dissel said.

“What we would really like to see…is if we could marry our thermal technology with a jet engine,” he said. “Could we end up with a faster jet engine without having to redesign the entire jet engine?”


Topics: Test and Evaluation, International, Air Force News

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