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Новости сайта #ENGINEERING - 工程
New Post has been published on https://engineer.city/you-may-not-need-a-pdm-after-all/
You May Not Need a PDM After All
PDM systems are important, but imperfect. Onshape says it has a better way. (Image courtesy of Onshape.)
Onshape has sponsored this post. Do you care about how your CAD data is stored? Actually, let’s rephrase that: Do you want to stop caring about how your CAD data is stored? Today, many design engineers use product document management (PDM) systems to keep track of the hundreds, thousands, even millions of CAD files created during product development. PDM offers a way to organ… Source: engineering.com
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Новости сайта #ENGINEERING - 工程
New Post has been published on http://engineer.city/how-to-choose-an-industrial-heat-transfer-fluid/
How to choose an industrial heat transfer fluid
The sole purpose of any HTF is to transmit heat from one location to another and in manufacturing, such as the chemical and pharmaceutical industries, this is from a heat exchanger to a source requiring heat during the production phase. Hot heat transfer fluids can generally be divided into two groups — mineral or synthetic and it is very common to compare the relative characteristics of these fluids, especially when choosing a new fluid as these are very expensive investments. Synthetic fluids are generally considered to be superior to mineral fluids, however, there may be scenarios where the use of a mineral fluid may be appropriate.
Decision 1 – Choosing steam or an engineered heat transfer fluid
Mineral and synthetic HTFs are viable alternatives to water/steam and the preferred choice at temperatures above 200 degrees C (392 degrees F). At higher temperatures they can be operated at much lower pressures than steam – i.e. at a temperature of 343 degrees C (650 degrees F) steam has a vapour pressure 100-to-200-hundred times that of a synthetic terphenyl-based fluid HTF such as Globaltherm Syntec. Mineral and synthetic fluids are also preferred at sub-zero temperatures as their freezing points tend to be lower than water. For example, Globaltherm Syntec has a freezing point around -28 degrees C [-18.4 degrees F]. HTFs also tend to have a higher purity and less reactive/corrosive to system pipes and components.
Decision 2 – Ensuring the fluid is appropriate for use in the respective sector
In the food sector, there are food-grade HTFs and approved for incidental contact with foods during manufacture and have physical properties that mean they are colourless, non-toxic, non-irritating and non-fouling. In the chemical sector a fluid needs to be matched to the system and the requirements of the process and this means the operation may be run using either a mineral or synthetic HTF. Appropriateness may also include restrictions imposed in the sector or by company policy and insurance.
For example, the ability to store and handle the fluid on-site. As a general rule, mineral HTFs are less restrictive in their handling requirements and less hazardous to humans and the environment than more highly refined synthetic chemicals, so this needs to be part of the decision making process. Equipment manufacturers may also recommend the use of particular fluids. This is something that needs to be considered during the buying process.
Decision 3 – The upper operating range for the fluid
The operating temperature for an HTF depends on its base chemistry and purity. Mineral HTFs tend to have a lower maximum operating temperature than their synthetic equivalents. So, the fluid needs to be matched to the upper operating temperature of the system. This is also important to the potential effect of prolonged operations at high temperatures on the inevitable ageing of the fluid. Synthetic fluids can also operate at higher temperature and better resist thermal degradation – for example Globaltherm Omnitech can operate up to 400 degrees C [752 degrees F]).
Decision 4 – The key product features of the fluid
Key criteria for an HTF include high temperature thermal stability, product purity and heat transfer efficiency.The thermal stabilities of mineral and synthetic HTFs differ and so do mineral HTFs. For instance, lower quality mineral HTFs (e.g. group I base oils) are considered to be less stable (i.e. a higher risk of fouling) and to have a lower maximum operating temperature (260 degrees C [500 degrees F]) than group III base oils (~316 degrees C [600 degrees F]). So, the choice of an HTF is a trade-off between cost and high thermal stability and performance. Mineral HTFs are a good trade-off in this situation as they are cheaper than synthetic HTFs.
Decision 5 — The ancillary features of the HTF
Ancillary features need to be considered. These include viscosity, expansion rate, flash points and resistance to oxidation.
Viscosity: The objective is to get a fluid that has a low viscosity at low temperature as this affects the lowest start-up temperature for the system. In certain situations, mineral-based HTFs may have an advantage over synthetic fluids, operating down to lower/sub-zero temperatures than synthetic fluids.
Expansion rate: The fluid manufacturer should be consulted for the given rates of a fluid’s expansion as this is relevant to the rate of expansion of the fluid and whether the system is sufficiently designed to accommodate the fluid as it expands during operations.
Flash and fire points: A decline in closed flash point temperature indicates a rise in the formation of short-chain hydrocarbons (also known as ‘light-ends’) and their formation can signify thermal degradation. This rate tends to be faster for mineral HTFs. However, this can be slowed by operating at below the maximum operating temperature and the use of routine condition monitoring of the fluid to monitor and plan interventions to slow the overall process.
Resistance to oxidation: Oxidation of saturated hydrocarbons leads to the formation of polymerisation products (e.g. sludge) which can accelerate fluid breakdown and system fouling. Again, HTF condition monitoring can be used to detect these effects and be used as a basis to plan interventions to slow the process and limit its overall impact on the fluid and system.
It is important that end-users choose an HTF based on ‘value’, which is ultimately a trade-off between fluid cost and fluid performance. Once a decision has been made to use a high temperature HTF, the end user/buyer needs to ensure the fluid is appropriate for use in their facility and sector.
Author Chris Wright is a research scientist for Global Group of Companies. He can be reached at [email protected].
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HTF
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Process
[10] Plant Management
Source: engineerlive.com
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Новости сайта #ENGINEERING - 工程
New Post has been published on http://engineer.city/how-does-the-internet-travel-under-the-sea/
How does the internet travel under the sea?
While we may associate data with being up in the clouds, it’s very much in the ocean too. Beneath our seas lie thousands of cables, tasked with carrying the world’s internet traffic. These cables form a vital communications network — and the world would seem like a much bigger place without them. What is less often considered is how these cables made it to the sea floor in the first place. Here, Simone Bruckner, managing director at Cressall Resistors explains the challenges of cable laying.
Around the width of a garden hose, these network cables link countries and continents and are responsible for around 99 per cent of global internet activity. Some cable networks are short, such as the 81 mile CeltixConnect that joins Ireland to the UK. Others, such as the SeaMeWe-3, are as long as 25,000 miles and have dozens of landing points all around the world.
Today, there are around 380 underwater cables in operation, spanning a length of nearly 750,000 miles. While they may carry almost all of our communications, many of us are barely aware of their existence.
What is a cable layer?
A cable layer is a deep-sea vessel used to lay underwater cables on ocean floors for telecommunications and electric power transmission. Cables are stowed on the vessels in a spiral cable carousel and unreeled according to the speed at which the cable laying takes place. Today, the largest cable layer vessels can store as much as 9,000 tonnes of cables on board. The ships themselves are also of an immense weight, with a tonnage of up to 11,000 tons and the ability to lay several cable lines at once.
With anything up to a mile of cable being laid out over the side during passage, the weight of the cable is so massive that the drive motor has to reverse its function from motor to generator in order to brake the cable reel. Braking needs to occur regularly while the cable is lowered onto the sea floor to control the laying speed. This frequent braking, along with atmospheric problems such as salt, water ingress and extreme temperatures creates a pretty tough working environment.
To safely dissipate the excess energy created by braking, a bank of braking resistors is required. These resistors must be able to withstand harsh, corrosive environments so that the components do not degrade over time.
An additional challenge that these braking resistors face is insulation resistance. As the DC braking voltage of the unit cannot be connected to the vessel, it is not possible to use any of the re-generative capacities of a motor to power the ship. This means that a large resistor is required to dissipate all of the braking energy, as none of it can be fed back into the system.
To combat these challenges and manage excess braking energy onboard cable layers, engineers need to turn to a rugged solution. Most ships have a chilled water system, making it straightforward to incorporate resistors into the cable laying infrastructure.
For example Cressall’s EV2 water-cooled resistor is a 25kW unit available as a single unit or as a block of multiple units up to MW with a common cable box attached to braking power input, all using a common fresh water supply. Cooling is achieved in the EV2 by pumping cold water, which comes into one end of the system and then absorbs the heat. It can be pumped through a radiator, which can be located some way from the heat generating equipment.
However, if the end users chooses to cool the resistor using sea water, they would require a different solution. In this case, titanium-sheathed elements in high-grade stainless steel vessels are preferred as they are able to withstand constant harsh environments. This means that the resistor’s voltage capabilities and its durable materials can safely dissipate all of the excess heat created during cable laying braking to make sure the operation is carried out without causing harm to other components on the ship.
Underwater cables are the invisible force driving the internet. These cables are a critical part of modern infrastructure and making sure they reach the ocean floor without any problems is an important task. To successfully manage the frequent braking that is required during this process, a durable and capable resistor should always be found onboard.
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internet
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Electronics
[11] Communications
Source: engineerlive.com
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Новости сайта #ENGINEERING - 工程
New Post has been published on http://engineer.city/news-from-the-polestar-factory/
News from the Polestar factory
Polestar has created the production tooling in China, in preparation for customer deliveries in 2020. This second prototype phase is designed to prove vehicle integrity.
“Polestar 2 tooling trial prototypes are now rolling off the final production line in the Luqiao factory, and so nearing series production,” commented Thomas Ingenlath, Chief Executive Officer of Polestar. “Cars will be with customers in the first half of 2020, as planned. We will continue to make good on our promises.”
Also in China, Polestar 1 customer cars are rolling off the production line at the Chengdu facility which was inaugurated in August. Designed by Snøhetta, the facility continues to develop.
The next milestone in Polestar’s journey is the opening of a test track within the grounds of the factory. Dedicated to vehicle development and quality assurance, the track reduces the amount of transport required for vehicle assessment. This step to diminish the associated environmental footprint is another part of the brand’s promise to accelerate the shift to sustainable mobility across the industry.
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Evs
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Transport
Automotive
Source: engineerlive.com
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Новости сайта #ENGINEERING - 工程
New Post has been published on http://engineer.city/digital-twins-theyre-not-just-for-big-engineering-firms/
Digital Twins: They’re Not Just for Big Engineering Firms
(Image courtesy of Dassault Systèmes.)
By now, you’ve probably come across the term digital twin. It’s one of those terms that everybody loves to use but perhaps nobody totally understands. The one thing that everybody can agree on is that digital twins are poised to revolutionize product development, improving engineering efficiency and customer experience alike.
So, what is a digital twin? We could go into a lot of detail on the topic, but let’s stay out of the… Source: engineering.com
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Новости сайта #ENGINEERING - 工程
New Post has been published on http://engineer.city/can-elemental-analysis-produce-ultra-low-sulphur-fuel/
Can elemental analysis produce ultra-low sulphur fuel?
Over the last few years, the entire engineering sector has faced a reckoning over the major role it has to play in the fight against climate change and the environmental crisis. A scientific consensus is emerging that a return to ‘business as usual’ is no longer an option, particularly when it comes to the way fuels are created, processed and used.
Although many sectors are making a transition over to renewable energy sources, traditional petrol and diesel engines continue to play a major role — but even here, important steps are being taken to embrace greener approaches and designs. One of the most prominent examples of this trend is the rapid uptake of ultra-low sulphur fuel alternatives, which is playing a major role in mitigating the environmental impact of land and sea traffic.
Nevertheless, engineers and manufacturers continue to face certain technical challenges in embracing ultra-low sulphur as a new standard — which is why tools that can expedite this process, such as elemental analysers, are becoming more important for the sector than ever before.
What is driving demand for ultra-low sulphur fuels?
The core reasons motivating the rise in demand for ultra-low sulphur fuel alternatives are environmental in nature. Even though sulphur-based fuel emissions are not seen as a primary contributor to climate change, their broader impact on air quality is still seen as significant enough to spur urgent action.
For example, the high levels of sulphur found in conventional diesel are oxidised during combustion to produce sulphur dioxide, one of the key contributors to the chemical processes that result in acid rain. Additionally, this compound is seen as an ‘indirect’ greenhouse gas, as it plays a role in aerosol formation that can warm the atmosphere through absorption of solar radiation on dark particles, or cool it by forming cloud droplets and reflecting radiation.
When also factoring in the impact these emissions can have on human health, it is clear to see why regulators have been taking a hard line to reduce the sulphur content of modern fuels to a bare minimum. The European Union has been at the forefront of this, with its influential Euro 5 and Euro 6 emissions standards imposing a maximum limit of 10 ppm of sulphur in all petrol and on-road diesel; many non-European nations have followed this lead, including the likes of China, the US, India and Japan.
Almost all of the petroleum-based diesel fuel available in Europe and North America is now of the ultra-low sulphur variety, while the International Maritime Organisation will be introducing a new sulphur cap for fuel consumed by ships at the start of 2020, reducing the limit from 3.5% (35,000 ppm) to 0.5% (5,000 ppm). All the evidence suggests this trend is unlikely to be reversed.
A challenging transition
Although the sector is in broad agreement about the need to reduce the sulphur content of their fuels, a number of technical challenges remain that can make this a complex process.
Notably, reducing the quantity of sulphur in fuel also reduces its lubricity, increasing the risk of engine wear and damage unless additives are used to compensate; the resulting lower viscosity also creates the risk of leakages and difficulties for fuel injectors.
Additionally, it is essential that even ultra-low sulphur fuels retain the element in some quantity, because sulphur and sulphates need to be present in low amounts to prolong the longevity of the diesel soot filters in cars. As such, manufacturers are required to find ways to continually reduce the amount of sulphur in their fuels, in accordance with newer regulations, without eliminating the element completely or impairing the performance of the fuel.
In addition to complicating the production and refining process, this trend towards low-sulphur fuels has created testing and quality assurance challenges, as sophisticated equipment is required to carry out an accurate analysis of trace levels of sulphur. This must be monitored by the refineries themselves during the production process, and further down the supply chain by commercial laboratories; because small interruptions to this cycle can result in major disruptions to local fuel supplies, making the need for reliable and accurate analytical tools even greater.
A growing role for elemental analysis
Within this context, the reasons behind the growing importance of elemental analysers becomes clear. This technology has been used by the fuel industry for many decades for process optimisation, but at a time when regulatory oversight is becoming ever more stringent, these tools are essential in helping manufacturers cope with the demand for constant improvement.
Elemental analysis tools function through high-temperature combustion of a fuel sample, with an ultraviolet fluorescence detector then used to identify the presence of sulphur dioxide at very low levels. This process is highly sensitive and precise, delivering results that conform to international standards and provide engineers with confidence in the findings.
What’s more, modern analysers allow multiple elements to be scrutinised simultaneously, with trace levels of nitrogen analysed at the same time using a chemiluminescence detector. As manufacturers are also under pressure to reduce nitrogen oxide emissions from diesel fuel to meet environmental standards, this analytical process can deliver on multiple objectives at the same time.
It is clear that global regulations surrounding clean fuels are only set to become more demanding in the years to come, putting a greater onus on the industry to monitor pollutants more accurately and transparently than ever before. By equipping themselves with the right tools, manufacturers will be able to meet these challenges head-on and ensure they are not left behind by the demands of an ultra-low sulphur future.
The author is Peter Morgan, Technical Product Specialist at Elementar UK.
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diesel fumes
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Design
Automotive Design
Source: engineerlive.com
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Новости сайта #ENGINEERING - 工程
New Post has been published on http://engineer.city/a-pcb-printer-for-the-industry-4-0-era/
A PCB printer for the Industry 4.0 era
The BradyPrinter A8500 Label Printer Applicator automates printed circuit board labelling for complete traceability. It prints and applies tiny labels from the firm’s polyimide auto-apply label range that can resist the entire PCB production process.
It works at dimensions of 4mm x 3.18mm labels with a resolution of 600 dpi. It is compatible with most company ERP-systems.
The labels are specifically designed to identify printed circuit boards throughout their production process. The series includes the B-7727 polyimide PCB label developed for auto-apply applications. It stays attached and remains legible in reflow, wave solder and board washing. It can resist temperatures up to 300°C and the powerful chemicals and cleaning processes used in PCB assembly.
It offers industry 4.0-connectivity and is OPC UA ready. Information can be transferred by the BradyPrinter A8500 to the plant control system, which can then initiate the next action.
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Electronics
[11] Manufacturing
Source: engineerlive.com
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Новости сайта #ENGINEERING - 工程
New Post has been published on http://engineer.city/how-far-can-a-fuel-cell-car-travel-before-refuelling/
How far can a fuel cell car travel before refuelling?
French aeronaut and president of the Solar Impulse Foundation Bertrand Piccard has broken the world record for the longest distance traveled in a hydrogen-powered vehicle on a single refueling. Driving in a Hyundai Nexo, Piccard left the FaHyence hydrogen station in Sarreguemines, a place chosen because of the Grand Est Region's commitment to responsible mobility, with the destination of the Musée de l'Air et de l'Espace in Le Bourget – a distance of 778 km. Never before has a production car powered by a hydrogen fuel cell covered so many kilometres on a single charge.
Accustomed to challenges, including the first round-the-world trip in a balloon with Breitling Orbiter and the first round-the-world trip in a solar plane with Solar Impulse, this time Bertrand Piccard was able to take passengers along on this adventure. This was an opportunity for the adventurer and his guests to discover a new generation of car, to share their experiences in terms of environmental protection and to compare their points of view on sustainable development and mobility.
Arrival of record was celebrated in the setting of ‘’Musée de l'Air et de l'Espace’’ in Le Bourget, a reference to Bertrand Piccard's aerial exploits. In his capacity as the new world distance record holder with a hydrogen vehicle, Bertrand Piccard said: "With this adventure, we have proven that with clean technologies, we no longer need revolutionary experimental prototypes to break records. Everyone can now do it with standard zero-emission vehicles. A new era in performance is beginning, for the benefit of environmental protection.”
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alternative fuels
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Transport
Automotive
Source: engineerlive.com
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Новости сайта #ENGINEERING - 工程
New Post has been published on http://engineer.city/3d-technical-illustration-with-canvas-x-cadcomposer/
3D Technical Illustration with Canvas X CADComposer
Canvas X CAD Composer now allows users to import and manipulate native 3D CAD data. (Image courtesy of Canvas GFX.)
Last year, we reviewed Canvas X 2018, a technical illustration application from software developer Canvas GFX. While we found Canvas X to be feature-packed and user friendly, we noted one big gap in the software: a limited ability to work with 3D CAD models. Canvas GFX listened to that critique and developed a new product in the Canvas X family: Canvas X CADComposer. Released o… Source: engineering.com
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Новости сайта #ENGINEERING - 工程
New Post has been published on http://engineer.city/upgrade-for-watlows-pm-plus/
Upgrade for Watlow’s PM Plus
Watlow’s PM Plus his been upgraded to become more intuitive and features an enhanced interface for easier programming and readability with a Smooth-touch keypad. It is backwards compatible with legacy EZ-Zone controllers but offers many user upgrades including an intuitive menu flow allowing the controller to be easily configured. It also continues to offer the industry leading Bluetooth connectivity with the EZ-Link mobile app for remote access capability and full descriptions of parameters and error codes.
It improves the user experience by reducing the complexity at the front of the control while eliminating the dependency of cables when configuring the product. Like the original EZ-Zone PM, the PM Plus can be ordered as a PID controller, or an integrated controller with multiple functions combined into one.
Watlow’s new EZ-Link app allows users to easily setup, monitor and adjust the controllers via Bluetooth. The app is available free-of-charge from the app store for phones and tablets, and provides access to the controller’s parameters with fully spelled out names in plain text with help topics that explain each parameter and option.
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Source: engineerlive.com
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Новости сайта #ENGINEERING - 工程
New Post has been published on http://engineer.city/endrich-motor-range-expands/
Endrich motor range expands
Endrich Bauelemente Vertriebs has extended its product portfolio with the help of Chinese manufacturer of mini vibration motors and DC micromotors Baolong. Founded in 1986, the company is ISO9001, ISO14001 and OHSAS18001 certified and supplies some of the world's largest smartphone companies. In addition to specific products for the smartphone industry, the portfolio includes vibration and drive solutions for wearables, beauty application, medical devices and electric toothbrushes. Other typical applications include silent alarm and safety components and industrial equipment where haptic feedback is required. All products meet the ROHS and Reach standards.
The products are available as cylinder, coin or linear types in various sizes. SMD, spring contact and cable versions are also available. Fully encapsulated and thus dust- and waterproof versions complete the range.
"The Baolong product range gives us a better design-in concept in the field of vibration motors. And thus a broader range for customer-specific solutions," said Jens Mollitor, CTO of Endrich.
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electric motors
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Electronics
Components
Source: engineerlive.com
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Новости сайта #ENGINEERING - 工程
New Post has been published on http://engineer.city/nasa-finds-unusual-use-for-lidar/
NASA finds unusual use for lidar
Every night, under the cover of darkness, countless small sea creatures – from squid to krill – swim from the ocean depths to near the surface to feed. This vast animal migration – the largest on the planet and a critical part of Earth’s climate system – has been observed globally for the first time thanks to an unexpected use of a space-based laser.
Researchers observed this vertical migration pattern using the Cloud-Aerosol Lidar and Infrared Pathfinder Satellite Observations (CALIPSO) satellite — a joint venture between NASA and the French space agency, Centre National d'Etudes Spatiales — that launched in 2006.
“This is the latest study to demonstrate something that came as a surprise to many: that lidars have the sensitivity to provide scientifically useful ocean measurements from space,” said Chris Hostetler, a scientist at NASA's Langley Research Centre in Hampton, Virginia. "I think we are just scratching the surface of exciting new ocean science that can be accomplished with lidar.”
The study looks at a phenomenon known as Diel Vertical Migration (DVM), in which small sea creatures swim up from the deep ocean at night to feed on phytoplankton near the surface, then return to the depths just before sunrise. Scientists recognise this natural daily movement around the world as the largest migration of animals on Earth in terms of total number.
The cumulative effect of daily vertically migrating creatures on Earth's climate is significant. During the day, ocean phytoplankton photosynthesise and, in the process, absorb significant amounts of carbon dioxide, which contributes to the ocean's ability to absorb the greenhouse gas from the atmosphere. Animals that undergo DVM come up to the surface to feed on phytoplankton near the ocean’s surface and then swim back down, taking the phytoplankton carbon with them. Much of this carbon is then defecated at depths where it is effectively trapped deep in the ocean, preventing its release back into the atmosphere.
"What the lidar from space allowed us to do is sample these migrating animals on a global scale every 16 days for 10 years," said Mike Behrenfeld, the lead for the study and a senior research scientist and professor at Oregon State University in Corvallis, Oregon. "We've never had anywhere near that kind of global coverage to allow us to look at the behaviour, distribution and abundance of these animals."
Zeroing in on tropical and subtropical ocean regions, researchers found that while there are fewer vertically migrating animals in lower-nutrient and clearer waters, they comprise a greater fraction of the total animal population in these regions. This is because the migration is a behaviour that has evolved primarily to avoid visual predators during the day when visual predators have their greatest advantage in clear ocean regions.
In murkier and more nutrient-rich regions, the abundance of animals that undergo DMV is higher, but they represent a smaller fraction of the total animal population because visual predators are at a disadvantage. In these regions, many animals just stay near the surface both day and night.
Geographical differences
The researchers also observed long-term changes in populations of migrating animals, likely driven by climate variations. During the study period (2008 to 2017), CALIPSO data revealed an increase in migrating animal biomass in the subtropical waters of the North and South Pacific, North Atlantic and South Indian oceans. In the tropical regions and North Atlantic, biomass decreased. In all but the tropical Atlantic regions, these changes correlated with changes in phytoplankton production.
This animal-mediated carbon conveyor belt is recognised as an important mechanism in Earth’s carbon cycle. Scientists are adding animals that undergo DVM as a key element in climate models.
"What these modellers haven't had is a global dataset to calibrate these models with, to tell them where these migrators are most important, where they're most abundant, and how they change over time," said Behrenfeld. "The new satellite data give us an opportunity to combine satellite observations with the models and do a better job quantifying the impact of this enormous animal migration on Earth’s carbon cycle."
The satellite data are also relevant to global fisheries because the migrating animals are an important food source for larger predators that lurk in the depths of the ocean. Those predators are often species of fish that are attractive to commercial fisheries. The larger the DVM signal, the larger the population of fish that can live in the deep sea.
Though CALIPSO's laser was designed to measure clouds and atmospheric aerosols, it can penetrate the upper 20 meters of the ocean's surface layer. If the migrating animals reach this layer, they are detected by CALIPSO.
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NASA
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Design
Aerospace
Source: engineerlive.com
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Новости сайта #ENGINEERING - 工程
New Post has been published on http://engineer.city/how-exceed-turbox-enables-remote-access-for-engineers/
How Exceed TurboX Enables Remote Access for Engineers
Two users sharing a screen in OpenText Exceed TurboX remote access software. (Image courtesy of OpenText.)
Engineers love speed. That’s why so many of us like designing sportscars, airplanes and rockets. But engineers don’t just want the things they make to go fast—they want the things they use to make the things they make go fast to go fast. Capisce? In simpler words, engineers demand responsive and reliable software. When you’re laying down a wire a second in Cadenc… Source: engineering.com
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Новости сайта #ENGINEERING - 工程
New Post has been published on http://engineer.city/electric-motorcycle-development-speeds-up/
Electric motorcycle development speeds up
The way we get around is becoming increasingly electrified. Although eco-friendly transport has been at the top of the agenda for a while now, with Germany voting to ban the combustible engine all the way back in 2016, there is suddenly a deadline in sight for petrol and diesel cars in the UK.
The government’s original plans to phase out – and ultimately ban – petrol and diesel cars in favour of electric vehicles by 2040 has been much debated in the last year. Initial proposals to bring this forward to 2032 were deemed too soon by those in the motoring industry and now we seem to be aiming for a 2035 cut-off point.
This shifting time limit is having an impact on the motorcycle industry, too. Electric motorbikes are becoming increasingly popular, just in time for the looming ban on non-EVs.
How much interest is there in electric motorbikes?
There has been a rapid rise in interest in electric motorcycles in recent years. The European Electric Scooter and Motorcycles Market reportedly grew by 47.9 per cent in the year up to August 2019. This is in keeping with the 2018 trend, which saw the sales of electric motorbikes rise by 81.5 per cent.
The estimated increase in interest in the future is equally positive, with Europe expected to see the fastest growth up to 2027. It’s also expected that in this time period, electric motorcycles will grow globally from 684 thousand units in 2019 to reach 7,919 thousand units.
It’s clear that demand is growing for electric alternatives to the traditional motorcycle. With the government’s introduction of the plug-in motorcycle grant too, it is clear that there is an incentive for more people to make the switch to electric. Add to this the advancement in the technologies used in the creation of batteries, as well as an uptick in performance standards of these electric two-wheelers, and it seems that we could be on track for a 2035 ban on petrol and diesel engines. But is this achievable?
Although the forecast is looking good for e-motorbikes, there are some significant factors that are potentially holding this growth back. The main issue is that, although production of electric motorcycles is ramping up, we are not ready for the influx of electric.
There is a shortage of charging ports that can power up the rechargeable batteries. E-motorcycles run efficiently thanks to batteries being charged through an external power source. The lack of charging infrastructure has been pegged as a significant reason for the growth of this vehicle to become stunted.
Who is building electric motorbikes?
However, while there are reservations about how ready we are for electric motorbikes, it’s clear that the leading brands are convinced enough to press on with plans to create electric models. While pioneering brand Tesla has reenergised the electric car market, there are no plans in the pipeline for Elon Musk’s brand to make the move into motorcycles – which has allowed other big names to take centre stage.
One of the biggest is the legendary Harley-Davidson, which announced the introduction of LiveWire in 2018. Upon unveiling this electric creation at the EICMA motorcycle show in Milan, it signalled a shift in production tactics that immediately pitted it against the Energica Eva.
But it is Zero Motorcycles’ SR/F, which launched in February 2019, that has repeatedly drawn comparisons with Tesla. The Californian brand released both an entry level and premium model, receiving positive reviews across the board.
This surge in production by the big players in the industry reflects how far electric motorcycles have come and where we are heading in the future.
Tom Warsop, from motorcycle insurance specialists, Devitt Insurance, agreed: “With mainstream motorcycle manufacturers such as Harley Davidson entering the electric bike arena with LiveWire; and Triumph and Ducati not far behind, it’s clear that the future is electric.
“There’s work to be done on the infrastructure to support widespread use of electric vehicles but with emergence of electric bike manufacturers such as Zero, Energica and Arc, it’s certainly going to be exciting to watch it develop within the motorcycle industry.”
Battery life considerations
For those planning on joining the trend towards e-motorcycles, it’s worth knowing how to get the most out of it. With the battery life and charging points being the main sticking point, focusing on the battery is crucial for electric motorbike owners.
There are several points to consider when trying to preserve battery life. Firstly, how much throttle are you using? Constant throttle can significantly impact on the battery. It’s also worth considering the riding mode being used and the temperature.
Preserving the battery life is key to getting the most out of an e-motorcycle. As we move into a time when diesel and petrol engines’ days are numbered, shifting our attention to caring for our electric motorcycles can be key. By placing the focus on this, the future could be bright for travelling by electric.
Like e-motorcycles? Read about the Arc Vector here.
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Evs
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Transport
Road
Source: engineerlive.com
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Новости сайта #ENGINEERING - 工程
New Post has been published on http://engineer.city/what-will-happen-to-the-oil-market-in-2020/
What will happen to the oil market in 2020?
Here John Kicklighter at DailyFX has used the company’s new interactive Global Commodities tool to look ahead. This is what we can expect in 2020:
1. Global trade disruptions may affect immediate demand
While the trade war has become a hot topic, the concerns of nationalism are leading long-term investors to wonder if global demand may drop without trade growth seen in prior years, which could hurt the long-term demand for oil and its price.
2. Long-term demand from environmental regulations could see the market bifurcated
Oil market insiders have long been aware of the IMO 2020, which is effectively maritime energy standards and is set to be the most significant change in environmental standards on record. While the focus is on shippers using lower sulphur grades and pushing up the demand and price of cleaner forms of energy, naturally, global trade disruptions, trade frictions or the lack thereof, can act as a multiplier on the impact of this measure.
3. The rise of alternatives will likely continue to weigh on oil’s dominance
The rise of alternatives helps to explain why the longer-dated bets of oil prices made two-five years ago are below current prices. For example, solar power has been more popular, and the price of solar power has dropped by 50 per cent since 2009. At the same time, major E&P firms are pressured to look for environmentally friendly forms of energy (i.e. not oil).
4. OPEC+ or ROPEC production cuts may soon ease, and the price effect could hurt
OPEC + Russia has met a challenger for global crude supply in the United States, but the two nations make up many production cuts that have stabilised the market. If either or both decide that they have paid their dues, and the market is stabilised, we could see a large influx of supply coming onto the market that could act as a broad ceiling on prices.
5. Sanctions on Iran may prove to be the oil market wildcard
Sanctions around OPEC’s third-largest producer, Iran remain in focus in 2019 as the US government has moved to tighten sanctions, but Iranian President Hassan Rouhani has said there’s no chance of the nation’s exports falling to zero after the US tightened its position on sanctions waivers. The IMF (International Monetary Fund) has stepped in saying such sanctions could result in aggressive inflation in Iran if the US tightens sanctions.
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Oil & Gas
Source: engineerlive.com
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Новости сайта #ENGINEERING - 工程
New Post has been published on http://engineer.city/new-app-to-manage-your-pumping/
New app to manage your pumping
New Atlas pump is designed for conveying, clamping, drying processes or environmental applications. Using the newly developed VSD+ App, users can now set and access the relevant parameters of the vacuum pump quickly and in real time via iOS or Android devices.
Atlas Copco has equipped the three models of the DZS 100, 200 and 400 VSD+ series with corrosion-resistant materials in order to be well equipped for harsh application environments. For this purpose, they also have a durable internal coating. "This means we have designed the vacuum pump specifically for a long service life under robust process conditions," explained Alexander Frerichs, Product Manager for Atlas Copco’s Dry Vacuum Pumps.
In addition, the design principle requires uncomplicated maintenance: "For example, cleaning or replacing the pump claws does not require complex gearbox stripping and retiming," explained Frerichs. “This allows quick access to the inside of the pump by our service technicians or by the end customer. This simplifies, for example, the removal of product residues. No new synchronisation is necessary during the subsequent assembly. This results in short downtimes and low service costs for the operator.”
No oil-induced contamination
A VSD+ inverter drive is integrated in the motors to control the pumps. This allows the optimum performance points of the claw pump to be specifically controlled and power consumption to be reduced. This function ensures that energy is saved, and the carbon footprint is reduced. Sustainability is also ensured in the immediate process environment: the completely oil-free DZS VSD+ pumps certified to ISO 8573-1 Class 0 and are completely harmless to the quality of the ambient air during operation. This eliminates the risk of oil-induced contamination and damage to sensitive applications and products in the environment.
With the newly developed VSD+ App, users have quick access to numerous parameters. Via the iOS and Android devices, values such as inlet pressure, rotor speed, running hours and service intervals can be monitored and controlled at a glance in real time. The VSD+ App also makes it easy to commission the DZS VSD+ vacuum pump — via the three parameters target pressure, start/stop delay and stop level. When the pump is started, the VSD+ App automatically connects via Bluetooth. Once the desired values have been entered, the DZS 100 — 400 VSD+ series starts operation immediately.
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pumping technology
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Process
[10] Materials Handling
Source: engineerlive.com
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Новости сайта #ENGINEERING - 工程
New Post has been published on http://engineer.city/in-the-modern-design-world-solid-modeling-is-not-enough/
In the Modern Design World, Solid Modeling is Not Enough
MachineWorks has sponsored this post. With everything in the world being designed in 3D and almost all of it represented precisely with 10 degrees of precision, with everything smooth and straight, we may have missed a very important detail: the real world is anything but smooth and straight. Objects in the natural world are at best curvy, but sometimes craggy, jagged or random—no two snowflakes are alike, mountains are not cones and the Earth is not exactly asphere. Even man-made … Source: engineering.com
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