Renewable energy sources are becoming increasingly popular. However, such energy can be wasted if an excess is available when it’s not yet needed. A particularly relevant example is solar power; solar panels provide most of their output during the day, while often a household’s greatest energy use is at night.
One way to get around this problem is by storing excess energy so that it can be used later. The most common way this is done is with large batteries, however, it’s not the only game in town. Phase change materials are proving to be a useful tool to store excess energy and recover it later – storing energy not as electricity, but as heat. Let’s take a look at how the technology works, and some of its most useful applications. Continue reading “Using Phase Change Materials For Energy Storage”→
The name Rube Goldberg has long been synonymous with any overly-built contraption played for laughs that solves a simple problem through complicated means. But it might surprise you to learn that the man himself was not an engineer or inventor by trade — at least, not for long. Rube’s father was adamant that he become an engineer and so he got himself an engineering degree and a job with the city. Rube lasted six months engineering San Francisco’s sewer systems before quitting to pursue his true passion: cartooning.
Rube’s most famous cartoons — the contraptions that quickly became his legacy — were a tongue-in-cheek critique meant to satirize the tendency of technology to complicate our lives in its quest to simplify them. Interestingly, a few other countries have their own version of Rube Goldberg. In the UK it’s Heath Robinson, and in Denmark it’s Robert Storm Petersen, aka Storm P.
Rube Goldberg was a living legend who loved to poke fun at everything happening in the world around him. He became a household name early in his cartooning career, and was soon famous enough to endorse everything from cough drops to cigarettes. By 1931, Rube’s name was in the Merriam-Webster dictionary, his legacy forever cemented as the inventor of complicated machinery designed to perform simple tasks. As one historian put it, Rube’s influence on culture is hard to overstate.
We have to admit that flying cars still sound pretty cool. But if we’re ever going to get this idea off the ground, there’s a truckload of harsh realities that must be faced head-on. The most obvious and pressing issue might seem to be the lack of flying cars, but that’s not really a problem. Air taxis are already in the works from companies like Airbus, Rolls-Royce, and Cadillac, who premiered theirs at CES this year.
British startup Urban Air Port is building their flagship eVTOL hub smack dab in the center of Coventry, UK, a city once known as Britain’s Detroit due to the dozens of automobile makers who have called it home. They’re calling this grounded flying saucer-looking thing Air One, and they are building it in partnership with Hyundai thanks to a £1.2 million ($1.65M) grant from the British government. Hyundai are developing their own eVTOL which they are planning to release in 2028. Continue reading “World’s First EVTOL Airport Will Land This November”→
When it comes to dominating offroad performance, many people’s first thought is of tracked vehicles. Bulldozers, tanks and excavators all use treads, and manage to get around in difficult terrain without breaking a sweat. Today, we’re exploring just what makes tracked vehicles so capable, as well as their weaknesses.
It’s All About Ground Pressure
The various parts of a tank’s propulsion system.
Let’s first look at how tank tracks work. There are a huge variety of designs, with differences depending on application. Different trends have been followed over time, and designs for military use in combat differ from those used for low-speed construction machines, for example. But by looking at a basic tank track design, we can understand the basic theory. On tanks, the track or tread itself is usually made up of individual steel links that are connected together with hinges, though other machines may use rubber tracks instead. The tracks are wrapped around one or more drive wheels, often cogged, which directly pull on the track. On the bottom of the vehicle are the road wheels, which ride on top of the track where it lies on the ground. The weight of the vehicle is carried through the road wheels and passed on to the tread, spreading out the load across a broader area. Outside of this, the track system may also have one or more idler wheels used to keep the track taught, as well as return rollers to guide the track back around without touching the road wheels.
As a society in the USA and other parts of the world, we don’t give much thought to the twisting vines of civilization that entangle our skies and snake beneath our streets. The humming electrical lines on long poles that string our nations together are simply just there. Ever-present and immutable. We expect to flick the switch and power to come on. We only notice the electrical grid when something goes wrong and there is a seemingly myriad number of ways for things to go wrong. Lighting strikes, trees falling on lines, fires, or even too many people trying to crank on the A/C can all cause rolling blackouts. Or as we found out this month, cold weather can take down generation systems that have not been weatherized.
We often hear the electrical grid described as aging and strained. As we look to the future and at the ever-growing pressure on the infrastructure we take for granted, what does the future of the electrical grid look like? Can we move past blackouts and high voltage lines that criss-cross the country?
These days, nearly everyone communicates through some kind of keyboard, whether they are texting, emailing, or posting on various internet discussion forums. Talking over the phone is almost outmoded at this point. But only a few decades ago, the telephone was king of real-time communication. It was and still is a great invention, but unfortunately the technology left the hearing and speaking-impaired communities on an island of silence.
Engineer and professor Paul Taylor was born deaf in 1939, long before cochlear implants or the existence of laws that called for testing and early identification of hearing impairment in infants. At the age of three, his mother sent him by train to St. Louis to live at a boarding school called the Central Institute for the Deaf (CID).
Here, he was outfitted with a primitive hearing aid and learned to read lips, speak, and use American sign language. At the time, this was the standard plan for deaf and hearing-impaired children — to attend such a school for a decade or so and graduate with the social and academic tools they needed to succeed in public high schools and universities.
After college, Paul became an engineer and in his free time, a champion for the deaf community. He was a pioneer of Telecommunications Devices for the Deaf, better known as TDD or TTY equipment in the US. Later in life, he helped write legislation that became part of the 1990 Americans with Disabilities Act.
Jerry Seinfeld launched his career with Bee Movie, an insect-themed animated feature that took the world by storm in 2007. It posed the quandary – that supposedly, according to all known laws of aviation, bees should not be able to fly. Despite this, the bee flies anyway, because bees don’t care what humans think is impossible.
The quote isn’t easily attributed to anyone in particular, but is a cautionary tale about making the wrong assumptions in an engineering context. Yes, if you model a bee using the same maths as an airliner, of course you’ll find that it shouldn’t be able to fly. Its tiny wings can’t possibly generate enough lift to get its body off the ground. But that’s because the assumption is an erroneous one – because bees don’t fly in the same way planes do. Bees flap their wings. But that’s just the beginning. The truth is altogether more complex and interesting! Continue reading “Flapping Wings And The Science Of How Bees Can Fly”→
