Today's KNOWLEDGE Share:Thick parts need more packing

Today's KNOWLEDGE Share

Why do thick parts need more packing than thin ones ?

Packing changes the parts size/volume/mass, but not the final density. Whatever is already solid at the end of fill (frozen skin) does not need any packing (shrinkage has already occurred !).

So, as the picture shows (in a slightly exaggerated way) in a thin part/section one only has to pack a tiny fraction of the total volume, whereas in a thick part/section, most of the volume will need to be packed, to compensate for the shrinkage.

Since thick parts are easy to fill and need more packing, it is not unusual to use a packing pressure much higher than the filling pressure. Something that might not fit the default values proposed by simulation...

Always think twice before accepting a default value.

Source:Vito leo

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Today's KNOWLEDGE Share:Hydrogen Cycle

Today's KNOWLEDGE Share

The production and use of hydrogen does not consume any water. The water that we use to produce hydrogen via water electrolysis comes back when we use the hydrogen to produce electricity and/or heat. To produce 1 kg hydrogen, we need 9 litres very clean water. But when we use 1 kg hydrogen to produce electricity and/or heat, you get 9 litres of very clean water back.

 

So, when using hydrogen, we produce very clean water. As an example, when we drive 100 km in a fuel cell car, we use 1 kg hydrogen and produce 9 litres very clean water. Enough drinking water for 3 days for 1 person

 

Hydrogen produced from water is therefore a circular energy carrier, that do not use water. In fact, with hydrogen, you do not only transport energy but also clean water over the world.

 

Read more about #hydrogenproduction by electrolysis of water in the book ‘Green Energy for All, how hydrogen and electricity carry our future’. 

https://lnkd.in/eJ9Xxk-n

Source:Ad van Wijk

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Aston Martin reveals “the world’s most bespoke, advanced and meticulously engineered road bicycle”

Offering a truly bespoke build for each owner, the world’s first online bicycle configurator offers the exact colours and materials available on Aston Martin’s ultra-luxury, high performance sportscars.

Aston Martin and British titanium bicycle leader J.Laverack have united to create a road bicycle without equal; the J.Laverack Aston Martin .1R.

Developed with input from high-performance automotive designers, the .1R is the most bespoke, most advanced and most engineered bicycle ever created featuring a number of world firsts.

Synergising the shared values of the two high performance British brands, Aston Martin and J.Laverack have applied truly innovative design and engineering processes to produce a fully integrated ‘visually boltless’ design that possesses an aesthetic purity and obsession to detail beyond compare.

The J.Laverack Aston Martin .1R uses a flawless fusion of parametrically designed, 3D printed titanium lugs and sculpted carbon fibre tubes. This ensures a frame that not only delivers an exceptional blend of response and comfort, but also sets new standards of elegance and beauty on two wheels. The smooth unions of the lugs and tubes are truly innovative and the herringboned weave of the carbon fibre on display is immaculate, despite the intricacy involved in manufacturing.

Oliver Laverack, Co-founder of J.Laverack Bicycles, said: “Working with the team at Aston Martin has unlocked new ideas and innovations, the application of which has created a bicycle more advanced than anything currently available on the market. Working in collaboration with Aston Martin we have not only taken our titanium bicycles to new heights but have also unlocked true innovation within the cycling industry, creating a bicycle with unparalleled levels of craftsmanship and performance engineering.

“Every component is designed to be part of the whole and to marry perfectly with the adjoining elements, achieving an unsurpassed degree of integration, which lays the foundation for the J.Laverack Aston Martin .1R’s boltless design.”

The J.Laverack Aston Martin .1R features faultless clean lines, where bicycle owners would normally expect to find fixings at the stem or seat post. The integrated four piston brake calipers are clean sheet design and required the development of bespoke testing equipment. As a result, there is not a single exposed cable or hose visible on the whole bicycle.

Applying innovations from outside the normal sphere of bicycles, everywhere you look on the .1R there are new solutions. Developed in collaboration with the most innovative designers from the high-performance automotive world, the .1R not only adopts design mastery from Aston Martin’s supercar and hypercar programmes but also benefits from the pinnacle of road bicycle engineering.

Source:Aston Martin/Jeccomposites

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New Technology Converts Mixed Plastic Waste into Oil for Plastic Manufacturing

A group of DTU researchers have therefore investigated new possibilities for recycling the plastic waste in collaboration with Roskilde University and a number of industry partners. Their research project RePlastic has shown that a valuable oil can be produced from otherwise useless plastic waste through pyrolysis.

Assessed the Potential of Several Plastic Materials in the Waste:

“I’m surprised at the great potential of pyrolysis technology for the most impure and mixed plastic fractions. This process can handle the plastic we have no other uses for. This enables us to bring end-of-life plastic back into the cycle and make it useful again,” says Anders Egede Daugaard, associate professor at DTU Chemical Engineering and head of the RePlastic project.

To fully understand Anders Egede Daugaard’s enthusiasm, you need to understand the challenges of recycling and sorting plastic waste into different categories and fractions. The current number of different plastic types with different properties is incredibly high—just take a look at your own plastic waste, where you will find hard, soft, ductile, colored, and transparent plastics.

Plastic waste is generally divided into two categories: industrial and household. Industrial plastic waste is usually more uniform as it often consists of only one type of plastic, where both the additives and manufacturing process are known. Household waste, on the other hand, is more often a mixture of different types and grades of plastic. The plastic is then sorted into different fractions depending on properties and quality.

Because the chemical additives vary according to the properties of each plastic product, the plastic waste needs to be sorted before it can be recycled in a mechanical process that granulates, heats, and remolds it into new plastic products. You cannot make new quality plastic from mixed plastic types because the melting point and additives differ and are often completely unknown.

In the RePlastic project, associate professor at DTU Anders Egede Daugaard and his team have assessed the potential of several plastic materials from the least valuable plastic fractions in the #plasticwaste. These fractions are where the majority of the household plastic waste ends up, along with industrial plastic waste that has already been recycled six or seven times and is therefore too worn out to be mechanically recycled again.

#Pyrolysis can Handle the Impurities in the Mixed and Dirty Plastic Waste:

The RePlastic project focused on using pyrolysis for chemical recycling. During the process, plastic waste is heated to high temperatures in a nitrogen-filled furnace, triggering a splitting of the chemical components of the plastic materials. Because there is no oxygen in the furnace, the plastic does not burn, but gasification occurs.

Source: Technical University of Denmark/specialchem

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Today's KNOWLEDGE Share: Chinese start-up unveils world's first gaseous-hydrogen truck with 1,000km range

Today's KNOWLEDGE Share

Chinese start-up unveils world's first gaseous-hydrogen truck with 1,000km range

Guangzhou-based Hybot says its fuel cell is 20% more efficient than rivals’ tech, requiring 8kg of H2 per 100km

Guangzhou-based Hybot says its H49 vehicle will only require 8kg of #H2 per 100km when travelling at high speed with a full cargo load of 49 tonnes — partly due its low weight of less than nine tonnes, and partly due to a fuel cell that it claims is 20% more efficient than rivals’ technology.

Hydrogen fuel-cell trucks normally have a fuel consumption of 9-9.2kg per 100km — 12.5-15% higher than the H49 — according to the International Council on Clean Transportation.

Germany’s Daimler has also unveiled a truck that can travel further than 1,000km on a single tank, but that runs on cryogenic liquid hydrogen — which contains 50% more energy by volume than gaseous hydrogen at 700 bar, and is not dispensed at any public H2 filling station.

The H49 also has a secondary use for its fuel cell — the hot water generated as a by-product of electricity production is used in the shower room and sink at the back of the driver’s cab, a useful addition for long-distance journeys.

The vehicle is also equipped with “high-speed autonomous driving”, including automatic lane changing; the ability for problems to be diagnosed remotely; and software updates via the cloud — leading to comparisons with Tesla in the Chinese media.

“This disruptive innovative design makes the Hybot H49 more competitive and opens a new chapter in #hydrogenfuelcell heavy-duty trucks,” said CEO Sun Ying at the product launch, at the Guangzhou Airport Expo Centre.

“H49 is expected to be delivered in small batches in the second half of 2024, and will be officially launched into mass production in 2025.”

#Hybot was jointly founded in December 2021 by Chinese investor Beijing Huaxia Shunze, conglomerate #GuangdongGuangwuHoldingGroup and a hydrogen fund affiliated with the Beijing Tsinghua Industrial Development Research Institute.

Source:Hydrogen Insight

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Today's KNOWLEDGE Share Otto Wallach-Nobel prize 1910

Today's KNOWLEDGE Share

Otto Wallach-Nobel prize 1910

In 1910 Otto Wallach (1847 to 1931) was awarded the Nobel Prize for Chemistry for his achievements in the fields of organic chemistry and the chemical industry for his pioneering work in the area of alicyclic compounds. Following studies in chemistry and natural sciences at the University of Göttingen he completed his Doctorate in 1869. After many years at the University of Bonn he was appointed professor of chemistry at the University of Göttingen in 1889, a post he held until his retirement in 1915. Wallach remained an active researcher until 1927.

Wallach’s main contribution was in laying the groundwork for the identification of the terpenes – a group of natural and synthetic hydrocarbons – and in determining the characteristics of camphor. camphor is a natural substance with a sharp aromatic smell, used in medicine for its sterilizing and anesthetic capabilities, and in the cosmetics industry for its pleasant aroma.

Wallach’s main contribution was in laying the groundwork for the identification of the terpenes – a group of natural and synthetic hydrocarbons – and in determining the characteristics of camphor. camphor is a natural substance with a sharp aromatic smell, used in medicine for its sterilizing and anesthetic capabilities, and in the cosmetics industry for its pleasant aroma.

Source:https://lnkd.in/diPJUYx8

BASF to Offer Butanediol and Polytetrahydrofuran with Reduced Carbon Footprints

From early 2024 onward, BASF will offer its products 1,4-butanediol (BDO) and polytetrahydrofuran (PolyTHF®) as ‘LowPCF’ products.

BASF has calculated the individual product carbon footprints (PCF) of both chemical products. The results were compared with assessments of market-wide average carbon footprints of the corresponding products of third parties.

Factors Contributing to Lower Carbon Footprints:

The analysis shows that due to BASF’s production setup, the PCFs of BDO and derivatives such as PolyTHF are significantly below the global average PCF of the corresponding third-party chemicals that are all produced from fossil-based raw materials.

On its journey to achieve net zero CO2 emissions by 2050, BASF is the first large chemical company to make available to its customers the individual PCFs of all its sales products. The PCF comprises the total greenhouse gas emissions that occur until the product leaves BASF’s factory gate for the customer: from the extraction of resources through manufacturing of precursors to the making of the final chemical product itself.

The PCF is determined by various factors. For example, energy generation in BASF’s own gas-fired combined heat and power plants generates significantly less greenhouse gas emissions compared to other conventional energy generation methods.

In addition, production processes of LowPCF intermediates are characterized by high production efficiency in terms of energy and raw material consumption due to BASF’s integrated Verbund system and continuous efforts in operational excellence. Finally, LowPCF intermediates generally use oil, natural gas or Verbund by-products, but not coal, as primary raw materials. Due to its chemical properties, the use of coal generally results in a higher carbon footprint of downstream products compared to those based on natural gas or oil.

BDO and PolyTHF as Essential Raw Materials:

BDO is mainly used for the production of PolyTHF. BASF’s customers use PolyTHF for example to produce elastic spandex and elastane fibers that are used for a wide range of textiles such as swimsuits, sportswear, and underwear, but also outerwear such as shirts and stretch jeans. The elastic fibers ensure wearing comfort in the long run, they are resistant to moisture and microbes.

PolyTHF also serves as a chemical building block for the production of thermoplastic polyurethanes (TPU), which BASF customers use to make highly abrasion-resistant and elastic hoses, films and cable sheathing, primarily for the automotive industry. Other applications include thermoplastic polyetheresters, polyetheramides and cast elastomers for the manufacture of wheels, for example for skateboards and inline skates. With a total of five production plants for PolyTHF in Europe, North America and Asia Pacific, BASF is one of the world’s most important suppliers of this versatile intermediate.

BDO is also a starting material for polybutylene terephthalate (PBT), an engineering plastic that is used successfully (under the BASF trade name Ultradur®) in the automotive, electrical and electronics industries. BDO also serves as an intermediate for the production of tetrahydrofuran (THF) and N-methylpyrrolidone (NMP), whose main applications are as essential solvents in the manufacturing of pharmaceuticals and for lithium-ion battery cathodes e.g., for electrical vehicles.

“Company CO2 emission reduction targets are playing an increasingly important role in the value chains we serve. With our LowPCF intermediates, we are supporting our customers in achieving their targets: They now have the option to consciously choose a product with a carbon footprint significantly below the global market average,” said Ketan Joshi, head of BASF’s Intermediates operating division. “By making CO2 emission data at the individual product level available to our customers, we also offer a level of transparency that is unique in the chemical industry.”

Source: BASF