nanOCOmPOsiTes Take FlighT
Nanocomposites take flight A vast amount of high performance nanocomposite research is being conducted, but where can the technology be applied in engineering? Ledetta Asfa-Wossen went to HiPerNano 2012 in London, UK, to find out.
16
MADE [ issue 2.12]
event review
Induced drag ~25% (also wake hazard) Shock losses ~10% Shock/BL issues Pressure drag ~10%
}
Cycle efficiency Chemical conversion Skin friction ~50%
Mechanical losses Auxiliary power requirements
>50% of fuel energy never
makes it to the air
Nanocomposite inks have been used
and extended lifetimes.’ At present,
actively, you need an effective sensor to
in paintings for almost 3,000 years.
nanodielectrics remains a relatively
detect the structure. But there are often
They exist in nature in the form of
new area. Little is known about how to
low sensitivity or temperature issues...Small-
abalone shell and bone, but even now
characterise or assemble these materials.
scale, high-sensitivity pressure sensors have
the challenge of how to implement
To test this idea, grid research and
proven extremely difficult to produce.
nanocomposites for advanced
technology centre ALSTOM is heading up a
Covering a decent-sized airliner with sensors
engineering on a mass scale remains.
£1m consortium-led project, NanocompEIM,
using this process could cost about £5bln.’
The UK’s energy policy has set up a
to demonstrate, manufacture and scale
A high-performance nanomaterial
tough agenda for the electricity supply
up nanocomposite electrical insulation
would be an ideal method to locally
industry. The 2020 targets require the UK
materials. The project is to span 30 months
control and detect change in material
to increase electricity generation from
and will aim to gain understanding and
property and surface shear on an
renewable sources to 15% (currently 3%).
practical experience of the production
aircraft, as it is very thin and highly elastic
By 2050, 80% of CO2 needs to be reduced,
of nanodielectric materials for potential
with a 34% reduction by 2022. Wind and
application in HVDC transmission
(strains of 10% to 50%). In addition, it
ocean resources are plentiful given the
equipment (most of which will also
UK’s location, but energy needs to be
be relevant for HVAC equipment).
harvested, transported and distributed. According to Dr Fabrice Perrot, nanocomposites could provide advanced insulation materials for the manufacture of next-generation high-voltage direct current (HVDC) power transmission equipment. ‘HVDC insulation materials could further redistribute renewable energy for highcost converter stations and marine cables, and increase power reliability. They are essential for long-term growth of onshore and offshore HVDC systems in the UK
Working smart A further energy issue that could be solved by nanoengineering is smart coatings for drag reduction. ‘Typically around 50% of fuel burn for a commercial airliner in cruise
is electrically conductive and can be applied inexpensively over large areas. ‘At the moment, there are poor material choices available. Sensors are fragile, very expensive and have a high defect rate. Actuators need to be small (around 100um) and have fairly high bandwidth.’ John Godman of Agusta Westland
conditions is used just to overcome skin
Research and Innovation Dept UK,
friction,’ (see image above) explained
discussed how nanomaterial surfaces could
David Birch of the University of Surrey, UK.
provide a better solution for rotorcrafts
A substantial proportion of the drag penalty incurred by a number of marine vehicles, including submarines, is also
that need to reduce vibration, noise and emissions and maximise payload range, or on rotor blades to delay stall. Helicopters
due to skin friction. A smart surface
need to sustain extreme environments
and multi-terminal HVDC schemes.’
capable of sensing and reacting to
such as erosion or brownout, often at 35° and an altitude of 6,000ft. Ice and rain
Power to the people
local flow conditions could reduce drag. However, limitations in sensor and actuator
also present mechanical problems such as
Perrot noted other benefits, such as an
technology have so far hampered any
engine ingestion. But, even with a range
increase in dielectric strength and voltage
practical development of these smart
of promising applications, qualification
endurance, flexibility to control permittivity
surfaces. At the University of Surrey, a
and product certification will stall material
(AC) and conductivity (DC), thermal
team is investigating what elements need
development in sectors where safety is
stability and mechanical strength. ‘In
to be controlled when considering drag.
paramount. A lab scale project can take up
practice, this could mean more compact
Understanding turbulent boundary layers,
to 1–3 years, to complete prototyping 5–11
power equipment, flexibility in design
for example, is key. ‘To control anything
years, and in engineering time is money.
and Europe, which rely on point-to-point
17
16
MADE [ issue 2.12]
event review
Induced drag ~25% (also wake hazard) Shock losses ~10% Shock/BL issues Pressure drag ~10%
}
Cycle efficiency Chemical conversion Skin friction ~50%
Mechanical losses Auxiliary power requirements
>50% of fuel energy never
makes it to the air
Nanocomposite inks have been used
and extended lifetimes.’ At present,
actively, you need an effective sensor to
in paintings for almost 3,000 years.
nanodielectrics remains a relatively
detect the structure. But there are often
They exist in nature in the form of
new area. Little is known about how to
low sensitivity or temperature issues...Small-
abalone shell and bone, but even now
characterise or assemble these materials.
scale, high-sensitivity pressure sensors have
the challenge of how to implement
To test this idea, grid research and
proven extremely difficult to produce.
nanocomposites for advanced
technology centre ALSTOM is heading up a
Covering a decent-sized airliner with sensors
engineering on a mass scale remains.
£1m consortium-led project, NanocompEIM,
using this process could cost about £5bln.’
The UK’s energy policy has set up a
to demonstrate, manufacture and scale
A high-performance nanomaterial
tough agenda for the electricity supply
up nanocomposite electrical insulation
would be an ideal method to locally
industry. The 2020 targets require the UK
materials. The project is to span 30 months
control and detect change in material
to increase electricity generation from
and will aim to gain understanding and
property and surface shear on an
renewable sources to 15% (currently 3%).
practical experience of the production
aircraft, as it is very thin and highly elastic
By 2050, 80% of CO2 needs to be reduced,
of nanodielectric materials for potential
with a 34% reduction by 2022. Wind and
application in HVDC transmission
(strains of 10% to 50%). In addition, it
ocean resources are plentiful given the
equipment (most of which will also
UK’s location, but energy needs to be
be relevant for HVAC equipment).
harvested, transported and distributed. According to Dr Fabrice Perrot, nanocomposites could provide advanced insulation materials for the manufacture of next-generation high-voltage direct current (HVDC) power transmission equipment. ‘HVDC insulation materials could further redistribute renewable energy for highcost converter stations and marine cables, and increase power reliability. They are essential for long-term growth of onshore and offshore HVDC systems in the UK
Working smart A further energy issue that could be solved by nanoengineering is smart coatings for drag reduction. ‘Typically around 50% of fuel burn for a commercial airliner in cruise
is electrically conductive and can be applied inexpensively over large areas. ‘At the moment, there are poor material choices available. Sensors are fragile, very expensive and have a high defect rate. Actuators need to be small (around 100um) and have fairly high bandwidth.’ John Godman of Agusta Westland
conditions is used just to overcome skin
Research and Innovation Dept UK,
friction,’ (see image above) explained
discussed how nanomaterial surfaces could
David Birch of the University of Surrey, UK.
provide a better solution for rotorcrafts
A substantial proportion of the drag penalty incurred by a number of marine vehicles, including submarines, is also
that need to reduce vibration, noise and emissions and maximise payload range, or on rotor blades to delay stall. Helicopters
due to skin friction. A smart surface
need to sustain extreme environments
and multi-terminal HVDC schemes.’
capable of sensing and reacting to
such as erosion or brownout, often at 35° and an altitude of 6,000ft. Ice and rain
Power to the people
local flow conditions could reduce drag. However, limitations in sensor and actuator
also present mechanical problems such as
Perrot noted other benefits, such as an
technology have so far hampered any
engine ingestion. But, even with a range
increase in dielectric strength and voltage
practical development of these smart
of promising applications, qualification
endurance, flexibility to control permittivity
surfaces. At the University of Surrey, a
and product certification will stall material
(AC) and conductivity (DC), thermal
team is investigating what elements need
development in sectors where safety is
stability and mechanical strength. ‘In
to be controlled when considering drag.
paramount. A lab scale project can take up
practice, this could mean more compact
Understanding turbulent boundary layers,
to 1–3 years, to complete prototyping 5–11
power equipment, flexibility in design
for example, is key. ‘To control anything
years, and in engineering time is money.
and Europe, which rely on point-to-point
17
