A student write-up that tries to compare the environmental impact and complexity of manufacturing automobile parts through conventional methods and modern distributed manufacturing techniques like 3D printing.

Investigating the carbon implications of AM-enabled  distributed production of spare parts in the automotive  industry

This article is a part of our <a href="http://www.wevolver.com/student-program" target="_blank">University Technology Exposure Program</a>. The program aims to recognize and reward innovation from engineering students and researchers across the globe.This paper presents a software prototype of the first decision support system (DSS) for long‐term and short‐term hangar aircraft maintenance planning (AMP). Due to the lack of optimization methods and efficient approaches for AMP in current practices, airlines usually aim for feasible solutions. The presented DSS can generate a comprehensive, optimized AMP solution, including optimized aircraft maintenance check schedules and associated maintenance tasks of each check and the tasks to be executed for each morning/afternoon/evening shift.&nbsp;The DSS prototype is developed using Python and for Windows operating system. It is a stand‐alone software prototype and has already been converted to an executable file. Thus, it can be run on any individual PC without installation or a license.&nbsp;From a system architecture perspective, The DSS consists of three components (layers), a database, a model, and a graphical user interface (GUI), as depicted in Figure 1:&nbsp;<ul><li>Database: Store the input data, including the maintenance planning document (MPD) from aircraft manufacturers, fleet status, operational constraints, and available workforce from airlines.&nbsp;</li><li>Model: Process input data, optimize the aircraft maintenance check schedule and maintenance task execution plan. This DSS prototype has three models for aircraft maintenance planning optimization (AMPO): aircraft maintenance check scheduling (AMPO‐1), task allocation (AMPO‐2), and shift planning (AMPO‐3).&nbsp;</li><li>Graphical User Interface (GUI): Allow users to interact with the DSS and visualize the planning results and the associated key performance indicators (KPIs).</li></ul><img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1656765540658-1656765540658.png" class="fr-fic fr-dii" alt="Architecture of the decision support system for aircraft maintenance planning.">Figure 1: Architecture of the decision support system for aircraft maintenance planning.The overall optimization process within the DSS entails the following seven steps: &nbsp;I. Extract maintenance check and task inspection interval &nbsp;II. Collect utilization parameters of each aircraft, such as calendar days (DY), flight &nbsp;hours &nbsp;(FH), &nbsp;and &nbsp;flight &nbsp;cycles &nbsp;(FC), &nbsp;and &nbsp;collect &nbsp;the &nbsp;utilization &nbsp;parameters &nbsp;of &nbsp;all &nbsp;systems and components &nbsp;&nbsp;III. Identify maintenance opportunities and detailed operational constraints &nbsp;IV. Generate optimal aircraft maintenance check schedule (AMPO‐1) &nbsp;V. Generate optimal task allocation for each maintenance check (AMPO‐2) &nbsp;VI. Integrate the optimal maintenance check schedule and task allocation plan &nbsp;VII. Plan the maintenance workforce and shifts (AMPO‐3) &nbsp;The AMPO‐1 generates an optimized long‐term (3&mdash;5 years) aircraft maintenance check schedule for the entire fleet in one go, while maintenance planners of airlines have to do that manually in 2&mdash;3 steps. The AMPO‐2 plans the tasks for each maintenance check for an optimized 3&mdash;5 years maintenance check schedule, compared with the current practices in which maintenance planners can only plan the maintenance tasks for the next 6&mdash;12 months.&nbsp;<h2 dir="ltr">Application &nbsp;</h2>The DSS prototype was demonstrated as part of the AIRMES project (AIRMES, 2016), on 51 aircraft, in March 2019 (Qichen Deng, 2021). The demonstration was carried out in collaboration with one of the major European airlines and one of the leading aircraft manufacturers and observed by the Clean Sky 2 Joint Undertaking partners involved in the related research effort. The demonstration aimed to validate the value of the DSS and evaluate its applicability, primarily for AMP optimization and the study of future maintenance scenarios. Two test cases were performed in the demonstration but we only show one test case here for the illustration purpose, in which we aimed to validate the DSS and benchmark its performance by comparing the solution obtained with the maintenance schedule of the airline.We compared our results with the maintenance schedule available at the airline (Airline Schedule). According to the results illustrated in Figure 2 and Figure 3, the AMPO‐1 of the DSS outperforms the planning approach of the airline. The AMPO‐1 results in 6946.5 FH for C‐check and 705.1 FH for A‐check, higher than 6783.8 FH and 701.1 FH from the maintenance schedule of the airline, but the result of AMPO‐1 has one fewer C‐check and three fewer A‐checks. Our airline partner also checks the maintenance check schedule obtained using the DSS and agrees that the DSS generates a better schedule than the maintenance planners. Besides, the AMPO‐1 of the DSS optimizes both the aircraft A‐ and C‐check schedule for 2019&ndash;2021 within only 10 min. It means that the DSS user can run the DSS to update its aircraft maintenance check schedule if there are changes instead of manually shuffling the A‐/C‐checks to make another feasible one.&nbsp;<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1656765540878-1656765540878.png" class="fr-fic fr-dii" alt="The KPIs of maintenance check schedule of the airline. We used the DSS to load the maintenance check schedule of the airline directly and visualized the results on the interface.">Figure 2: The KPIs of maintenance check schedule of the airline. We used the DSS to load the &nbsp;maintenance check schedule of the airline directly and visualized the results on the interface.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1656765540960-1656765540960.png" class="fr-fic fr-dii" alt="The KPIs of maintenance check schedule from the AMPO‐1 of the DSS.">Figure 3: The KPIs of maintenance check schedule from the AMPO‐1 of the DSS.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1656765540751-1656765540751.png" class="fr-fic fr-dii" alt="Results of optimal task allocation (AMPO‐2)."><img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1656765540845-1656765540845.png" class="fr-fic fr-dii" alt="Results of optimal task allocation (AMPO‐2).">Figure 4: Results of optimal task allocation (AMPO‐2).After the AMPO‐2 completed the optimal task allocation for all maintenance checks, the AMPO‐3 planned the work shifts and created job cards for technicians. Our airline partner set the horizon of shift planning for two weeks. Figure 5 shows an example of the results from AMPO‐3. The 1st column shows the aircraft tail number. The 2nd and 3rd columns indicate the date and work shifts. The 4th column describes the item or action, and the 5th column tells the maintenance planner where the maintenance work is in the aircraft. The last eight columns imply the workload needed for each skill type. The airline evaluated the work shifts after the demonstration and indicated that the work shifts of the first 2&mdash;3 days are almost the same as they planned, yet the difference becomes dramatic in the second week. It is worth mentioning that, for example, if a task requires one labor‐hour for a specific skill type, it can be one technician spending an hour, or two technicians spending half an hour, or even four technicians spending 15 min performing the task.&nbsp;<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1656765540572-1656765540572.png" class="fr-fic fr-dii" alt="An example of work shifts planned by AMPO‐3. " style="width: 352px;">Figure 5: An example of work shifts planned by AMPO‐3.Overall, the DSS can address aircraft maintenance planning optimization in an integrated fashion. &nbsp;It can automate repetitive tasks and reduce human errors while enabling fast, efficient, human-in-the-loop decision‐making in the AMP for the aviation industry. &nbsp;<h2 dir="ltr">References &nbsp;</h2>[1] Ackert, S. P. (2010). Basics of Aircraft Maintenance Programs for Financiers. &nbsp;&nbsp;[2] AIRMES. (2016). Retrieved from http://www.airmes‐project.eu/ &nbsp;[3] Qichen Deng, B. F. (2021). A novel decision support system for optimizing aircraft maintenance &nbsp;check. Decision Support Systems, 146.&nbsp;<h2 dir="ltr">About the University Technology Exposure Program 2022</h2>Wevolver, in partnership with <a href="https://mouser.com/" target="_blank">Mouser Electronics</a> and <a href="https://www.ansys.com/academic" target="_blank">Ansys</a>, is excited to announce the launch of the University Technology Exposure Program 2022. The program aims to recognize and reward innovation from engineering students and researchers across the globe. Learn more about the program <a href="http://www.wevolver.com/student-program" target="_blank">here</a>.<img alt="mouser-ansys" src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1656765540434-1656765540434.png" class="fr-fic fr-dii">

Student article showcasing a  software prototype for improving aircraft maintenance planning using a novel decision support system.

A Novel Decision Support System for Optimizing Aircraft Maintenance Check  Schedule and Task Allocation

A student article focusing on how the management of emergency vehicles can be fostered within a Smart City to suggest the best course of action in different traffic situations. 

Improving emergency response in the era of ADAS vehicles in the Smart City

A student article proposing a CMOS detector with concurrent in-phase coupling to achieve high-quality images using THz imaging systems.

Concurrent-Mode CMOS Detector IC for Sub-Terahertz Imaging System

Using public electricity and solar panels for the easy and hassle-free charging of Electric Vehicles is an interesting solution to combat the problem of the unavailability of Electric Vehicle Charging Stations.

Electric Vehicle Charging Station from Public Electricity and Solar Panels

This article is a part of our <a href="http://www.wevolver.com/student-program" target="_blank">University Technology Exposure Program</a>. The program aims to recognize and reward innovation from engineering students and researchers across the globe.<h2 dir="ltr">Current state of aircraft noise pollution</h2>When someone is asked, &ldquo;Are you often annoyed by aircraft noise?&rdquo;, the answer is likely a resounding &ldquo;YES&rdquo;. If you happen to live within a few kilometres from an airport (think of the neighbourhoods around Schiphol for example), aircraft noise is likely to be a major source of noise-induced annoyance. However, how loud is &ldquo;too loud&rdquo; exactly? In a recent survey conducted by the Federal Aviation Administration (FAA) in the United States, it appears that once the average day-night noise level rises above 50 dB (decibels), the percentage of highly annoyed respondents increases dramatically as portrayed in Figure 1.&nbsp;<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1653549088559-1653549088559.png" class="fr-fic fr-dii" alt="The percentage of highly annoyed respondents with respect to the DNL">Figure 1 The percentage of highly annoyed respondents with respect to the DNL in a survey carried out by FAA -&nbsp;<a href="https://www.faa.gov/regulations_policies/policy_guidance/noise/survey" rel="noopener noreferrer" target="_blank">source</a>For reference, the average noise level in a quiet classroom is around 25-30 dB, a regular vacuum cleaner often produces noise as high as 75 dB, and a noise intensity at 50&ndash;55 dB is roughly equivalent to that of a household refrigerator. It would be unlikely for someone to sleep comfortably or to relax near a refrigerator or a running vacuum cleaner, right?It is unfortunate that the impact of aircraft noise pollution is becoming more widespread following a research of ICAO (International Civil Aviation Organisation) research (see Figure 2). Without further noise reduction effort on individual aircraft, there could be a region as wide as the Netherlands on this planet by 2050 where the populace is regularly subjected to aircraft noise annoyance. It is expected the aircraft manufacturers must strive to achieve 0.3 EPNdB (effective perceived noise level in decibel) of noise reduction each year to reverse the trend. Of course, this necessitates continuous development of new technology and other forms of innovation.&nbsp;<img alt="trend over the years of the total area around the world that is affected by aircraft noise annoyance" src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1653549089178-1653549089178.png" class="fr-fic fr-dii">Figure 2 The trend over the years of the total area around the world that is affected by aircraft noise annoyance -&nbsp;<a href="https://www.icao.int/environmental-protection/Pages/Noise_Trends.aspx" rel="noopener noreferrer" target="_blank">source</a>The industry has, in fact, achieved great strides in terms of aircraft noise reduction. Modern jetliners operating today are hundreds, if not thousands, times quieter than their first-generation ancestors. This trend is illustrated in Figure 3 which shows the EPNL (effective perceived noise level &ndash; a metric used in aircraft noise certification) for different aircrafts at the time they were certified.&nbsp;<img alt=" The trend of aircraft noise level (in cumulative EPNL) over the past few decades" src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1653549088644-1653549088644.png" class="fr-fic fr-dii">Figure 3 The trend of aircraft noise level (in cumulative EPNL) over the past few decades -&nbsp;<a data-lf-fd-inspected-kn9eq4roawkarlvp="true" href="https://www.win.tue.nl/ceas-asc/Workshop15/CEAS-ASC_XNoise-EV_K1_Kempton.pdf" rel="noopener noreferrer" target="_blank">source</a>It should be noted that decibel is a unit for sound intensity in the logarithmic scale. This means that a 3 dB reduction corresponds to halving the sound intensity, whereas 10 dB reduction corresponds to 90% of reduction in the sound intensity. Therefore, the figure implies that the noise intensity emitted by a modern Boeing 787 Dreamliner is only 1/3000th of that of Boeing 707. More recently, however, the trend has slowed down evidenced by the &ldquo;flatter&rdquo; slope of the curve.<img alt="The number of worldwide annual airline passengers over the past few decades " src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1653549088825-1653549088825.png" class="fr-fic fr-dii">The number of worldwide annual airline passengers over the past few decades -&nbsp;<a href="https://www.icao.int/Newsroom/Pages/2021-global-air-passenger-totals-show-improvement.aspx" rel="noopener noreferrer" target="_blank">source</a>If modern aircrafts are already much quieter than ever before, then why is the impact of aircraft noise pollution becoming more widespread? Let us investigate the opposite end of this issue: the number of flights. Figure 4 suggests that the demand for civilian flight rises steadily despite setbacks introduced by adverse global events, such as economic crises and worldwide pandemic. The increase in the number of flights might have outpaced the present noise mitigation efforts, exacerbating the impact of aircraft noise pollution. Hence, novel technology and innovations will be necessary to ensure that the ongoing trend can be reversed in the future.<h2 dir="ltr">Noise sources in an aircraft</h2>For many, the presence of an aircraft is often associated with &ldquo;whooshing&rdquo; and &ldquo;whining&rdquo; noises, which are in fact the noise coming out from the engines. Unsurprisingly, an aircraft engine, such as the widely used turbofan, is still one of the loudest noise sources.&nbsp;<img alt="noise-contribution-airliner" src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1653549088775-1653549088775.png" class="fr-fic fr-dii"><img alt="noise-contribution-airliner" src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1653549090510-1653549090510.png" class="fr-fic fr-dii">Figure 5 The distribution of noise sources on a typical modern airliner -&nbsp;<a href="https://www.nasa.gov/centers/glenn/about/fs03grc.html" rel="noopener noreferrer" target="_blank">source</a>This is clearly shown in Figure 5, although it is worth noting that the airframe (i.e., fuselage, wings, and landing gears) also generates a fair amount of noise. The turbofan itself is a complex piece of machinery in which multiple noise generation mechanisms are found, such as the chaotic flow structures (turbulence) in the jet behind the engine. The jet noise used to be the main noise contributor on early airliners (e.g., Boeing 707). However, a modern turbofan generates a lower jet velocity to mitigate jet noise emission, and most of the thrust is achieved by using a large fan to drive a massive amount of air through the engine. In doing so the engine efficiency also becomes higher, and thus, there is a trend of increasing turbofan diameter over the years. Unfortunately, as the fan becomes larger, the noise contribution from the entire fan stage is also becoming more dominant (see in Figure 5).One of the relevant noise mechanisms in the fan stage is the interaction between the fan wake and the outlet-guide vanes (OGVs). The OGVs are non-moving blades installed downstream of the fan to straighten the swirling motion induced by the rotating fan. As the fan blades rotate at several thousands of rotations per minute, they leave trails of turbulent wake behind, which would impinge the OGV downstream. This phenomenon results in unsteady compression and expansion in the flow field surrounding OGV surface, which is subsequently radiated as sound. To combat noise emission from the fan stage, the inner wall of a turbofan is often equipped with sound-absorbing liners. As the design of modern turbofans incorporates wider diameter, the surface area available for the liners is expected to be more limited to minimise excess weight. Therefore, it is reasonable to introduce a noise mitigation technique directly at the source in pursuit of a quieter aircraft engine.<h2 dir="ltr">Fan wake-OGV interaction noise mitigation using porous edge modification</h2>The fan wake-OGV interaction is an example of turbulence-induced noise mechanism, which refers to the generation of sound due to the blockage of a turbulent flow field by a solid object. The keywords here are &ldquo;blockage&rdquo; and &ldquo;solid&rdquo;, which implies that if a turbulent flow field encounters an object that is &ldquo;less solid&rdquo;, and therefore imposes &ldquo;less blockage&rdquo;, the radiated noise intensity would be less as well.&nbsp;<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1653549089755-1653549089755.png" class="fr-fic fr-dii" alt="porus-material-wing-profile-porus-trailing-edge">Figure 6 Some examples of porous materials and an example of a wing profile with porous trailing edge (TE) modificationA porous material, which allows air flow to permeate through itself, appears to be a good fit for this purpose. There are many examples of porous materials, such as metal foams and perforated shells as depicted in Figure 6. These materials are often characterised by porosity (i.e., the volume proportion inside the material that is occupied by empty spaces) and permeability (i.e., the measure of &ldquo;easiness&rdquo; for flow to permeate across).<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1653549089505-1653549089505.png" class="fr-fic fr-dii" alt="porus-serrations-modification">Figure 7 NASA CRM-SDT aircraft model with the porous-serrations modification at the OGVIn a recent study, the application of porous material for aircraft noise reduction has been demonstrated using a computer simulation. The simulation considers an aircraft model based on a combination of NASA High-Lift Common Research Model (CRM) airframe and Source Diagnostic Test (SDT) turbofan fan stage. The velocity of the aircraft and the rotational speed of the fan correspond to a scenario in which the aircraft is approaching an airport. The forward segment of the OGV is modified using a porous leading edge with a sawtooth (serration) shape. The usage of serration shape generates smaller swirls around the porous surface, which further enhances the noise reduction capability by interfering with the coherence of noise scattering along the span of the leading edge. Two types of OGV modifications have been investigated: 1) the full-span porous leading edge (M800 and M450 &ndash; the higher number indicates higher porosity), and 2) the tip-only porous leading edge (M450E). In the latter, the OGV leading edge is porous only at the green region while the red region is completely solid.<img alt="difference in the source power level (PWL) for the different OGV configurations" src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1653549090483-1653549090483.png" class="fr-fic fr-dii">Figure 8 The difference in the source power level (PWL) for the different OGV configurationsBy employing a computational technique referred to as aeroacoustics analogy, it is possible to predict the far-field noise emitted by the aircraft model. Figure 8 shows the differences in the sound power level (PWL) produced by the different configurations. The graph on the left shows the distribution of the PWL at different frequencies. Note that the frequency axis is normalized by the first blade-passage-frequency (BPF), which is equal to the multiplication between the number of fan blades and the fan rotational speed. The sound produced by the aircraft model can be characterized by the tonal peaks, mostly corresponding to the multiples (harmonics) of BPF1, on top of the broadband base. Subsequently, the PWL spectra can be reconstructed into sound signals by employing auralisation technique.&nbsp;The bar chart at the right side of Figure 8 shows the effect of the porous OGV treatment on the sound power level. The full-span porous leading-edge treatment (M800 and M450) substantially mitigates the tonal peak, but the broadband noise component is enhanced. Therefore, the total PWL (OPWL) values for both configurations have barely changed from the baseline. These effects are also proportional to the porosity (recall that the porosity of the M800 treatment is higher than that of the M450 one). Limiting the porous treatment near the blade tip (M450E) leads to a net OPWL reduction, since both the tonal and broadband noise components are both abated.<img src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1653549090099-1653549090099.png" class="fr-fic fr-dii" alt="changes in the aircraft noise footprint due to porus le">Figure 10 The changes in the aircraft noise footprint (in a 2.5 x 2.5 km2 grid) due to the porous LEHow do the different OGV treatments affect listeners on the ground? This can be examined using the aircraft noise footprint that has been computed using the auralisation technique as in Figure 10. Having the full-span porous OGV modification (M800 and M450) leads to a relatively large noise reduction downstream of the aircraft, but the ground noise level is enhanced in front of it. Conversely, the tip-only porous OGV treatment (M450E) achieves net noise reduction (between 1 &ndash; 3 dB) all around. This clearly shows that the porous leading-edge treatment has to be carefully designed and integrated to produce the desirable outcome.<img alt="Christopher Teruna (right) and Chair of Aeroacoustics Research Group at Delft University" src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1653549089048-1653549089048.png" class="fr-fic fr-dii">Figure 11 The author Christopher Teruna (right) and Chair of Aeroacoustics Research Group at Delft University of Technology Damiano Casalino (left)<img alt="Don't do a PhD unless you really want to'The author carrying out a flow-induced noise test in TU Delft’s aeroacoustics wind tunnel" src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1653549090030-1653549090030.png" class="fr-fic fr-dii">Figure 12 The author carrying out a flow-induced noise test in TU Delft&rsquo;s aeroacoustics wind tunnel<h2 dir="ltr">What happens next</h2>What happens next is anybody&rsquo;s guess at this point, but the usage of porous material for aircraft noise mitigation can be considered promising as demonstrated in this study. Future investigations are still necessary to identify the relationship between the physical aspects of a porous material and their impacts on turbulent flows and sound generation. Some researchers have begun to employ advanced computing tools, such as machine-learning, to help with design optimization.&nbsp;Hence, experimental and computational works are expected to remain indispensable for the upcoming years. Once the characteristics of a porous material application are better understood, it would be possible to manufacture tailor-made porous parts for different aircraft components, thanks to the advancements in additive manufacturing (e.g., 3D-printing).<h2 dir="ltr">Acknowledgement</h2>The content of this article has been derived from a recent research paper of the author&rsquo;s &ldquo;A Numerical Study on Aircraft Noise Mitigation Using Porous Stator Concepts&rdquo; published in <a href="https://doi.org/10.3390/aerospace9020070" target="_blank">MDPI Aerospace</a>. The author acknowledges all co-authors who are also members of the Aeroacoustics Research Group at Delft University of Technology, Netherlands. The research has received funding from the European Union&rsquo;s Horizon 2020 research and innovation program under the Marie Skłodowska-Curie grant agreement No. 722401.<h2 dir="ltr">About the University Technology Exposure Program 2022</h2>Wevolver, in partnership with <a href="https://mouser.com/" target="_blank">Mouser Electronics</a> and <a href="https://www.ansys.com/" target="_blank">Ansys</a>, is excited to announce the launch of the University Technology Exposure Program 2022. The program aims to recognize and reward innovation from engineering students and researchers across the globe. Learn more about the program <a href="http://www.wevolver.com/student-program" target="_blank">here</a>.<img alt="university-technology-exposure-program-mouser-ansys" src="https://s3-us-west-1.amazonaws.com/wevolver-project-images/froala%2F1653549088842-1653549088842.png" class="fr-fic fr-dii">

As a result of a constant increase in the number of flights, aircraft noise is becoming a major source of noise-induced annoyance. This article lists down some of the sources contributing to it and proposes possible solutions for mitigating the problem.

Reducing the noise emission from an aircraft engine at its source

This article is a part of our <a href="http://www.wevolver.com/student-program" target="_blank">University Technology Exposure Program</a>. The program aims to recognize and reward innovation from engineering students and researchers across the globe.Community voting is now live. Vote for your favorite submission by visiting: <a href="https://www.wevolver.com/utep-community-vote/" target="_blank">University Technology Exposure Program Community Vote</a>.In social insects, such as ants and termites, the communication and coordination to pass information to other members of their species are done using an indirect form of interaction known as Stigmergy. The concept behind stigmergy is the release of a chemical substance referred to as pheromone to convey information. The mechanism for agent-to-agent coordination, each insect modifies the surrounding environment as a result of its action to influence the activities of the other agents without any direct interaction between the agents. In the recent research carried out, there have been a few systems in swarm robotics that replicate this process by introducing the phenomenon of artificial pheromone.&nbsp;The chemical produced by animals, the pheromone is volatile in nature and starts to fade after being deposited in the surrounding environment because of which the insect keeps releasing the substance over time to reinforce the path trail. The existing research [1] in swarm robotics that mimics the stigmergy mechanism through implementing artificial pheromone has reached several complications. Some of the challenges in prototyping this mechanism are cost-efficiency and difficulty to reproduce and designed to execute a specific mission. Our team of researchers affiliated with the Universit&eacute; libre de Bruxelles in Belgium carried out work to introduce Phormica [2], a system to conduct experiments in swarm robots that enable a swarm of e-puck robots to release and detect artificial pheromone.&nbsp;<h2 dir="ltr">Swarm robots to release an artificial pheromone</h2>In the paper titled, &ldquo;Phormica: Photochromic Pheromone Release and Detection System for Stigmergic Coordination in Robot Swarms,&rdquo; we proposed a cost-effective and functional system to conduct research on swarm robots to investigate the collective behaviour based on stigmergic coordination. Thanks to the ability of swarm robots to project UV light on the ground, it enables them to operate on a surface coated with a photochromic substance to change colour from white to magenta when exposed to UV light. These robots can deposit artificial pheromone by switching their own UV light. The developed system has three parts&ndash; the surface coated with a photochromic substance, hardware extension for the e-puck robot to emit UV-light beam, and an omnidirectional camera to detect the pheromone in the environment.&nbsp;<img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjUyNjc1MTk5MDgxLUV4dGVuZGVkIHZlcnNpb24gb2YgZS1wdWNrIGVxdWlwcGVkIHdpdGggVVYtcGhlcm9tb25lLW1vZHVsZSBhbmQgb21uaS1kaXJlY3Rpb25hbCBjYW1lcmEuanBnIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" style="width: 800px;" class="fr-fic fr-dib" alt="Extended version of e-puck equipped with UV-pheromone-module and omni-directional camera">Extended version of e-puck equipped with UV-pheromone-module and an omnidirectional camera [Image Credit: Research Paper]<div style='pointer-events: none; overflow: hidden; padding-bottom: 2px; z-index: auto; position: absolute; left: 0px; top: 436.088px; height: 63px; width: 766px; font-style: normal; font-variant: normal; font-weight: 400; font-stretch: 100%; font-size: 14px; font-family: "PT Serif", serif; text-align: center; text-transform: none; letter-spacing: normal; word-spacing: 0px; tab-size: 8;'> </div>The devised methodology is related to the study proposed by Mayet et. al [3] in which the robots operate on a surface covered by glow paint that glows in the dark if exposed to UV light. However, the research authors limited the work to only demonstrating the feasibility of the system with a single physical robot. &ldquo;Our experiments go beyond the ones of [3] and comprise a swarm of e-puck robots that use Phormica to achieve stigmergic coordination in three different collective missions,&rdquo; we explain.As an inexpensive coating surface material, the prototyping cost per square meter of the artificial pheromone environment is approximately &euro;25. The team uses a swarm of e-puck robots equipped with various computer-on-modules, sensors, and communication modules&ndash; the Overa Gumstix, that runs on Linux. The sensors include a ground sensor module to detect the gray-level colour of the floor, an omnidirectional camera to perceive the environment and a range-and-bearing module for communication. The release of artificial pheromone in the surrounding environment is taken care of by two modules&ndash; a UV-pheromone module used to deposit the pheromone in the environment, and the omnidirectional camera to detect the pheromone. The UV-pheromone module allows the e-puck robots to project UV light on the floor of the surface-coated environment and is in the shape of a ring that consists of a PCB and a 3D-printed ring that acts as a PCB holder to give mechanical strength. The estimated prototyping cost of one UV-pheromone module is &euro;36.The onboard omnidirectional camera is able to perceive various colours such as red, blue, green, cyan, magenta, and yellow in a 360-degree field of view. The wide field of view provides the ability to control the robot to perceive pheromone in a given direction. After perceiving the chemical substance, the robot will use the information to move towards that area using a unit vector.&nbsp;<h2 dir="ltr">Experimentation on e-puck robots for perceiving artificial pheromone</h2>The experiment is done on five e-puck robots to perform tasks on three collective missions&ndash; coverage, foraging, and tasking. The two experiments for each collective mission include the robot performing a collective mission without using artificial pheromone and robots taking advantage of the proposed Phormica mechanism using artificial pheromone. &ldquo;In the three missions, the robots operate in a rectangular arena in which modular RGB blocks [4] are placed as walls,&rdquo; the team notes. &ldquo;Each RGB block is 0.25 m long and can display a color according to the mission requirements.&rdquo;There are limitations and possible extensions to enhance the usability and prospects of the developed functional system, Phormica. &nbsp;According to the analysis, the team mentions that an extended UV exposure can damage the molecular structure of the substance and reduce the life span. The results of the performed experiments indicate that the robots achieve stigmergic coordination using the Phormica system. &ldquo;The technology we proposed in the paper can also be used as a visualization tool to observe motion patterns, various random walks, or other behaviours without the help of any complex external infrastructure,&rdquo; as we conclude.The research was published in Frontier in Robotics and AI, Multi-Robot Systems under <a href="https://www.frontiersin.org/articles/10.3389/frobt.2020.591402/full" rel="noopener noreferrer" target="_blank">open-access terms</a>.<h2 dir="ltr">References</h2>[1] Hunt, E. R., Jones, S., and Hauert, S. (2019). Testing the limits of pheromone stigmergy in high-density robot swarms. R. Soc. Open Sci. 6:190225. DOI: 10.1098/rsos.190225.[2] M. Salman, D. Garz&oacute;n Ramos, K. Hasselmann, and M. Birattari, &quot;Phormica: Photochromic Pheromone Release and Detection System for Stigmergic Coordination in Robot Swarms,&quot; Frontiers in Robotics and AI, December. 23, 2020.[3] Mayet, R., Roberz, J., Schmickl, T., and Crailsheim, K. (2010). &ldquo;Antbots: A feasible visual emulation of pheromone trails for swarm robots,&rdquo; in Swarm Intelligence-ANTS, Vol. 6234 of LNCS (Berlin: Springer), 84&ndash;94. DOI: 10.1007/978-3-642-15461-4_8.[4] Garz&oacute;n Ramos, D., and Birattari, M. (2020). Automatic design of collective behaviors for robots that can display and perceive colors. Appl. Sci. 10:4654. DOI: 10.3390/app10134654.<h2 dir="ltr" id="isPasted">About the University Technology Exposure Program 2022</h2>Wevolver, in partnership with <a href="https://mouser.com/" rel="nofollow" target="_blank">Mouser Electronics</a> and <a href="https://www.ansys.com/" rel="nofollow" target="_blank">Ansys</a>, is excited to announce the launch of the University Technology Exposure Program 2022. The program aims to recognize and reward innovation from engineering students and researchers across the globe. Learn more about the program <a href="http://www.wevolver.com/student-program" target="_blank">here</a>.<img alt="university-technology-exposure-program-mouser-ansys" src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjU0NDc4NTMzNDc2LTE2NTQ0Nzg1MzM0NzYucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" class="fr-fic fr-dii">

A swarm of e-puck robots equipped with UV-pheromone-module and omni-directional camera to release artificial es pheromone [Image Credit: Research Paper]

Researchers developed a system to conduct experiments in swarm robots that enables the e-puck robots to release and detect artificial pheromone to mimic stigmergic mechanisms.

Phormica, a functional and cost-effective system for stigmergic coordination in swarm robots

This article is a part of our <a href="http://www.wevolver.com/student-program" target="_blank">University Technology Exposure Program</a>. The program aims to recognize and reward innovation from engineering students and researchers across the globe.Community voting is now live. Vote for your favorite submission by visiting: <a href="https://www.wevolver.com/utep-community-vote/" target="_blank">University Technology Exposure Program Community Vote</a>.Minimally invasive surgery (MIS) has been progressing over the last few decades as a widely used technique to operate on a patient with less damage and pain to the body along with shorter hospital stays and fewer complications. There are several procedures for the extraction of tissues in the human body such as aspiration-based devices, flexible graspers, and stent-retrievers. Currently, aspiration-based devices are widely considered the &ldquo;golden standard&rdquo; because of the use of a pressure differential for tissue transportation that facilitates fast extraction and prevents debris from pilling up. Research into the miniaturization of MIS techniques for remote locations in the body and aspiration-based devices falls short due to the inability to create high-pressure differentials in long tubes.&nbsp;The reduction in the diameter of the tissue transportation system has been a necessity in recent times. According to an analysis, in a study of [1], the reason why the clots could not be aspirated is the combination of insufficient pressure differential, the large size of the clots, and the clot composition. Another problem associated with aspiration-based devices is that clogging and tissue lumps that are aspirated in the tube can be damaged. The goal of the study from the team affiliated with the Department of Biomechanical Engineering at the Delft University of Technology, was to devise a bio-inspired transportation system based on the egg-laying structure of some species of parasitic wasps [2].<h2 dir="ltr">Bio-inspired: Wasp-ovipositor tissue transportation</h2>In the research paper titled, &ldquo;Development of a Novel Wasp-Inspired Friction-Based Tissue Transportation Device,&rdquo; the team proposed a patented transportation mechanism based on the egg-laying needle, also called an ovipositor. Generally, the purpose of the ovipositor is the deposition of eggs in a host to provide the wasp&rsquo;s progeny with nutrition during the early stages of the development. The developed technique consists of an outer tube with six reciprocating semi-cylindrical blades while the tissue is transported using a friction differential between the blades. These six blades are similar to the valves of the wasp that are held together with the outer tube.&nbsp;<img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjUyNjAwMzU4NzQ2LVByb3RvdHlwZSBvZiB0aGUgd2FzcC1pbnNwaXJlZCBleHRyYWN0aW9uIGRldmljZS5qcGciLCJlZGl0cyI6eyJyZXNpemUiOnsid2lkdGgiOjk1MCwiZml0IjoiY292ZXIifX19" style="width: 800px;" class="fr-fic fr-dib" alt="Prototype of the wasp-inspired extraction device">Prototype of the wasp-inspired extraction device [Image Credit: Research Paper]<div style='pointer-events: none; overflow: hidden; padding-bottom: 2px; z-index: auto; position: absolute; left: 0px; top: 417.812px; height: 39px; width: 766px; font-style: normal; font-variant: normal; font-weight: 400; font-stretch: 100%; font-size: 14px; font-family: "PT Serif", serif; text-align: center; text-transform: none; letter-spacing: normal; word-spacing: 0px; tab-size: 8;'> </div>&ldquo;The wasp&rsquo;s ovipositor is so thin that it can&rsquo;t actually fit any muscles within it, allowing us to develop an ultrathin effective extraction device,&rdquo; as we explained in the research paper. &ldquo;Inside this delicate organ is a series of tiny valves that join together with a tongue-and-groove mechanism, similar to how puzzle pieces fit together. The valves can slide independently of each other to create friction forces that facilitate the movement of the ovipositor itself and the egg inside the egg canal.&rdquo;For tissue transport, the blades use an electromotor with each blade controlled and moved in the axial direction. Once the tissue enters the &ldquo;self-propelling&rdquo; needle, extraction will begin by axially translating the blades in a consecutive manner. The motion sequences were developed in two phases&ndash; in 1-5 motion sequences, one blade moves forward while others move backward, and in 2-4 motion sequences, four blades move backward and two blades forward. This process results in 5x higher friction in the direction of retreating blades.&nbsp;<h2 dir="ltr">Proof-of-principle experiment</h2>As part of the experiment, the team evaluated the prototype using different samples of different elasticities and heterogeneities. The experiment was performed to investigate the effects of tissue elasticity, tissue heterogeneity, and the motion sequence on the tissue transportation rate. The experiments also helped in figuring out several solutions to the problems such as increasing the transportation rate and minimizing the dependency on tissue elasticity. The solution is to increase the rotational velocity of the electromotor, which can be increased by removing the gearbox from the actuator.<img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjUyNjAwNDU3NjMzLUV4cGVyaW1lbnRhbCBzZXR1cCBmb3Igd2FzcC1pbnNwaXJlZCB0aXNzdWUgdHJhbnNwb3J0YXRpb24gZGV2aWNlLmpwZyIsImVkaXRzIjp7InJlc2l6ZSI6eyJ3aWR0aCI6OTUwLCJmaXQiOiJjb3ZlciJ9fX0=" style="width: 800px;" class="fr-fic fr-dib" alt="Experimental setup for wasp-inspired tissue transportation device">Experimental setup for a wasp-inspired tissue transportation device [Image Credit: Research Paper]<div style='pointer-events: none; overflow: hidden; padding-bottom: 2px; z-index: auto; position: absolute; left: 0px; top: 573.4px; height: 39px; width: 766px; font-style: normal; font-variant: normal; font-weight: 400; font-stretch: 100%; font-size: 14px; font-family: "PT Serif", serif; text-align: center; text-transform: none; letter-spacing: normal; word-spacing: 0px; tab-size: 8;'> </div>&ldquo;In order to incorporate the proposed prototype into a future medical instrument, there are some key improvements which warrant further investigation,&rdquo; our team notes. &ldquo;The prototype design and manufacturing processes need to be optimized in the near future.&rdquo;The team confirmed that the proposed method of extraction does not depend on the length effects such as pressure loss associated with the suction. The device aims to allow tissue and object removal from remote locations in the human body while reducing trauma from surgery and recovery time in patients. &ldquo;The prototype has shown that the friction-based transportation principle has the potential to become a viable and reliable alternative to aspiration as a transportation method within MIS,&rdquo; the team concludes.The research was published in Frontiers in Bioengineering and Biotechnology under <a href="https://www.frontiersin.org/articles/10.3389/fbioe.2020.575007/full#refer1" rel="noopener noreferrer" target="_blank">open-access terms</a>. Two videos of the bio-inspired wasp-ovipositor tissue transport device are available for <a href="https://surfdrive.surf.nl/files/index.php/s/ByKIfXGVCVXrQ3d" rel="noopener noreferrer" target="_blank">public viewing</a>.&nbsp;<h2 dir="ltr">References</h2>[1] Madjidyar, J., Vidal, L. P., Larsen, N., and Jansen, O. (2019). Influence of thrombus composition on thrombectomy: ADAPT vs. balloon guide catheter and stent retriever in a flow model. Rofo 192, 257&ndash;263. DOI: 10.1055/a-0998-4246.[2] A. Sakes, I. A. van de Steeg, E. P. de Kater, P. Posthoorn, M. Scali, and P. Breedveld, &quot;Development of a Novel Wasp-Inspired Friction-Based Tissue Transportation Device,&quot; Frontiers in Bioengineering and Biotechnology, Sept. 8, 2020.<h2 dir="ltr" id="isPasted">About the University Technology Exposure Program 2022</h2>Wevolver, in partnership with <a href="https://mouser.com/" rel="nofollow" target="_blank">Mouser Electronics</a> and <a href="https://www.ansys.com/" rel="nofollow" target="_blank">Ansys</a>, is excited to announce the launch of the University Technology Exposure Program 2022. The program aims to recognize and reward innovation from engineering students and researchers across the globe. Learn more about the program <a href="http://www.wevolver.com/student-program" target="_blank">here</a>.<img alt="university-technology-exposure-program-mouser-ansys" src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjU0NDc4NTIyMzU5LTE2NTQ0Nzg1MjIzNTkucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" class="fr-fic fr-dii">

Bio-Inspired Wasp-Ovipositor Tissue Transportation System [Image Credit: Research Paper]

At the Delft University of Technology, a series of “self-propelling” needles have been developed for downsizing the diameter of tissue transportation systems.


Bio-inspired tissue transportation system, an alternative to aspiration-based devices in MIS

This article was discussed in our <a data-saferedirecturl="https://www.google.com/url?q=https://www.wevolver.com/profile/the.next.byte&source=gmail&ust=1653397467316000&usg=AOvVaw0G5jQejXk2Tg3OFbKHdPIJ" href="https://www.wevolver.com/profile/the.next.byte" id="isPasted" rel="noopener noreferrer" target="_blank">Next Byte podcast</a>.&nbsp;<iframe height="200px" width="100%" frameborder="no" scrolling="no" seamless="" src="https://player.simplecast.com/d40f7b1d-3887-4e14-9029-8d1afa604b8b?dark=false" class="fr-draggable" data-gtm-yt-inspected-11="true" data-lf-yt-playback-inspected-kn9eq4roawkarlvp="true"></iframe>The full article will continue below.<hr>This article is a part of our <a href="http://www.wevolver.com/student-program" target="_blank">University Technology Exposure Program</a>. The program aims to recognize and reward innovation from engineering students and researchers across the globe.Community voting is now live. Vote for your favorite submission by visiting: <a href="https://www.wevolver.com/utep-community-vote/" target="_blank">University Technology Exposure Program Community Vote</a>.<h2 dir="ltr" id="isPasted">What&rsquo;s the problem?&nbsp;</h2>Wind energy has been exploding in recent years with turbines getting larger, cheaper, and further offshore than ever before. So you may be asking yourself, &ldquo;What&rsquo;s the problem?!&rdquo;.This trend of increasing the size of turbines has been an effective strategy for reducing cost, &nbsp;largely because it reduces the number of installations required for a given wind farm power. &nbsp;But, there&rsquo;s an economic and technical limit - and we&rsquo;re beginning to reach it.&nbsp;Moreover, the logistical difficulties of moving these huge components are getting ever more complex and indeed some onshore sites simply can&rsquo;t be reached with modern large turbines. In the world of offshore wind, the development of vessels large enough to install these behemoths is struggling to keep pace too, with newer larger vessels being designed almost continuously. &nbsp;We&rsquo;re even seeing larger cranes being installed at ports simply to be big enough to install the massive cranes on these new vessels!&nbsp;<img data-fr-image-pasted="true" src="https://images.squarespace-cdn.com/content/v1/61e1aac5ced5d7733dd8e7e2/1644853181470-6ZIJE4K1UZ7Q3S35QM0I/unsplash-image-swT8zHagNBU.jpg?format=1000w" class="fr-fic fr-dib" alt="transporting-a-wind-mill">With such huge components, it&rsquo;s no surprise then, that there are only limited facilities in the world that can manufacture them. This fact, combined with the global drivers for a huge expansion in installed wind capacity, creates bottlenecks in the supply chain and results in huge wind turbine jackets (offshore subsea supports) being shipped halfway around the world.&nbsp;Maintaining the turbines is an expensive business too at this scale. For large offshore wind turbines, jack-up vessels (very large ships with legs that they can use to raise themselves out of the water) are required, and can cost upwards of &pound;500k/day to rent!Finally, the component materials have also been changing over the last few decades. For example, blades that used to be steel in the early days of wind energy, are now glass-reinforced fibre composites and not very easy (if not impossible) to recycle. To put this in perspective, at the end of a single wind farm&#39;s life, there could be hundreds of 80-100m long blades that can&rsquo;t be recycled and end up in landfills.&nbsp;<h2 dir="ltr">Our solution&nbsp;</h2>Our solution to the above problems is the multi-rotor wind turbine (MRWT). Essentially, a MRWT is an array of many smaller rotors on a single support structure, rather than one large rotor like the conventional wind turbines we see today.&nbsp;This approach takes advantage of fundamental scaling laws (the square-cube law) and allows us to circumvent some of the problems of larger single-rotor turbines while actually increasing performance and (we think) looking pretty cool at the same time.&nbsp;To understand the scaling law, we find the best example is to consider something like a Rubik&rsquo;s cube. If you want to scale up a small cube to three times the width, you might end up with something looking like the left-hand side of the below image.&nbsp;Component cost is linked to the volume of the cube, so the larger one now costs 33 = 27 times as much as the small cube. Energy capture is linked to the front-face area (the rotor area), which is now 32 = 9 times greater. However, if you simply stack lots of smaller cubes together, you can get the same increase in energy capture, but for only ⅓ of the cost increase. Clearly, there&rsquo;s more to it than that, &nbsp;but you get the idea.<img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjUxNTgxMTE5MDI2LTE2NTE1ODExMTkwMjYucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" class="fr-fic fr-dii" alt="rubiks-cube">In addition to the reduced capital cost, there are several other benefits to this approach. Firstly, operations and maintenance (O&amp;M) costs are greatly reduced due to inherent redundancy, built-in lifting equipment (to avoid big heavy-lift vessels), and much quicker time-to-repair (or a simple replacement of a module).&nbsp;Secondly, the MRWT can achieve increased energy capture relative to a conventional turbine. This is the result of three well known aerodynamic effects:&nbsp;<ol><li dir="ltr">The blockage effect</li><li dir="ltr">Reduced spatial averaging</li><li dir="ltr">Reduced temporal averaging</li></ol>Thirdly, the myriad of rotors offers exciting opportunities in the world of wind turbine control, including innovative yawing strategies and wake manipulation. &nbsp;Finally, at the wind turbines&rsquo; end of life, because our blades are significantly smaller than conventional wind, we can use recyclable materials such as thermoplastics, helping to build a green and circular economy.&nbsp;The MRWT has been subject to many academic studies over the last 40 years or so, but we believe the next steps in technology development must take place in the wider industry.&nbsp;<h2 dir="ltr">Meet the team&nbsp;</h2>We are a team of three PhD students, currently writing up our theses in complementary areas of wind energy technology (pictured, right, on our a recent trip to the Myers Hill test site near Glasgow, &nbsp;UK). To take MRWTs to the next level, we joined the &nbsp;Conception X start-up accelerator programme in &nbsp;2021 and learned exactly what it takes to move from academia into commercialising deep-tech ideas. We registered our start-up company, Myriad Wind &nbsp;Energy Systems, in August 2021 and went on to win the Conception X DemoDay Prize in November out of a cohort of around 70 start-ups.<img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjUyOTY2NDY2NTA0LUxvZ28ucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" class="fr-fic fr-dib" alt="myriad-wind-energy-systems" style="width: 612px;"><img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjUxNTgxMzg3MjE4LTE2NTE1ODEzODcyMTgucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" style="width: 550px;" class="fr-fic fr-dib" alt="myriad-wind-energy-systems-team">&nbsp;We&rsquo;re still early on in our start-up journey, but have come a long way from our first cardboard models (video below)! We&rsquo;re currently looking to raise an initial round of funding through government grants and private investment and hope to have a working demonstrator project in the next couple of years.&nbsp;<iframe width="640" height="360" src="https://www.youtube.com/embed/48gS_2F9Vu0?&wmode=opaque&rel=0&enablejsapi=1&origin=https://www.wevolver.com" frameborder="0" allowfullscreen="" class="fr-draggable" data-lf-yt-playback-inspected-kn9eq4roawkarlvp="true" data-gtm-yt-inspected-11="true" id="651515067"></iframe> We believe the time could not be better for MRWTs and we&rsquo;re passionate about reducing the price, impact, and complexities of wind energy in this crucial couple of decades for renewables.<h2 dir="ltr" id="isPasted">About the University Technology Exposure Program 2022</h2>Wevolver, in partnership with <a href="https://mouser.com/" target="_blank">Mouser Electronics</a> and <a href="https://www.ansys.com/" target="_blank">Ansys</a>, is excited to announce the launch of the University Technology Exposure Program 2022. The program aims to recognize and reward innovation from engineering students and researchers across the globe. Learn more about the program <a href="http://www.wevolver.com/student-program" target="_blank">here</a>.<img alt="university-technology-exposure-program-mouser-ansys" src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjUxNjY5MjU2MjgyLTE2NTE2NjkyNTYyODIucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" class="fr-fic fr-dii"><hr>

Rethinking the wind turbine: Students from Scotland are developing next-generation, intelligent, modular wind turbines. 

The future of wind energy is modular

This article is a part of our&nbsp;<a href="http://www.wevolver.com/student-program" target="_blank">University Technology Exposure Program</a>. The program aims to recognize and reward innovation from engineering students and researchers across the globe.Community voting is now live. Vote for your favorite submission by visiting:&nbsp;<a href="https://www.wevolver.com/utep-community-vote/" target="_blank">University Technology Exposure Program Community Vote</a>.<h2 dir="ltr">What is our project?</h2>One of our problems in the production lines was the movement of equipment carrying parts into the hall. These equipment&#39;s had a driver and on the other hand, had high maintenance and repair costs. We came up with the idea of using a self-driving device. Of course, in the market, you can buy AGV equipment.But AGV has a high initial cost. In addition, the route designed to transport the part inevitably interferes with other vehicles, and any collision can impose a lot of costs on us. Another problem was the uneven surface, which is usually a problem for AGV sensors.<h2 dir="ltr">Mechanism and components</h2>The strength of this design is its simplicity and practicality. The steering mechanism of this device is very simple and applicable in any factory. The route is determined first. Then, at a height of 3 meters from the floor, a simple tow wire is installed. This wire is only a mechanical guide of the device and the steering of the device. In bent paths, a pipe with a diameter of 8 mm is used. An interface rod is installed on the device and a tow wire is placed at a height of three meters between two idler rollers that are installed at the end of the rod.<img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjUwMjA1ODU2MjAxLTE2NTAyMDU4NTYyMDEucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" class="fr-fic fr-dii" alt="mechanical-drive-system">Fig. 1: Mechanical drive systemA 400 W DC electric motor is used for the drive system. This motor is powered by two 12-volt &amp; 24 amper batteries. These batteries and electric motors are all housed in a 70x70x70cm metal housing. Two idler wheels at the end of this box and a number of wheels that are connected to the engine by the gearbox and the rod described above are also connected to this wheel.In fact, the tow wire, which is enclosed at a height of 3 meters between two round weeds, determines the direction of movement. The straight machine moves in straight paths and in the paths that need to be rotated, the idler rollers rotate, causing the interface bar to rotate, and the end of this interface bar, which is inside the contract box and is connected to the drive wheel, to start moving.To detect the obstacle, optical and pencil sensors in the required number in front of the device and a height of 30 cm have been used. So that if the obstacle is in the path of movement, the device stops about 20 cm before the obstacle, and if the obstacle is removed, it continues to move again.The stations where we need the device to stop to be loaded and unloaded are identified by optical sensors. As soon as the device reaches this point, it stops automatically. The operator connects or disconnects the load to the device, then presses the start key and the device begins to move to the next station.<h2 dir="ltr">What problem does our project solve?</h2>Before the launch of MGV, a tow truck was used for each set of parts, which costs about $ 4,500. The need for a driver in each shift for the truck and the high cost of the batteries of the truck was a problem for us. However, with the construction of MGV, which costs about $ 300 and its batteries are much cheaper, the initial cost and repairs have been reduced. The main and important point is to eliminate one driver in each work shift per MGV. Currently, 5 MGV devices are working in the hall.This machine is capable of carrying loads up to 800 kg. Currently, stands containing assembly parts can be moved by this machine.<h2 dir="ltr">What is the current state of the sector?</h2>In today&#39;s world, there is a great deal of focus on self-propelled electric vehicles. But what sets our device apart is its very simple and functional design. Of course, we could have used special equipment as if we had built an AGV device. But our MGV is designed to be simple and ingenious.<h2 dir="ltr">Who is working on this project?</h2>This project was designed, built, and commissioned by my servant Reza Fakour and my colleague Morteza Mojahedi. My specialty is in the field of mechanics and Mr. Mojahedi specializes in the field of electricity and automation. We are both personnel of the maintenance and repair unit of the automobile company. This is our motto in the implementation of projects. High safety, low cost, simplicity of design.<h2 dir="ltr">About the University Technology Exposure Program 2022</h2>Wevolver, in partnership with <a href="https://mouser.com/" target="_blank">Mouser Electronics</a> and <a href="https://www.ansys.com/" target="_blank">Ansys</a>, is excited to announce the launch of the University Technology Exposure Program 2022. The program aims to recognize and reward innovation from engineering students and researchers across the globe. Learn more about the program <a href="http://www.wevolver.com/student-program" target="_blank">here</a>.<img alt="university-technology-exposure-program-mouser-ansys" src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjUwMjA1ODU1OTg0LTE2NTAyMDU4NTU5ODQucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" class="fr-fic fr-dii">

The MGV (Mechanical Guidance Vehicle) device is a self-controlling device without a driver. The guidance system of this device is mechanical, without a driver. Rough surfaces, which are one of the limitations of the AGV (Automated Guided Vehicle) device, do not exist for this device.

Innovative MGV machine for transporting parts in production lines

This article is a part of &nbsp;our&nbsp;<a href="http://www.wevolver.com/student-program" target="_blank">University Technology Exposure Program</a>. The program aims to recognize and reward innovation from engineering students and researchers across the globe.Community voting is now live. Vote for your favorite submission by visiting:&nbsp;<a href="https://www.wevolver.com/utep-community-vote/" rel="noopener noreferrer" target="_blank">University Technology Exposure Program Community Vote</a>.<h3 dir="ltr" id="isPasted">Abstract</h3>This submission introduces Blake Hament&rsquo;s (University of Nevada, Las Vegas; Mechanical Engineering; Ph.D. Student) Hosing-Drone unmanned aerial system (UAS) project. This is a multicopter that can fly close to bridges, overpasses, and other pieces of large infrastructure to perform high-pressure washing. Water is pumped to high pressure on the ground, then sent to the drone via a hose. As water sprays from the actuated nozzle on the drone, the flight controller must compensate for high reaction forces and torques due to the spraying.<h3 dir="ltr">Mission</h3>Currently, United States Department of Transportation (USDOT) workers put themselves in danger everyday to clean bridges and overpasses with pressure washing. Often, workers are suspended beneath or beside the infrastructure while spraying at &gt; 3000 PSI. Water and debris can splash back into the workers eyes, nose, and mouth, or worse dislodge them from their precarious perches. Frequent injuries are reported.&nbsp;To keep humans out of harm&rsquo;s way, I am working on a &ldquo;Hosing-Drone&rdquo; UAS for concrete infrastructure cleaning. To properly clean graffiti and dirt, the surface should be sprayed with flow of approximately 3000 PSI and 3.5 gal/min. Such a flow creates very strong reaction forces at the hose outlet and at any bends in the hose -- comparable to that of a handgun! Mounting such a hose on an aerial vehicle requires full knowledge of the hose dynamics, UAV dynamics, and behavior of the coupled system.&nbsp;<h3 dir="ltr">Technology</h3>The Hosing-Drone UAS consists of a high-pressure pump and hoses for pressure washing, a custom designed and built multirotor vehicle, and an array of sensors for capturing real-time fluid dynamics and robot dynamics. Custom mechanisms have been developed for: (dis)engaging the outlet valve autonomously; landing gear to compensate for the weight of the heavy-lift drone; and 2 DOF hose aiming. Graffiti and dirt image segmentation with deep learning has also been explored.The UAV is designed for coupling with an industrial pressure washing system. The system has a gas powered engine for compressing incoming fluid to pressures &gt;= 3000 PSI. The fluid flows from the pump to pressure and flow speed transducers for real-time fluid dynamics monitoring. From the transducers, the flow continues through a long hose to the UAV. Onboard the UAV is a trigger-valve mechanism to engage and disengage flow to the outlet. From the trigger-valve, flow continues down a metal barrel, finally exiting at a small aperture nozzle.The metal barrel is secured to the UAV via a quick-release rail system. At the point of attachment, a 6 DOF force/torque sensor is mounted to capture reaction forces/torques from the hose acting on the UAV. The UAV is designed with heavy-lift motors and propellers to compensate for the reaction forces/torques. The UAV actuators are controlled via a Pixhawk 4 flight controller running a modified version of the open-source PX4 flight control stack. The flight controller receives data streams from the flow transducers and force/torque sensor for real-time reaction compensation. The Robot Operating System (ROS) and the MAVROS library for multirotor aerial vehicles are used to facilitate this communication and to run modified control algorithms. Because the UAS is often operating close to buildings, GPS position estimation can be unreliable or fully denied. To aid with position estimation (and therefore stable trajectory tracking), visual inertial odometry (VIO) with a Realsense T265 camera is also implemented.<h3 dir="ltr">Development</h3><h3 dir="ltr"><grammarly-extension data-grammarly-shadow-root="true" style="position: absolute; top: 0px; left: 0px; pointer-events: none;" class="cGcvT"></grammarly-extension><grammarly-extension data-grammarly-shadow-root="true" style="position: absolute; top: 0px; left: 0px; pointer-events: none;" class="cGcvT"></grammarly-extension><img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjQ4MzAxNzU4NjkzLWltYWdlMy5qcGciLCJlZGl0cyI6eyJyZXNpemUiOnsid2lkdGgiOjk1MCwiZml0IjoiY292ZXIifX19" class="fr-fic fr-dii" alt="hose robot dynamics">Left: hose motion was analyzed with infrared tracking. Right: coupled hose-robot dynamics were probed with a custom actuated gantry system.*</h3><h3 dir="ltr"><grammarly-extension data-grammarly-shadow-root="true" style="position: absolute; top: 0px; left: 0px; pointer-events: none;" class="cGcvT"></grammarly-extension><grammarly-extension data-grammarly-shadow-root="true" style="position: absolute; top: 0px; left: 0px; pointer-events: none;" class="cGcvT"></grammarly-extension><img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjQ4MzAxNjY2OTQ0LWltYWdlOS5qcGciLCJlZGl0cyI6eyJyZXNpemUiOnsid2lkdGgiOjk1MCwiZml0IjoiY292ZXIifX19" class="fr-fic fr-dii" alt="testbeds, mathematical models to predict hose, robot">With data from the experimental testbeds, mathematical models were developed to predict hose, robot, and coupled motion.*</h3>In order to properly design the UAS, several experimental testbeds were developed to study the dynamics of pressure washing. A simple 1 DOF rail system was designed to test the reaction force at a hose outlet with varied flows and nozzle geometries. Next, experiments were conducted with a cantilevered hose underflow. Special markers were attached to the hose at regular intervals, and trials were captured with an infrared camera. The marker points were then transformed from pixel-space back to work-space coordinates, and the oscillatory motion of the hose was analyzed. Finally, a large gantry was constructed with 6 DOF force/torque sensing to study coupling between the hose and a robot as the hose was actuated through varied motion trajectories while spraying. Finally, mathematical models were fit to the observed data.&nbsp;With the dynamics now well-modeled, the UAS was designed with appropriate sensors and actuators to compensate for the expected high-pressure reaction forces/torques. In the current stage of the project, the Hosing-Drone UAS is being field-tested and the control algorithms are being refined.<grammarly-extension data-grammarly-shadow-root="true" style="position: absolute; top: 0px; left: 0px; pointer-events: none;" class="cGcvT"></grammarly-extension><grammarly-extension data-grammarly-shadow-root="true" style="position: absolute; top: 0px; left: 0px; pointer-events: none;" class="cGcvT"></grammarly-extension><img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjQ4MzAwNjE0NTAxLTE2NDgzMDA2MTQ1MDEucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" class="fr-fic fr-dii" alt="hosing drone dynamics rules">Armed with the mathematical models describing Hosing-Drone dynamics, &ldquo;rules&rdquo; for vehicle design can be established to guide future UAS engineers.*<grammarly-extension data-grammarly-shadow-root="true" style="position: absolute; top: 0px; left: 0px; pointer-events: none;" class="cGcvT"></grammarly-extension><grammarly-extension data-grammarly-shadow-root="true" style="position: absolute; top: 0px; left: 0px; pointer-events: none;" class="cGcvT"></grammarly-extension><img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjQ4MzAyMjQ1ODg1LWltYWdlOC5wbmciLCJlZGl0cyI6eyJyZXNpemUiOnsid2lkdGgiOjk1MCwiZml0IjoiY292ZXIifX19" class="fr-fic fr-dii" alt="graffiti segmentation">Early work towards graffiti and dirt image segmentation.*<iframe width="640" height="360" src="https://www.youtube.com/embed/2EBRBdtsFGc?&wmode=opaque&rel=0&enablejsapi=1&origin=https://www.wevolver.com" frameborder="0" allowfullscreen="" class="fr-draggable" data-lf-yt-playback-inspected-kn9eq4roawkarlvp="true"></iframe><h2 dir="ltr">About the University Technology Exposure Program 2022</h2>Wevolver, in partnership with <a href="https://mouser.com/" target="_blank">Mouser Electronics</a> and <a href="https://www.ansys.com/" target="_blank">Ansys</a>, is excited to announce the launch of the University Technology Exposure Program 2022. The program aims to recognize and reward innovation from engineering students and researchers across the globe. Learn more about the program <a href="http://www.wevolver.com/student-program" target="_blank">here</a>.<img alt="university-technology-exposure-program-mouser-ansys" src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjQ4MzAwNjE0MTg0LTE2NDgzMDA2MTQxODQucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" class="fr-fic fr-dii"><hr>*Graphics from: &quot;A Pressure Washing Hosing-Drone &ndash; Mitigating Reaction Forces and Torques&quot; submission to ICUAS 2022, currently under review&rdquo;

This is a multicopter that can fly close to bridges, overpasses, and other pieces of large infrastructure to perform high-pressure washing. Water is pumped to high pressure on the ground, then sent to the drone via a hose.

Modeling, Design, and Control of a Hosing-Drone Unmanned Aerial System

This article is a part of our <a href="http://www.wevolver.com/student-program" target="_blank">University Technology Exposure Program</a>. The program aims to recognize and reward innovation from engineering students and researchers across the globe.Community voting is now live. Vote for your favorite submission by visiting:&nbsp;<a href="https://www.wevolver.com/utep-community-vote/" rel="noopener noreferrer" target="_blank">University Technology Exposure Program Community Vote</a>.&nbsp;That hydrogen has a lot of potential as a fuel has been known for years, the first mention of a hydrogen economy happened in the year 1970. Still, there is a long way to go to make hydrogen fit in our future energy mix. Hydrogen, when produced with renewable energy, is a sustainable energy carrier. However, hydrogen has some problems. It is a flammable and light gas and must be stored under high pressure. This makes transport and seasonal storage of hydrogen difficult and therefore expensive. &nbsp;Iron-based Hydrogen Storage (IRHYS) offers an alternative to existing hydrogen storage options. Instead of storing hydrogen under high pressure, iron is used as a storage technique. We as SOLID are planning to have a proof of concept for generating hydrogen from iron at the beginning of this summer.&nbsp;<h2 dir="ltr">The Process</h2>Oxidizing iron using steam (the steam-iron process) creates iron oxide (rust) and hydrogen. This hydrogen can be separated from the rust and can then be used for various applications. They produced iron oxide that can be regenerated by adding green hydrogen to the iron oxide. This creates a sustainable cycle where hydrogen can be stored and released when you need it. The cycle is shown in Figure 1.&nbsp;<img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjQ3NDUzNDU0ODk3LTE2NDc0NTM0NTQ4OTcucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" class="fr-fic fr-dii" alt="IRHYS-system">Figure 1 IRHYS cycleIRHYS systems provide an efficient, safe, and possibly cheaper alternative to current hydrogen storage techniques. Iron is easier to store and transport than hydrogen because it only ignites at higher temperatures. Besides, it does not need to be stored under any pressure. Iron is a versatile substance. Not only is iron suitable for hydrogen storage, but the iron powder is fuel on its own.&nbsp;In this project, SOLID is going to make a proof of concept of the steam-iron oxidation reaction (the right part of the total cycle in an IRHYS system). The main focus of the project is the realization of a steam-iron oxidation reactor. This reactor must be suitable for converting iron pellets into rust and hydrogen by letting it react with steam. The technology is expected to be highly scalable and can be used to replace current hydrogen storage&nbsp;methods in various sectors. A simplified scheme of the oxidation process, which is taking place in the reactor, is shown in figure 2. &nbsp;The process starts with placing the iron pellets in the steam-iron oxidation reactor. With the help of an evaporator, steam is added to the reactor. This causes the oxidation reaction to take place. This reaction is an exothermic reaction that releases heat that can be used in the evaporator to generate more steam. The reaction that takes place in the reactor is:<img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjQ3NDU0MjU3MTM4LTE2NDc0NTQyNTcxMzgucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" style="width: 300px;" class="fr-fic fr-dib">After this reaction has taken place there is still a mix of hydrogen and water (steam) left, the water is filtered out in the condenser so that pure hydrogen is left and can be extracted from the reactor.&nbsp;An obstacle to our innovation is the lack of information about the reactor. As there is no physical reactor yet, it is not known what the exact purity of the created hydrogen, the total amount of hydrogen produced, or the reaction kinetics will be. These information gaps will be found during the testing phase of the proof of concept. This will take place in May 2022.&nbsp; <img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjQ3NDUzNDU0NTc5LTE2NDc0NTM0NTQ1NzkucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" class="fr-fic fr-dii" alt="oxidation-process">Figure 2 Scheme of the oxidation process [1]<h2>Application&nbsp;</h2>Currently, a lot of countries are building wind turbines and placing solar panels to achieve the goals described in the climate agreement and gain more green energy. However, the sun does not always shine and the wind does not always blow. While on the other hand there are moments that the energy supply is higher than the energy demand. The latter is the moment when the rust has to be regenerated to iron pellets. Whereafter these can be transported to anywhere in the world. Where the hydrogen can be extracted by oxidizing the pellets.&nbsp;Industries that use hydrogen as a fuel can use iron to store this hydrogen without having to keep it under strict storage regulations. Furthermore, transportation of hydrogen in iron can be done through the current infrastructure, so there are no changes required there.<h2 dir="ltr">Iron Fuel</h2>Iron has an additional function, it can also be used as fuel to generate heat. The process has a similar cycle as the IRHYS technology, shown in figure 3.&nbsp;<img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjQ3NDUzNDU1MTM2LTE2NDc0NTM0NTUxMzYucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" class="fr-fic fr-dii">Figure 3 Generation of heat using IRHYSIn this technology, iron can be used as a method of storing energy in general, instead of merely hydrogen. The iron will be combusted instead of oxidized with steam, generating much heat. Iron Fuel has already been demonstrated at potential end-use, Swinkels Brewery, and is being scaled up as we speak.&nbsp;In this video, the process of Iron Fuel is explained further:&nbsp;<iframe width="640" height="360" src="https://www.youtube.com/embed/8rm6kc202PE?&wmode=opaque&rel=0&enablejsapi=1&origin=https://www.wevolver.com" frameborder="0" allowfullscreen="" class="fr-draggable" data-lf-yt-playback-inspected-kn9eq4roawkarlvp="true" data-gtm-yt-inspected-1_19="true" id="564343540"></iframe> SOLID has not been working on this technology alone but worked in a consortium with many partners. These are: the TU/e, Metalot, EMGroup, HeatPower, Pometon, RIFT, RI.SE, Shell, and Romico. And the projects of this technology are supported by: Uniper, Enpuls, Nyrstar, Veolia, Swinkels, RWE, and Energy Storage NL.<h2 dir="ltr">Our Team</h2>SOLID is a student team of approximately 20 students every academic year. The team consists of full-time members and part-time members. We have several sub-teams in our team. Starting with the management team, making sure all subteams know what they have to do. The business team is working on the economic feasibility of IRHYS technology. The marketing team is promoting IRHYS but also Iron Fuel, making sure everybody knows the technology exists.&nbsp;<img alt="Afbeelding met persoon, groep, poseren Automatisch gegenereerde beschrijving" src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjQ3NDUzNDU2MTU1LTE2NDc0NTM0NTYxNTUucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" id="isPasted" class="fr-fic fr-dii"> The technical team is designing and building the reactor. And we also have our finance team, checking all the expenses and making sure we have enough money. At last, we have our HR team, keeping everybody in the team happy! The members of our team all have different educational backgrounds. Some are still in their bachelor&rsquo;s or are just finished with their bachelor&rsquo;s, while others are already in their masters. We as SOLID think it is important to help with the energy transition and contribute to a greener tomorrow. We strive to enable access to clean and renewable energy for anyone at any time!<h2>References</h2>[1] Brinkman, L., Bulfin, B., &amp; Steinfeld, A. (2021). Thermochemical Hydrogen Storage via the Reversible Reduction and Oxidation of Metal Oxides. Energy &amp; Fuels, 35(22), 18756&ndash;18767. <a data-reactroot="" data-token-index="1" href="https://doi.org/10.1021/acs.energyfuels.1c02615" id="isPasted" rel="noopener noreferrer" target="_blank">https://doi.org/10.1021/acs.energyfuels.1c02615</a><h2 dir="ltr" id="isPasted">About the University Technology Exposure Program 2022</h2>Wevolver, in partnership with <a href="https://mouser.com/" target="_blank">Mouser Electronics</a> and <a href="https://www.ansys.com/" target="_blank">Ansys</a>, is excited to announce the launch of the University Technology Exposure Program 2022. The program aims to recognize and reward innovation from engineering students and researchers across the globe. Learn more about the program <a href="http://www.wevolver.com/student-program" target="_blank">here</a>.<img alt="university-technology-exposure-program-mouser-ansys" src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjQ3NDU0NTkwMTY2LTE2NDc0NTQ1OTAxNjYucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" class="fr-fic fr-dii">

By making use of steam and iron pellets, hydrogen can be created with the only byproduct being rust and heat. By regenerating the rust with hydrogen, a completely circular, compact, safe and energy efficient hydrogen storage method is created.

Iron-based Hydrogen Storage

This article is a part of our <a href="http://www.wevolver.com/student-program" target="_blank">University Technology Exposure Program</a>. The program aims to recognize and reward innovation from engineering students and researchers across the globe.Community voting is now live. Vote for your favorite submission by visiting:&nbsp;<a href="https://www.wevolver.com/utep-community-vote/" rel="noopener noreferrer" target="_blank">University Technology Exposure Program Community Vote</a>.&nbsp;<h2 dir="ltr">Introduction</h2>Biosphere Solar is a young start-up consisting of students and recent graduates from TU Delft. We aim to utilize our background in renewable energy, industrial design, engineering, and business development to build a solar panel that is sustainable in its truest sense.&nbsp;<img alt="model-of-the-solar-panel" src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjQ3NDQzMzI5MTcxLTE2NDc0NDMzMjkxNzEucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" id="isPasted" class="fr-fic fr-dii">Figure 1: Model of the solar panel&nbsp;Energy is one of the most essential and basic elements that has enabled humans to achieve some of the incredible things in the past and will be in the future. But this energy generation in the present is largely dominated by fossil fuels which is leading to global catastrophes like climate change and other related issues. In this regard, solar energy is seen as one of the means with great potential to transition from the existing means of generation.&nbsp;We aim to take this a step further by designing and building a solar panel that is fully circular with respect to its lifecycle with minimum waste creation. The designs and the production methods will be open-source to extend the reach of this technology to people across the globe and inspire the solar industry towards incorporating a more circular design.&nbsp;<iframe width="640" height="360" src="https://www.youtube.com/embed/Uj9Vs5ZFZPE?&wmode=opaque&rel=0&enablejsapi=1&origin=https://www.wevolver.com" frameborder="0" allowfullscreen="" class="fr-draggable" data-lf-yt-playback-inspected-kn9eq4roawkarlvp="true" data-gtm-yt-inspected-1_19="true" id="698750363"></iframe> <h2 dir="ltr">About our project</h2>Our mission is to provide a circular approach to industrial products, focusing on the solar industry. Therefore, Biosphere Solar provides a repairable, low-cost, and upgradable solar panel. We aim to market circular solar panels, which are more durable than any solar panel on the market currently. The commercialization of the product will be in three phases, starting with product sales to early adopters to build momentum, then moving towards a production line that will also be open-sourced. Finally, a product-service business model will be used as is generally most fitting to a product designed for circularity.The solar panel developed will conform with the highest current industry standards, while also being designed with future industry developments in mind. All components in the panel can be individually replaced and recovered. The advantageous characteristics of this design compared to conventional solar panels found on the market today are its modularity which makes it repairable and refurbishable, the reduced life-cycle environmental impacts of the product, the use of recycled materials, as well as the fact that it can be upgraded when solar cell technology evolves. The repairability of the panel increases its lifetime and the upgradation of the cells will improve its efficiency over time. We are targeting an average functional life of 35 years for all components, as opposed to 20-30 years for conventional solar panels.<img alt="exploded-view-of-solar-panel" src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjQ3NDQyODc4ODUxLTE2NDc0NDI4Nzg4NTEucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" class="fr-fic fr-dii">Figure 2: Exploded view of the design<h2 dir="ltr" id="isPasted">Problem we are trying to solve</h2>The deployment of solar energy has been growing exponentially over the last two decades, coupled with the exponential price drop in solar energy. But, while we are on that path it is important that the transition does not introduce new challenges like critical material depletion, human rights transgression in the manufacturing process and creation of large amounts of waste at the end of life of the product. According to estimates, by 2050 upto 78 million metric tons of solar panels will have reached their end of life, and the world will be generating 6 million metric tons of new solar e-waste annually.To address the issue of solar panel waste, the European Union has mandated the recycling of solar panels under the &ldquo;Waste Electronic and Electric Equipment&rdquo; (WEEE) directive since 2007. However, this has mostly been a patch on the problem, forcing the industry to send panels to recycling facilities, but not addressing the underlying limitations of the solar panel design itself. With the &lsquo;Right to repair&rsquo; movement around the world, people are starting to realize the need to implement the repairability of products in the design phase to be able to prolong the life and more effectively recover the materials at the end of life.&nbsp;The current way of manufacturing solar panels uses a tried and tested &ldquo;lamination method&rdquo; for the encapsulation of solar cells. The cells are highly sensitive to moisture and oxygen, and hence this process stops the cells from degradation to guarantee the 25 years lifetime promised by the manufacturers. However, this makes it difficult to take apart the panel for repair when damaged and recovery of materials at the end of life. We solve this problem with our design by doing away with the lamination and instead of using an edge sealant to restrict the ingress of moisture and oxygen. The sealant can be removed at the time of repair or upgradation allowing access to the solar cells and making it modular.Biosphere solar will be utilizing a product-service system approach to provide value to our clients. This goes against the traditional ways of doing business where most products are made and sold in the market with little additional service to prolong the lifetime and improve the product itself during its lifecycle. Instead, we will be responsible for the after-sale needs of our client to ensure panels are operating at peak performance and the end-of-life recovery of the product. The materials will be recovered at high purity to make other solar panels that can be installed again at other sites. With the demand for solar energy growing and increasing consciousness among people about sustainability, the market is ripe for innovation to disrupt the traditional ways of conducting business.<img alt="operation-plan" src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjQ3NDQyODc4MjE5LTE2NDc0NDI4NzgyMTkucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" class="fr-fic fr-dii">Figure 3: Operation plan<h2 dir="ltr">Current state of the art of our sector</h2>Currently, China holds a monopoly in the manufacturing of solar panels with over 90% of them being manufactured. The manufacturing is optimized for low cost and ease of manufacture. The panels are cheap and due to the drop in the prices of the solar cells due to the scale of production, the electricity generated has reached grid parity in many places, i.e. competes with electricity prices from conventional sources of energy without subsidies from the government.&nbsp;Photovoltaic technology has been dominated by mostly Silicon in the past and will share a dominant share of the market in the near future. However, there have been upcoming thin-film technologies like CIGS and perovskites which show huge potential for the future. These technologies are not only more efficient in energy generation than the incumbent, but also use fewer materials by weight and require less energy in the manufacturing process. There are rapid advancements being made across the globe and the conventional means of manufacturing needs to be adapted to accommodate these technologies for scaling up.&nbsp;These technologies are at the photovoltaic cell level and the construction of the support structure, or the frame would still largely remain the same. This makes our solution more attractive as with our design it is possible to replace just the cells in the panel with the latest technology available in the market instead of replacing the panel altogether. This avoids the creation of large amounts of waste and effectively recovering the materials the cells were made from. Furthermore, it brings down the levelized cost of electricity (LCOE) of solar energy and hence improves its reach to more people across the world helping accelerate the energy transition.<img alt="prototype-solar-panel" src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjQ3NDQyODc4NDA0LTE2NDc0NDI4Nzg0MDMucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" class="fr-fic fr-dii">Figure 4: Our prototype solar panel being tested in a solar simulator<h2 dir="ltr">About the team</h2>The team began to take shape initially through participation in entrepreneurial competitions at TU Delft where we were able to get feedback and validation from industry experts about our idea. The team has been dynamic with people contributing at various stages over the last one and a half years with a core team that has been constant. The team has expanded in the recent months to twelve members which include interns working on solving the technical challenges, others helping in developing the business model through participation in more competitions, and looking for funding opportunities.&nbsp;<img alt="biosphere-solar" src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjQ3NDQyODc3ODAxLTE2NDc0NDI4Nzc4MDEucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" class="fr-fic fr-dii">Figure 5: TeamBiosphere Solar now has a workspace to fabricate more prototypes to make improvements and learn through testing it in a field lab at the University. The momentum that the team has gathered in the last year is exciting and is looking forward to bringing a circular revolution in the solar panel industry.&nbsp;<h2 dir="ltr">About the University Technology Exposure Program 2022</h2>Wevolver, in partnership with <a href="https://mouser.com/" target="_blank">Mouser Electronics</a> and <a href="https://www.ansys.com/" target="_blank">Ansys</a>, is excited to announce the launch of the University Technology Exposure Program 2022. The program aims to recognize and reward innovation from engineering students and researchers across the globe. Learn more about the program <a href="http://www.wevolver.com/student-program" target="_blank">here</a>.<img alt="university-technology-exposure-program-mouser-ansys" src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjQ3NDQyODc4MjY3LTE2NDc0NDI4NzgyNjcucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" class="fr-fic fr-dii">

Envision a solar panel that is fully repairable, upgradable, and recyclable at high value at end of life to support an energy transition that is truly sustainable. The technology and production process will be open source to maximize its reach to all people across the globe.

Bringing circularity to the solar panel industry

This article is a part of our <a href="http://www.wevolver.com/student-program" target="_blank">University Technology Exposure Program</a>. The program aims to recognize and reward innovation from engineering students and researchers across the globe.Community voting is now live. Vote for your favorite submission by visiting:&nbsp;<a href="https://www.wevolver.com/utep-community-vote/" rel="noopener noreferrer" target="_blank">University Technology Exposure Program Community Vote</a>.&nbsp;<h2 dir="ltr">What Is Our Technology?</h2>As government space agencies and private space exploration companies plan missions to Mars, engineers are looking at ways to convert Martian raw materials into useful products, a process known as in-situ resource utilisation (ISRU). Local production of materials will be a key enabler to future Mars missions, considering it takes around 225 tonnes of rocket fuel to deliver a single tonne of any material (including fuel) to the Martian surface. Recent advances in electro and plasma catalysis have created new opportunities for using electricity to drive industrially important chemical processes.&nbsp;On Earth these processes can be coupled with renewable energy sources to decarbonise dirty industrial processes and store energy, an approach collectively known as power-to-X (P2X). In 2021 the MOXIE experiment aboard the NASA Perseverance rover successfully converted carbon dioxide from the Martian atmosphere into carbon monoxide (a useful intermediate) and breathable oxygen, demonstrating Martian ISRU for the first time. Our group has proposed an integrated Martian ISRU system based on P2X technology, which aims to reliably supply a range of critical materials for a long-duration Mars mission.NASA has identified water, oxygen, and buffer gases (for life support), along with methane (for rocket fuel) as primary targets for Martian ISRU technology. The reliable production of water and oxygen for life support systems on Mars will be a key enabler for long-duration missions, providing astronauts an alternative to resupply from Earth. The three key sources of raw materials on Mars are water ice (located at the polar regions), atmospheric gases, and regolith.&nbsp;The Martian atmosphere is 95.3% carbon dioxide, 2.7% nitrogen, and 1.6% argon, with trace amounts of other gases. Martian regolith &ndash; the grainy layer of dust and rock that covers the surface &ndash; is a rich mixture of mineral oxides including oxides of silicon, aluminium, calcium, magnesium, iron, and titanium. The regolith contains between 1% - 8% water content that can be extracted, whilst the mineral oxides can be refined into breathable oxygen and metal alloys.&nbsp;P2X technologies such as plasma catalysis reactors, electrolytic cells, and electrocatalytic devices, are well suited to space applications due to their modularity, solid-state design, responsiveness, and capability to operate at lower temperatures and pressures compared to conventional chemical plants on Earth. Being electrically driven, they can also be integrated into the power grid of a Martian base, which will likely be supplied by a combination of solar photovoltaics and radioisotope thermoelectric generators.&nbsp;To approach the system-level design of an integrated ISRU ecosystem, we adopted a &lsquo;building block&rsquo; framework whereby raw materials are converted into versatile, small molecules, which can be combined in a variety of ways to form valuable products. Figure 1 shows how four key input materials, namely carbon dioxide, nitrogen, water (from ice and hydrated regolith), and mineral oxides, can be used to produce a wide range of commodities supporting manufacturing, agriculture, sanitation, life support, and ascent propellant. A key building block will be methanol, which can be synthesised from carbon dioxide and hydrogen, allowing the synthesis of a range of hydrocarbon-based materials. &nbsp; <img alt="martian-isru" src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjQ3MTgzMjAxODgxLTE2NDcxODMyMDE4ODEucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" class="fr-fic fr-dii" style="width: 756px;">Figure 1: Building block framework for Martian ISRU&nbsp;We took the building block concept and explored what it might look like in practice, considering the various process material streams and aiming to incorporate recycling where possible. Figure 2 shows our proposed concept for an integrated ISRU system, facilitating the production of the key commodities discussed above. Hydrogen could be produced from the electrolysis of water and combined with atmospheric carbon dioxide to produce methane for rocket propellant, and methanol to produce solvents and polymers. Molten oxide electrolysis (MOE) &ndash; the process of heating regolith until it becomes molten and applying an electric current to separate the metals from the oxygen &ndash; could be used to produce metal alloys and oxygen gas.&nbsp;Oxygen produced from both MOE and water electrolysis would find applications in life support, as an oxidant for rocket fuel, and in the production of synthetic fertiliser when combined with atmospheric nitrogen through plasma-catalytic nitrogen fixation. This proposed system considers recycling at the molecular level, for example with carbon dioxide from human exhalation collected and converted into breathable oxygen and a source of carbon atoms, for various processes. A similar technology was used on the international space station for several years from 2010 to convert exhaled carbon dioxide and waste hydrogen into drinkable water and methane (which was vented), using the thermochemical Sabatier process. &nbsp;<img alt="integrated-isru-concept" src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjQ3MTgzMjAxNTQ4LTE2NDcxODMyMDE1NDgucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" class="fr-fic fr-dii">Figure 2: A concept design for an integrated ISRU system using a variety of technologies<h2 dir="ltr">What are some applications of our technology?</h2>The applications for this technology are not limited to a Martian settlement but may also form the basis of establishing a Lunar refuelling station to facilitate trips to Mars and the wider solar system. Closer to home, this technology can help remote communities in harsh conditions be less reliant on expensive resupply (think Antarctic bases, sea platforms, and even remote towns).&nbsp;When combined with abundant and cheap renewable energy, electrically driven chemical process technology (P2X) like this could facilitate a shift away from globe-spanning supply chains and towards decentralised production. One of the most attractive examples of this P2X technology on Earth is the localised production of &lsquo;green&rsquo; fertiliser, which may finally allow the global economy to transition away from the extremely polluting Haber-Bosch process, which generates more greenhouse gases than any other industrial chemical process in the world and is responsible for around 1% of global carbon dioxide emissions.The team working on this project is led by Dr Mark Baldry from the University of Sydney and includes researchers from the University of New South Wales and the University of Newcastle, Australia. Our project will show the potential benefits of electrifying industrial processes and how P2X technology will help address the long-term challenges of space exploration.&nbsp;<h2 dir="ltr">References</h2>[1] Dr Mark Baldry, How to survive on Mars?, Medium, [Online], &nbsp;26 Dec 2021, Available from: <a href="https://medium.com/@baldrymark91/how-to-survive-on-mars-7a1440fd7dde" id="isPasted" rel="noopener noreferrer" target="_blank">https://medium.com/@baldrymark91/how-to-survive-on-mars-7a1440fd7dde</a>[2] Mark Baldry, Nicholas Gurieff, Declan Keogh, Imagining sustainable human ecosystems with power-to-x in-situ resource utilisation technology, Acta Astronautica, Volume 192, 2022, Pages 190-198, ISSN 0094-5765, <a href="https://doi.org/10.1016/j.actaastro.2021.12.031" rel="noopener noreferrer" target="_blank">https://doi.org/10.1016/j.actaastro.2021.12.031</a>. (<a href="https://www.sciencedirect.com/science/article/pii/S0094576521006664" rel="noopener noreferrer" target="_blank">https://www.sciencedirect.com/science/article/pii/S0094576521006664</a>)<h2 dir="ltr">About the University Technology Exposure Program 2022</h2>Wevolver, in partnership with <a href="https://mouser.com/" target="_blank">Mouser Electronics</a> and <a href="https://www.ansys.com/" target="_blank">Ansys</a>, is excited to announce the launch of the University Technology Exposure Program 2022. The program aims to recognize and reward innovation from engineering students and researchers across the globe. Learn more about the program <a href="http://www.wevolver.com/student-program" target="_blank">here</a>.<img alt="university-technology-exposure-program-mouser-ansys" src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjQ3MTgzMjAxNzIwLTE2NDcxODMyMDE3MjAucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" width="720" height="91" class="fr-fic fr-dii">

A team of researchers from three leading Australian universities proposes an integrated system for producing essential materials on Mars using local resources, paving the way for self-sufficient settlements.

How to Survive on Mars?

This article is a part of our <a href="http://www.wevolver.com/student-program" target="_blank">University Technology Exposure Program</a>. The program aims to recognize and reward innovation from engineering students and researchers across the globe.Community voting is now live. Vote for your favorite submission by visiting: <a href="https://www.wevolver.com/utep-community-vote/" rel="noopener noreferrer" target="_blank">University Technology Exposure Program Community Vote</a>.&nbsp;<h2 dir="ltr" id="isPasted">Overview of the technology</h2>The popularity of electric vehicles (EVs) demands high-performance batteries to achieve its long-distance and high-power objectives. To satisfy these demands, nickel-rich LiNixMnyCozO2 (NMC, x+y+z=1; where, x&ge;0.5) materials are promising cathode materials due to their high specific capacity. However, during the charge-discharge of these materials, especially at higher voltages (&gt; 4.2 V vs. Li+/Li) [1], it undergoes side reactions leading to internal structure collapse and drastic capacity loss. Surface coating to the NMC particle is proven in the literature to overcome this problem. However, considering the surface coating of the particle with low thickness 50 &lt; nanometer and homogeneous coating, coating the nanometer size particle are easier than micron-sized NMC. The huge size of the particle often leads to inhomogeneity. To overcome this problem in this study we have coated NMC particles with an amorphous carbon coating, which is easy and has control over its thickness. However, the literature also reported that the carbon coating to NMC material in an inert atmosphere changes its internal structure and leads to a non-favorable battery material. So, carefully in this study, these problems are solved.<h2 dir="ltr">What sub-systems is the technology composed of?</h2>The present study explains the surface engineer of NMC particle, an approach of polymerizing furfuryl alcohol monomer on the surface of NMC particle, followed by a calcination step is carried out to achieve a homogenous carbon coating.<h2 dir="ltr">What tasks do they fulfill?</h2>The surface engineered NMC particles are able to perform at a 10C discharge rate (C rate means the current applied and it is 1C= 160 mA g-1).<h2 dir="ltr">How are these sub-systems integrated?</h2>These surface-coated particles can be used as the active material for cathode electrode preparation (electrode comprises of active material (here it is NMC), conducting carbon and polymeric binder) without further modification to the conventional electrode processing.<h2 dir="ltr">Issues/obstacles resolved through clever component reengineering or innovative solutions</h2>As discussed in the previous section, nanometric level surface coating on the micron-sized particle is difficult. Along with carbon coating on the NMC particle is difficult because of it is metal oxide nature. Usually, the metal oxide structures oxygen reacts with carbon and collapses the original structure during the carbon coating to NMC particles. However, in the present study, both the issues are carefully solved by choosing a suitable carbon coating procedure.Additionally, the surface coating process to the NMC should be easy and cost-effective. In the present study, the coating procedure does not involve a sophisticated setup and expensive raw materials; hence it is cheaper and easily scalable.&nbsp;Figure 1&nbsp;shows the schematic illustration of the surface coating procedure of NMC particles and its confirmation by transmission electron micrography technique, which shows ~15-nanometer thick homogeneous coating. Further, the different current load (0.1C to 10C) tests shown in&nbsp;Figure 1&nbsp;describe the coated materials performance improvement at higher current loads. Especially at the 10C current rate, the coated NMC particles deliver ~50% capacity improvement. The 10C rate means discharging the cell at 6 minutes (1C = 60 minutes of operation).<img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjQ2OTk1OTk1ODgyLTE2NDY5OTU5OTU4ODIucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" class="fr-fic fr-dii" style="width: 756px;" alt="Schematic representation of surface coating, confirmation, and coated materials performance compared to uncoated NMC particle ">Figure 1 Schematic representation of surface coating, confirmation, and coated materials performance compared to uncoated NMC particle (adopted from [2] )The long-term charge-discharge performance of the uncoated and coated material compared at a current rate of 2C (1C= 160 mA g-1) is shown in&nbsp;Figure 2. The uncoated and coated materials show discharge capacities of 153 mAh g-1&nbsp;and 156 mAh g-1, respectively. Similarly, after completing 400 charge-discharge cycles, they offer capacities of 125 mAh g-1&nbsp;and 140 mAh g-1&nbsp;resulting in ~8% improvement in the capacity retention of the coated material.<img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjQ2OTk1OTk1NDQzLTE2NDY5OTU5OTU0NDMucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" class="fr-fic fr-dii" alt=" cycling discharge curves for uncoated and coated NMC ">Figure 2 Long-term cycling discharge curves for uncoated and coated NMC (adopted from [2] ).&nbsp;The present study shows the practical application of the surface-coated NMC particle in Li-ion cells, which can be used in other kinds of Li-ion cells such as solid-state batteries. The enhanced performance of the coated material will substantially improve the high current and high energy performances of Li-ion batteries.<h2 dir="ltr">Different applications of the technology</h2>The surface-coated NMC particle improves the Li-ion batteries total available capacity and high-power performance. Which can be successfully used in applications such as:<ul><li dir="ltr">Electric vehicle,</li><li dir="ltr">Drone application,</li><li dir="ltr">Military tool kits,</li><li dir="ltr">Power tools,</li><li dir="ltr">Grid storage,</li><li dir="ltr">Consumer electronics and many more.</li></ul><h2 dir="ltr">How does it affect the industry and/or society?</h2>Due to the low carbon emission during electric vehicle operation, they are getting popularized. However, they need to be low cost, higher life, and high capacity for their success. Battery materials play an essential role in achieving these demands. Nearly 60% of the battery cost comes from the battery materials (cathode, anode, electrolyte, separator, other material, and labor cost). Interestingly 50% of the total battery material cost comes from the cathode material. Hence it needs to be cheaper and more effective [3]. The cathode treatment or modification process should be more reasonable, not adding up extra handling costs.&nbsp;Additionally, If we consider both the anode and cathode are connected in series and the total capacity of the battery is the sum of individual cathode and anode capacities as given by&nbsp;Equation 1<img src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjQ2OTk2NzQyOTAxLTE2NDY5OTY3NDI5MDEucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" class="fr-fic fr-dib" alt="Total capacity of the cell">Equation 1 Total capacity of the cellFor a fixed cathode (here it is NMC), only increasing the anode capacity will not improve the total capacity of the overall cell. Hence to enhance the capacity, the cathode capacity needs to be improved. And in todays scenario, many high-capacity anodes such as silicon and tin-sulfide are available [4,5]. High-capacity cathodes are essential to match the high capacity of these anodes. In this way, nickel-rich cathodes are a suitable choice. The present study of surface coating improves the stability of these high-capacity cathodes at a higher current rate, which is also one of the key requirements for electric vehicle applications [6].<h2 dir="ltr">Technical Specifications</h2>The present technology is a simple and easily scalable approach. The detailed procedure of the method is available in the article [2], which uses the polymerization of furfuryl alcohol monomer on the surface of NMC particle followed by a calcination process at 400&nbsp;oC, which induces the carbon coating thickness of ~15 nanometer on the surface of NMC particles.<h2 dir="ltr">References</h2>[1] &nbsp; &nbsp;A. Manthiram, B. Song, W. Li, A perspective on nickel-rich layered oxide cathodes for lithium-ion batteries, Energy Storage Mater. 6 (2017) 125.[2] &nbsp; &nbsp;A.R. Kathribail, A. Rezqita, D. Lager, R. Hamid, Y. Surace, M. Berecibar, J. Van Mierlo, A. Hubin, M. Jahn, J. Kahr, High-Performance Amorphous Carbon Coated LiNi0.6Mn0.2Co0.2O2 Cathode Material with Improved Capacity Retention for Lithium-Ion Batteries, Batter. . 7 (2021). https://doi.org/10.3390/batteries7040069.[3] &nbsp; &nbsp;No Title, (n.d.). https://qnovo.com/82-the-cost-components-of-a-battery/.[4] &nbsp; &nbsp;D. Larcher, S. Beattie, M. Morcrette, K. Edstr&ouml;m, J.-C. Jumas, J.-M. Tarascon, Recent findings and prospects in the field of pure metals as negative electrodes for Li-ion batteries, J. Mater. Chem. 17 (2007) 3759&ndash;3772. https://doi.org/10.1039/B705421C.[5] &nbsp; &nbsp;N. Nitta, F. Wu, J.T. Lee, G. Yushin, Li-ion battery materials: present and future, Mater. Today. 18 (2015) 252&ndash;264. https://doi.org/https://doi.org/10.1016/j.mattod.2014.10.040.[6] &nbsp; &nbsp;M. Weiss, R. Ruess, J. Kasnatscheew, Y. Levartovsky, N.R. Levy, P. Minnmann, L. Stolz, T. Waldmann, M. Wohlfahrt-Mehrens, D. Aurbach, M. Winter, Y. Ein-Eli, J. Janek, Fast Charging of Lithium-Ion Batteries: A Review of Materials Aspects, Adv. Energy Mater. 11 (2021) 2101126. https://doi.org/https://doi.org/10.1002/aenm.202101126.<h2 dir="ltr">About the University Technology Exposure Program 2022</h2>Wevolver, in partnership with <a href="https://mouser.com/" target="_blank">Mouser Electronics</a> and <a href="https://www.ansys.com/" target="_blank">Ansys</a>, is excited to announce the launch of the University Technology Exposure Program 2022. The program aims to recognize and reward innovation from engineering students and researchers across the globe. Learn more about the program <a href="http://www.wevolver.com/student-program" target="_blank">here</a>.<img alt="university-technology-exposure-program-mouser-ansys" src="https://images.wevolver.com/eyJidWNrZXQiOiJ3ZXZvbHZlci1wcm9qZWN0LWltYWdlcyIsImtleSI6ImZyb2FsYS8xNjQ2OTk1OTk1NjQ4LTE2NDY5OTU5OTU2NDgucG5nIiwiZWRpdHMiOnsicmVzaXplIjp7IndpZHRoIjo5NTAsImZpdCI6ImNvdmVyIn19fQ==" class="fr-fic fr-dii">

This study presents a simple approach to preparing a robust surface modified nickel-rich cathode material for Li-ion battery application. A detailed comparison of the importance of cathode and the present study to make a big difference in achieving the low-cost future battery are explained.

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