Earlier quoted context omitted.
We’ve been launching airplanes with steam catapults for many decades, albeit in an environment where we’re willing to take more risks than to go see Grandma, but many of the catapult concerns are areas where we have decades of experience and hundreds of thousands of successful cat shots.
But the catapult isn't for saving on energy that needs to be carried on the aircraft. It's simply that you can't build engines and propulsion systems on a plane with the desired takeoff weight when you have as short a runway as you do on an aircraft carrier
Launch HN: H3X (YC W21) – High power density electric aircraft motors
151–160 of 169 posts
Re: Launch HN: H3X (YC W21) – High power density electric aircraft motors
#152Great to see some fellow Badgers aiming to make a dent in the universe. 3x higher power density is a huge leap, looking forward to watching you make it happen!
Re: Launch HN: H3X (YC W21) – High power density electric aircraft motors
#153How do you compare with Magnax? Also: We're developing high energy density battery packs (cells of 400wh/kg+, packs at 300-350wh/kg), might be interesting to team up. Hit me up on LinkedIn: Bernd Rietberg.
In the aircraft world, Magnix has been doing some really awesome work. Their motors + inverters are about 4 kW/kg continuous. Our multiple areas of technology development should put us >12 kW/kg, which would be a 3x improvement. We are excited to build and iterate on a rapid pace to get there as soon as possible (hardware is, of course, hard :)
Re: Launch HN: H3X (YC W21) – High power density electric aircraft motors
#154Earlier quoted context omitted.
> You could even have a long cable that hangs behind the plane and keeps an electrical connection until you're a few hundred feet up. I can assure you this will never ever happen. It’s wildly impractical, improbable, and sounds extremely unsafe. Sure, it’s theoretically possible, but that’s about it. The NFPA is not going to add a code section in the NEC for hundreds of feet long live electrical conductors being pull…
Tow planes and gliders routinely fly with a disconnecting cable between two aircraft, and that seems at least as impractical and unsafe (or it would if you were proposing it as a new idea). Though maybe that's the sort of thing that's "grandfathered in" from earlier, more permissive days of experimental aviation. I think the strongest argument against using a power cable during takeoff is just that it's not worth the…
A tow cable does not have live electrical conductors in it.
Re: Launch HN: H3X (YC W21) – High power density electric aircraft motors
#155Earlier quoted context omitted.
But that big max/cruise delta disappears as soon as you ditch the wings and go 'copter, which seem to dominate all use cases where electric is anywhere close to viable. Where motors excelling in W/g could absolutely shine is the still empty area of hybrid planes that downsize their combustive propulsion to cruise requirements and carry batteries only for those short periods of peak power demand.
Would you use a generator or a directly connected ICE?
Re: Launch HN: H3X (YC W21) – High power density electric aircraft motors
#156Earlier quoted context omitted.
It’s just a weird idea, but cant you use hollow copper winding, and run the coolant liquid trough that?
Yes, this is one variation of what is referred to as "in-slot cooling". Keep in mind that putting coolant inside the slot removes precious conductor cross-sectional area. There is a tradeoff to be analyzed, and in some situations it can make sense. However, in-slot cooling does lock you in to having a liquid cooling system, whereas the design we currently use (coolant channels integrated into shared housing) could be…
But more importantly thank you for Your contribution to reducing air pollution by electrifying airplanes!
Re: Launch HN: H3X (YC W21) – High power density electric aircraft motors
#157Electric passenger aircraft are not and will never be viable, but I would sure like to see super lightweight electric sustainer motors for gliders. Paired with regenerative braking and/or solar cells on the wings you could probably keep a glider in the air indefinitely.
> Electric passenger aircraft are not and will never be viable Why not? "Never" is a very significant word, but if you have sound reasons for using the word here, I'm genuinely interested in your thoughts on the matter.
Really the closest thing that seems plausible would be a hybrid design using small batteries to provide peak power for takeoff and fuel cells to provide the bulk of the energy. But I'm not confident that would actually be significantly better than manufacturing synthetic fuels with renewable energy and burning them in traditional jet engines.
Re: Launch HN: H3X (YC W21) – High power density electric aircraft motors
#158I have more questions, why are you not using silver, around 106% better conductance of electricity, but also a better conductor of heat? And cooling, lots of big electrical plant uses H2 for a cooling medium as it has about 22 times better heat transfer than air - I can see the peroblems, but you can't light up 100% H2, it's when it gets some air with it is the problem. I actually have a bucket load more, I am Elec E…
Re: Launch HN: H3X (YC W21) – High power density electric aircraft motors
#159You guys should contact (some of) the F1 teams. They would certainly love to have more efficient motors in their hybrid PUs. A 5kg saving is literally worth millions in that business. Also Formula-E might be interested, but I don't know how free they are in their choice of material, so you might want to talk to the organizers.
Yeah this is definitely a market we're looking into - both KERs and Formula E drive units. Great product-market fit.
Re: Launch HN: H3X (YC W21) – High power density electric aircraft motors
#160Earlier quoted context omitted.
> the range-optimal speed is where the parasitic drag is equal to the lift-induced drag Not quite true -- range-optimal speed is where the sum of those terms is minimal. With some assumptions, this is where the derivative is 0, dDrag/dv = 0, and since derivative is linear, this means: the range-optimal speed is where the (infinitesimal) increase of parasitic drag (with speed) is equal to the decrease of lift-induced…
Using the simple drag polar approach, D = A*v^2 + B/v^2 (D is total drag, first term is parasitic drag, second term is lift-induced drag) dD/dv = 0 where v = (B/A)^(1/4) Plug in v = (B/A)^(1/4) D = sqrt(AB) + sqrt(AB), aka dD/dv = 0 exactly when parasitic drag is equal to the lift-induced drag