4G, 5G & Wi-Fi Technology

Are you wondering what 5G spectrum bands are and how they impact the development of 5G technology? Look no further!

In simple terms, 5G spectrum bands refer to the specific frequency ranges that are used to transmit 5G signals. There are three main 5G spectrum bands that are currently being used:

Low-band spectrum: This band operates at a frequency of 600 MHz to 6 GHz and provides wider coverage, making it ideal for indoor use and suburban areas. It is also used for 4G LTE technology.

Mid-band spectrum: This band operates at a frequency of 2.5 GHz to 3.7 GHz and offers a balance between coverage and speed. It is suitable for urban areas and can support high-bandwidth applications such as video streaming and online gaming.

High-band spectrum: This band operates at a frequency of 24 GHz to 100 GHz and provides high-speed, low-latency connections. It is best suited for densely populated areas and applications that require ultra-fast speeds such as virtual reality and self-driving cars.

Understanding these spectrum bands is important for the development of 5G technology as it allows for the deployment of 5G networks in a variety of locations and for a range of applications. So, whether you are a telecommunications professional, an engineer, or simply interested in the latest technological.

5G spectrum bands explained— low, mid and high band | Nokia Operators will use a combination of different spectrum bands to deliver 5G services, and it will play a critical role in determining the speed and range of coverage.

It sounds like a cause of heart burn.

Instead, Boundary Layer Ingestion – or BLI – is a promising idea NASA researchers are studying to reduce fuel burn in jet engines, thus reducing emissions and the cost of operating the aircraft.

At its simplest: With BLI, an airplane’s engines are located near the rear of the aircraft so that air flowing over the aircraft body becomes part of the mix of air going into the engine and is then accelerated out the back

Inside the 8’ x 6’ wind tunnel at NASA Glenn, engineers recently tested a fan and inlet design, commonly called a propulsor
Credits: NASA, Rami Daud (Alcyon Technical Services)

“The idea isn’t completely new,” said Jim Heidmann, manager of the Advanced Air Transport Technology Project at NASA’s Glenn Research Center in Cleveland. “What we’re testing now are new technologies that can help us derive benefits from BLI.”

So, more specifically, what exactly is BLI and how does it lead to potential economic and environmental benefits?

A quick review: When an airplane is flying, it has four major forces acting on it – thrust, drag, weight and lift. Thrust makes an airplane go forward, while drag tries to slow it down. Lift offsets the weight to keep an airplane in the sky.

BLI deals specifically with the drag part of the equation by, ultimately, trying to reduce the total drag an airplane experiences in the sky.

It all starts with the fact that as an airplane flies through the air, a layer of slower moving air begins to build up along the skin of the fuselage and wings, which is fittingly called the boundary layer. This slower moving air causes additional drag.

At the front of the airplane the thickness of the boundary layer is zero, but as the air flows back over the surface of the airplane’s fuselage and wings, the layer grows thicker. By the time it gets to the rear of the airplane it can be a foot or more deep.

In a conventional tube and wing airplane, where the jet engines are hung beneath the wings, that’s the end of the boundary layer story. The slower, drag-inducing airflow just continues off the rear of the airplane to mix with the undisturbed air there.

Reducing Drag

The story changes when the airplane’s engines are put in the path of the boundary layer, for example, by placing them at the extreme rear of the airplane. Not mounted on either side of the tail on short pylons as seen on some airliners or business jets today, but directly atop or behind the main fuselage.

With the engines in this location, the slower, boundary layer air enters the engine – or is ingested, as in boundary layer ingestion – and is then accelerated with the rest of the air passing through the engine and exhausted out the back.

It doesn’t matter if the incoming boundary layer air winds up being compressed, mixed with fuel and burned to become part of the hot jet exhaust, or if the air flow bypasses around the engine core, through the fans and out the back.

And the ingested boundary layer of air doesn’t make the engines more, or less, powerful.

One of the advanced design concepts – the D8 or "double bubble" – is now a subscale model being tested in a wind tunnel at MIT. The design, developed for NASA by a team led by Massachusetts Institute of Technology, has a very wide fuselage to provide extra lift, low-swept wings to reduce drag and weight, and engines sitting above the fuselage and aft of the wings to block some noise from reaching the ground.
Credits: NASA / MIT

What does change?

The total amount of drag created by the slower air moving over and behind the whole airplane body is decreased because some of that slower air has been sped up again by passing through the engines.

“There’s still drag. Still a loss. But it’s less of a loss,” Heidmann said.

And that’s the benefit. With less total drag the engines need less thrust to push the airplane forward, which means they don’t have to burn as much fuel, which reduces emissions and saves on fuel expense.

It all works out very nicely on paper, but there still is an engineering challenge to overcome.

Designing Engines for BLI

Let’s go back to the conventional wing and tube design with the engines hanging off the bottom of the wings.

In that configuration, with the airplane cruising along, the engine inlets are exposed to a nice, clean, uniform stream of air entering the engine, where the airflow is slowed down a bit to encounter the first set of fan blades.

This is ideal for engine designers because, as the fan blades turn, they experience the same environmental conditions – the same air pressure and speed – with each revolution.

But with the rear-mounted engines in the path of the boundary layer, the engine’s fan blades are exposed to additional stresses every time they pass through the distorted airflow.

To better understand how to design and build an engine inlet and fan blades capable of safely withstanding those additional stresses, a NASA-led research team has been testing a BLI engine configuration in the 8’ by 6’ wind tunnel at Glenn.

“We’re doing these experiments because we don’t yet know how to design a fan that can operate in this distorted flow environment,” Heidmann said. “It’s like getting hit by a hammer once every time your fan blade goes around.”

Early results show a proper design can be achieved, but more work needs to be done to ensure the solution – which could require a heavier, less aerodynamically efficient engine design – doesn’t cancel out the fuel burn efficiencies that come from reducing overall drag through BLI.

NASA’s aeronautical innovators and its industry partners are studying several airplane concepts that could take advantage of BLI’s contributions to reducing fuel burn.

One or more of those designs that includes BLI could be incorporated into a series of X-planes NASA hopes to build and fly within the next decade to demonstrate advanced technologies and accelerate their adoption by industry.
Jim Banke
Aeronautics Research Mission Directorate

source: https://www.nasa.gov/aero/reduce-fuel-burn-with-a-dose-of-bli

Reduce Fuel Burn With a Dose of BLI BLI – is a promising idea NASA researchers are studying to reduce fuel burn in jet engines, thus reducing emissions and the cost of operating the aircraft.

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IBM stores one bit of data on a single atom, showing how small storage could become While many IT departments grapple with big data, IBM says it has the smallest data in the world: one bit on one atom. Researchers at IBM have written and read a bit of data on a single atom using magnetism, a feat they say is a world first.

https://youtu.be/JmERWAi3rIw

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TRYST-2016 IIT DELHI
EVENT DETAILS –ROBOTRYST: 2016
RoboTryst-2016 is an International Level Robotics Championship and Workshop series Joined by TRYST- 2016 , IIT-Delhi and Robosapiens Technologies Pvt. Ltd.
This Year Prelims Rounds of RoboTryst-2016 will be held at Selective Zonal Centers (Engineering Colleges/Universities) all across the India.
This is a 3 Stage Event as detailed below:
Stage 1 (WORKSHOP ROUND to be held at VITS College, JABALPUR) :
1. Robotics workshop will be held at Zonal center : VITS JABALPUR.
2. All the participants who wants to participate in Robo Tryst-2016 are required to attend the workshop at Zonal Center.
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5. The Duration of the Workshop will be of 2 Days (7-8 hours each day) .
6. The Workshop will be delivered by officials of Robosapiens Technologies Pvt. Ltd.
7. Each student participating in the workshop will get a participation certificate by TRYST-2016,lIT Delhi& Robosapiens Technologies Pvt. Ltd .


Stage 2 (ZONAL ROUND to be held VITS College, JABALPUR) :

1. Just after the workshop, a competition (Prelims Round) of Robotics, RoboTryst-2016 will be held.
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1. Winners of all the Zonal Centers are invited to participate in the Final Round of RoboTryst-2015 in the month of March 2016 at IIT Delhi.
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3. A Certificate of Excellence will also be awarded to the Winning Teams.


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Registration charges:

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Mobile Robotics 2 Days Workshop | Mobirobotics