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35-524: (Redirected from X-100 ) X100 or X-100 may refer to: Curtiss-Wright X-100 , an experimental aircraft with tilt rotors Fujifilm X100 , a series of digital cameras X-100 (house) , an experimental steel house in California Lotus M90 (also Lotus X100), a concept car New South Wales X100 class locomotive , a group of rail tractors built by Chullora Railway Workshops Rockman X100,

70-403: A continuous flow of electrolyte. Flow cells typically have the fuel dissolved in the electrolyte. Power-to-weight ratios for vehicles are usually calculated using curb weight (for cars) or wet weight (for motorcycles), that is, excluding weight of the driver and any cargo. This could be slightly misleading, especially with regard to motorcycles, where the driver might weigh 1/3 to 1/2 as much as

105-406: A cutoff voltage are typically specified for a battery by its manufacturer. The output voltage falls to the cutoff voltage when the battery becomes "discharged". The nominal output voltage is always less than the open-circuit voltage produced when the battery is "charged". The temperature of a battery can affect the power it can deliver, where lower temperatures reduce power. Total energy delivered from

140-467: A fluid, or storage in a pressure vessel . A variety of effects can be harnessed to produce thermoelectricity , thermionic emission , pyroelectricity and piezoelectricity . Electrical resistance and ferromagnetism of materials can be harnessed to generate thermoacoustic energy from an electric current. All electrochemical cell batteries deliver a changing voltage as their chemistry changes from "charged" to "discharged". A nominal output voltage and

175-563: A higher discharge current – and therefore higher power-to-weight ratio – but only with a lower energy capacity. Power-to-weight ratio for batteries is therefore less meaningful without reference to corresponding energy-to-weight ratio and cell temperature. This relationship is known as Peukert's law . Capacitors store electric charge onto two electrodes separated by an electric field semi-insulating ( dielectric ) medium. Electrostatic capacitors feature planar electrodes onto which electric charge accumulates. Electrolytic capacitors use

210-406: A liquid electrolyte as one of the electrodes and the electric double layer effect upon the surface of the dielectric-electrolyte boundary to increase the amount of charge stored per unit volume. Electric double-layer capacitors extend both electrodes with a nanoporous material such as activated carbon to significantly increase the surface area upon which electric charge can accumulate, reducing

245-446: A misnomer, as it colloquially refers to mass. In a zero-gravity (weightless) environment, the power-to-weight ratio would not be considered infinite. A typical turbocharged V8 diesel engine might have an engine power of 250 kW (340 hp) and a mass of 380 kg (840 lb), giving it a power-to-weight ratio of 0.65 kW/kg (0.40 hp/lb). Examples of high power-to-weight ratios can often be found in turbines. This

280-480: A model of headphone amplifier by Scholz Research & Development, Inc. RT.X100 , a real-time PCI video editing card Triton X-100 , a nonionic surfactant SS-100-X , US President Kennedy's state car in which he was assassinated in 1963 [REDACTED] Topics referred to by the same term This disambiguation page lists articles associated with the same title formed as a letter–number combination. If an internal link led you here, you may wish to change

315-647: A period of time is equal to the difference in its total energy over that period of time, so the rate at which work is done is equal to the rate of change of the kinetic energy (in the absence of potential energy changes). The work done from time t to time t + Δ t along the path C is defined as the line integral ∫ C F ⋅ d x = ∫ t t + Δ t F ⋅ v ( t ) d t {\displaystyle \int _{C}\mathbf {F} \cdot d\mathbf {x} =\int _{t}^{t+\Delta t}\mathbf {F} \cdot \mathbf {v} (t)dt} , so

350-628: A power-to-weight ratio of 153 kW/kg (93 hp/lb). In classical mechanics , instantaneous power is the limiting value of the average work done per unit time as the time interval Δ t approaches zero (i.e. the derivative with respect to time of the work done). The typically used metric unit of the power-to-weight ratio is W kg {\displaystyle {\tfrac {\text{W}}{\text{kg}}}\;} which equals m 2 s 3 {\displaystyle {\tfrac {{\text{m}}^{2}}{{\text{s}}^{3}}}\;} . This fact allows one to express

385-463: A single charge cycle is affected by both the battery temperature and the power it delivers. If the temperature lowers or the power demand increases, the total energy delivered at the point of "discharge" is also reduced. Battery discharge profiles are often described in terms of a factor of battery capacity . For example, a battery with a nominal capacity quoted in ampere-hours (Ah) at a C/10 rated discharge current (derived in amperes) may safely provide

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420-401: A speed | v ( t ) | {\displaystyle |\mathbf {v} (t)|\;} and angle ϕ {\displaystyle \phi \;} with respect to the centre and radial of a gravitational field by an onboard powerplant , then the associated kinetic energy is where: The work–energy principle states that the work done to the object over

455-667: A train. As the coefficient of friction between steel wheels and rails seldom exceeds 0.25 in most cases, improving a locomotive's power-to-weight ratio is often counterproductive. However, the choice of power transmission system, such as variable-frequency drive versus direct-current drive , may support a higher power-to-weight ratio by better managing propulsion power. Most vehicles are designed to meet passenger comfort and cargo carrying requirements. Vehicle designs trade off power-to-weight ratio to increase comfort, cargo space, fuel economy , emissions control , energy security and endurance. Reduced drag and lower rolling resistance in

490-522: A vehicle design can facilitate increased cargo space without increase in the (zero cargo) power-to-weight ratio. This increases the role flexibility of the vehicle. Energy security considerations can trade off power (typically decreased) and weight (typically increased), and therefore power-to-weight ratio, for fuel flexibility or drive-train hybridisation . Some utility and practical vehicle variants such as hot hatches and sports-utility vehicles reconfigure power (typically increased) and weight to provide

525-413: Is a calculation commonly applied to aircraft, cars, and vehicles in general, to enable the comparison of one vehicle's performance to another. Power-to-weight ratio is equal to thrust per unit mass multiplied by the velocity of any vehicle. The power-to-weight ratio (specific power) is defined as the power generated by the engine(s) divided by the mass. In this context, the term "weight" can be considered

560-510: Is a measurement of actual performance of any engine or power source. It is also used as a measurement of performance of a vehicle as a whole, with the engine's power output being divided by the weight (or mass ) of the vehicle, to give a metric that is independent of the vehicle's size. Power-to-weight is often quoted by manufacturers at the peak value, but the actual value may vary in use and variations will affect performance. The inverse of power-to-weight, weight-to-power ratio (power loading)

595-402: Is an important vehicle characteristic that affects the acceleration of sports vehicles. Propeller aircraft depend on high power-to-weight ratios to generate sufficient thrust to achieve sustained flight, and then for speed. Jet aircraft produce thrust directly . Power-to-weight ratio is important in cycling, since it determines acceleration and the speed during hill climbs . Since

630-527: Is because of their ability to operate at very high speeds. For example, the Space Shuttle 's main engines used turbopumps (machines consisting of a pump driven by a turbine engine) to feed the propellants (liquid oxygen and liquid hydrogen ) into the engine's combustion chamber. The original liquid hydrogen turbopump is similar in size to an automobile engine (weighing approximately 352 kilograms (775 lb)) and produces 72,000 hp (54 MW) for

665-417: Is conversely usually lower. Fuel cells and flow cells , although perhaps using similar chemistry to batteries, do not contain the energy storage medium or fuel . With a continuous flow of fuel and oxidant, available fuel cells and flow cells continue to convert the energy storage medium into electric energy and waste products. Fuel cells distinctly contain a fixed electrolyte whereas flow cells also require

700-499: Is only delivered if the powerplant is in motion, and is transmitted to cause the body to be in motion. It is typically assumed here that mechanical transmission allows the powerplant to operate at peak output power. This assumption allows engine tuning to trade power band width and engine mass for transmission complexity and mass. Electric motors do not suffer from this tradeoff, instead trading their high torque for traction at low speed. The power advantage or power-to-weight ratio

735-405: Is then where: The useful power of an engine with shaft power output can be calculated using a dynamometer to measure torque and rotational speed , with maximum power reached when torque multiplied by rotational speed is a maximum. For jet engines the useful power is equal to the flight speed of the aircraft multiplied by the force, known as net thrust, required to make it go at that speed. It

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770-455: Is used when calculating propulsive efficiency . Thermal energy is made up from molecular kinetic energy and latent phase energy. Heat engines are able to convert thermal energy in the form of a temperature gradient between a hot source and a cold sink into other desirable mechanical work . Heat pumps take mechanical work to regenerate thermal energy in a temperature gradient. Standard definitions should be used when interpreting how

805-474: The fundamental theorem of calculus has that power is given by F ( t ) ⋅ v ( t ) = m a ( t ) ⋅ v ( t ) = τ ( t ) ⋅ ω ( t ) {\displaystyle \mathbf {F} (t)\cdot \mathbf {v} (t)=m\mathbf {a} (t)\cdot \mathbf {v} (t)=\mathbf {\tau } (t)\cdot \mathbf {\omega } (t)} . where: In propulsion , power

840-782: The Bell VTOL XV tiltrotor designs. The X-19 utilized specially designed radial lift propellers, rather than helicopter-like rotors, for vertical takeoff and augmenting the lift provided by the wing structures. From the X-100 Curtiss-Wright developed the larger X-200, of which the United States Air Force ordered two prototypes designated the X-19A. The X-19 had fore and aft high-mounted tandem wings . Each wing mounted two 13 ft (4.0 m) propellers that could be rotated through 90 degrees, allowing

875-534: The Curtiss-Wright Corporation developed the X-100, a prototype for a new, vertical takeoff transport aircraft. The X-100 had a single turboshaft engine , which propelled two tilting-propellers, while at the tail swivelling nozzles used the engine's exhaust gases to give additional control for hovering or slow flight. Although sometimes classified as a tiltrotor aircraft, the design differed from

910-462: The World's Aircraft 1965–66 General characteristics Performance Aircraft of comparable role, configuration, and era Power to weight Power-to-weight ratio ( PWR , also called specific power , or power-to-mass ratio ) is a calculation commonly applied to engines and mobile power sources to enable the comparison of one unit or design to another. Power-to-weight ratio

945-562: The aerodynamic complexity of coupled pitch, roll, and yaw, and torque, particularly in transition from vertical takeoff to horizontal flight, made design of the X-19 extremely challenging. Ultimately, weaknesses in the power transmission gear boxes led to failure. Owing to design complexity, tiltrotor VTOL aircraft did not enter operational service until the Bell-Boeing V-22 Osprey introduction in 2007. Data from Jane's all

980-556: The aircraft to take off and land like a helicopter . The propellers were driven by twin Avco Lycoming T55-L-5 turboshaft engines mounted in the fuselage . The first flight of the X-19 took place in November 1963 (other sources give 26 June 1964). It was intended that the X-19 would be developed into a VTOL transport aircraft. However the first X-19 was destroyed in a crash on 25 August 1965, with no loss of life, and

1015-458: The dielectric medium to nanopores and a very thin high permittivity separator. While capacitors tend not to be as temperature sensitive as batteries, they are significantly capacity constrained and without the strength of chemical bonds suffer from self-discharge. Power-to-weight ratio of capacitors is usually higher than batteries because charge transport units within the cell are smaller (electrons rather than ions), however energy-to-weight ratio

1050-406: The link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=X100&oldid=1064111046 " Category : Letter–number combination disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages Curtiss-Wright X-100 In March 1960

1085-442: The perception of sports car like performance or for other psychological benefit . Increased engine performance is a consideration, but also other features associated with luxury vehicles . Longitudinal engines are common. Bodies vary from hot hatches , sedans (saloons) , coupés , convertibles and roadsters . Mid-range dual-sport and cruiser motorcycles tend to have similar power-to-weight ratios. Power-to-weight ratio

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1120-431: The power-to-weight ratio purely by SI base units . A vehicle's power-to-weight ratio equals its acceleration times its velocity; so at twice the velocity, it experiences half the acceleration, all else being equal. If the work to be done is rectilinear motion of a body with constant mass m {\displaystyle m\;} , whose center of mass is to be accelerated along a (possibly non-straight) line to

1155-676: The program was subsequently cancelled; the second prototype was never completed. The second X-19 prototype is currently being stored in the restoration facilities at the National Museum of the United States Air Force in Dayton, Ohio . The power transmission, power to weight requirements, flight mode transition and multi-axis control make VTOL aircraft design far more problematic than conventional fixed wing and even helicopter design. Like most pioneering tilt aircraft,

1190-701: The propulsive power of a jet or rocket engine is transferred to its vehicle. An electric motor uses electrical energy to provide mechanical work , usually through the interaction of a magnetic field and current-carrying conductors . By the interaction of mechanical work on an electrical conductor in a magnetic field, electrical energy can be generated . Fluids (liquid and gas) can be used to transmit and/or store energy using pressure and other fluid properties. Hydraulic (liquid) and pneumatic (gas) engines convert fluid pressure into other desirable mechanical or electrical work . Fluid pumps convert mechanical or electrical work into movement or pressure changes of

1225-516: The vehicle itself. In the sport of competitive cycling athlete's performance is increasingly being expressed in VAMs and thus as a power-to-weight ratio in W/kg. This can be measured through the use of a bicycle powermeter or calculated from measuring incline of a road climb and the rider's time to ascend it. A locomotive generally must be heavy in order to develop enough adhesion on the rails to start

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