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Inside manufacturing

Germaine ABAYIRINGIRA

13,494 subscribers

91,587 次观看 • 3 个月前 •via X (Twitter)

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i'm not fine after reading this a guy with a laptop got his own silicon chip manufactured with software Google gave away. the commercial version of that software rents for up to $1,000,000 a year. he never signed a vendor contract and never paid for a seat. he wrote the logic, pushed it to GitHub, and nine months later a wafer came out of a fab. getting silicon with your name in it used to take a company. now it takes nine months. his slot was 160 by 100 microns: about 1,000 logic gates, 8 inputs, 8 outputs, clocked past 50 MHz. more than 600 designs have already come back this way. this is the open silicon stack. Google and SkyWater published a complete 130nm manufacturing process, DARPA funded the software that turns code into a fab-ready file, and all of it sits in public repositories. turns out the whole flow fits in a git push: - write the logic in Verilog, or drag gates around in a browser if you have never done this - push to GitHub, an action runs synthesis, placement, routing and sign-off on the commit - OpenROAD finishes place-and-route with no human in the loop, code to fab file inside 24 hours - SKY130 carries the fab's real design rules, so passing the checks means it is manufacturable - a few hundred designs share one wafer, which is the only reason a person can afford the masks nobody puts this part in the thread: 130nm is roughly where the industry stood in 2001, and you wait six to nine months for silicon. this does not get you a GPU. it gets you a real object with your logic inside it. bookmark this. the video is one of those designs opened layer by layer, and every rectangle in it exists in the file that was sent to the fab.

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🚨 SOUTH KOREAN SCIENTISTS JUST CREATED HOLLOW SILICON NANOTUBES THAT TRAP HEAT AND TURN WASTE ENERGY INTO ELECTRICITY. Researchers at POSTECH have developed a new hollow silicon nanotube structure that dramatically reduces thermal conductivity. By turning solid nanowires into microscopic pipes, they trapped heat-carrying particles (phonons) inside the tubes, cutting thermal conductivity by 70% compared to solid wires. Even when both structures had the same surface area, the hollow nanotubes still ran 33% cooler. This phonon localization effect previously thought to require extreme cold or exotic materials was achieved at near-room temperature using simple silicon nanotubes. Why this matters: • Waste heat from data centers, EV batteries, factories, and electronics is currently lost this could capture and convert it into usable electricity • The technology uses abundant, cheap silicon instead of rare and expensive materials like bismuth and tellurium • It’s highly compatible with existing semiconductor manufacturing, making large-scale production more realistic • It solves a long-standing problem: silicon is great for chips but terrible for thermoelectric energy conversion The deeper implication: This breakthrough shows that clever nanoscale engineering can unlock new capabilities from ordinary materials. By controlling how heat moves at the atomic level, researchers are opening a path to more efficient energy recovery systems without relying on scarce resources. As AI and computing power keep growing, finding ways to recycle the massive amounts of waste heat they generate will become increasingly important. How significant do you think waste-heat recovery technologies like this could become in the next decade? Follow for more frontier materials science and energy innovation.

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Tesla cut its Gigacasting processing time from 180 seconds to 75 seconds — nearly 60% faster 🌊 The Model Y Juniper rear casting now weighs approximately 60 kg, down from 67 kg on the previous generation. Much of the industry conversation centers on press size and tonnage. The concrete gains in speed and mass on this high-volume part come from targeted process refinements inside the die and across the production system. -> Processing time reduced from 180s to 75s on the rear casting -> Part weight lowered by 7 kg through incremental design improvements -> Faster cycle achieved while improving microstructure and mechanical properties Conformal cooling makes the difference. Complex water channels, drilled or through 3D-printed inserts directly into the die steel, target hot spots and pull heat out rapidly and evenly across the entire casting. This accelerates solidification, reduces temperature gradients, and allows the part to be ejected sooner without defects. The result is a casting that is both lighter and stronger, produced in less than half the time. Supporting elements include advanced software that controls every injection parameter and runner/gate designs refined through five years of iteration since 2020 + close collaboration among casting designers, die engineers, production, and safety teams running high-volume lines on three continents. Tesla’s manufacturing edge is not the Giga Press hardware itself. It is the accumulated knowledge of how to run these machines at scale. 📊 The Gigacasting Database gives you the full picture of the market: Credit: Atomic Industries - Aaron Slodov ❌ Don't leave your insights to chance with the X algorithm ✅ Subscribe for free to my weekly newsletter about all things Gigacasting and magnesium Thixomolding: 📬

Tesla cut its Gigacasting processing time from 180 seconds to 75 seconds — nearly 60% faster 🌊 The Model Y Juniper rear casting now weighs approximately 60 kg, down from 67 kg on the previous generation. Much of the industry conversation centers on press size and tonnage. The concrete gains in speed and mass on this high-volume part come from targeted process refinements inside the die and across the production system. -> Processing time reduced from 180s to 75s on the rear casting -> Part weight lowered by 7 kg through incremental design improvements -> Faster cycle achieved while improving microstructure and mechanical properties Conformal cooling makes the difference. Complex water channels, drilled or through 3D-printed inserts directly into the die steel, target hot spots and pull heat out rapidly and evenly across the entire casting. This accelerates solidification, reduces temperature gradients, and allows the part to be ejected sooner without defects. The result is a casting that is both lighter and stronger, produced in less than half the time. Supporting elements include advanced software that controls every injection parameter and runner/gate designs refined through five years of iteration since 2020 + close collaboration among casting designers, die engineers, production, and safety teams running high-volume lines on three continents. Tesla’s manufacturing edge is not the Giga Press hardware itself. It is the accumulated knowledge of how to run these machines at scale. 📊 The Gigacasting Database gives you the full picture of the market: Credit: Atomic Industries - Aaron Slodov ❌ Don't leave your insights to chance with the X algorithm ✅ Subscribe for free to my weekly newsletter about all things Gigacasting and magnesium Thixomolding: 📬

Luca Greco

169,989 次观看 • 2 个月前

This looks like a simple transparent shock absorber filled with oil. But what you are seeing is one of the most destructive phenomena in fluid engineering. This is cavitation in its true form. The white cloud forming beneath the piston is not foam and it is not air. The oil is literally changing from liquid to vapour at room temperature. When the piston moves rapidly, the oil is forced through tiny passages inside the damper. The fluid velocity increases, the local pressure drops, and if it falls below the oil's vapour pressure, the liquid begins to boil without any increase in temperature. The moment the pressure recovers, those microscopic vapour bubbles collapse almost instantly. And that is where the real damage begins. The destructive forces of cavitation is really not understood well by most. A collapsing cavitation bubble creates shockwaves and high-speed microjets that strike nearby surfaces with enormous local forces. Repeated millions of times, these tiny implosions can slowly eat away hardened metals, destroy precision components and reduce the lifespan of expensive machinery across industries. This same invisible phenomenon is one of the biggest challenges in naval engineering. Ship propellers operating under enormous loads can suffer cavitation erosion, losing efficiency while creating underwater noise. For advanced stealth submarines, that noise can become a major problem because cavitation can reveal their position. Decades of research have gone into specialised propeller designs, pump-jets, surface finishes and hydrodynamic optimisation to delay its formation. The same issues affects hydroelectric turbines that convert the energy of entire rivers into electricity, and industrial pumps that move oil, chemicals and water through critical infrastructure around the world. Perhaps the most remarkable part is that after 4-5 decades of advances in metallurgy, coatings and manufacturing, engineers still cannot simply build a material that is immune to cavitation. The solution is not to make stronger metals forever. It is to understand the fluid dynamics so precisely that cavitation is prevented before in those destructive bubbles ever form.

This looks like a simple transparent shock absorber filled with oil. But what you are seeing is one of the most destructive phenomena in fluid engineering. This is cavitation in its true form. The white cloud forming beneath the piston is not foam and it is not air. The oil is literally changing from liquid to vapour at room temperature. When the piston moves rapidly, the oil is forced through tiny passages inside the damper. The fluid velocity increases, the local pressure drops, and if it falls below the oil's vapour pressure, the liquid begins to boil without any increase in temperature. The moment the pressure recovers, those microscopic vapour bubbles collapse almost instantly. And that is where the real damage begins. The destructive forces of cavitation is really not understood well by most. A collapsing cavitation bubble creates shockwaves and high-speed microjets that strike nearby surfaces with enormous local forces. Repeated millions of times, these tiny implosions can slowly eat away hardened metals, destroy precision components and reduce the lifespan of expensive machinery across industries. This same invisible phenomenon is one of the biggest challenges in naval engineering. Ship propellers operating under enormous loads can suffer cavitation erosion, losing efficiency while creating underwater noise. For advanced stealth submarines, that noise can become a major problem because cavitation can reveal their position. Decades of research have gone into specialised propeller designs, pump-jets, surface finishes and hydrodynamic optimisation to delay its formation. The same issues affects hydroelectric turbines that convert the energy of entire rivers into electricity, and industrial pumps that move oil, chemicals and water through critical infrastructure around the world. Perhaps the most remarkable part is that after 4-5 decades of advances in metallurgy, coatings and manufacturing, engineers still cannot simply build a material that is immune to cavitation. The solution is not to make stronger metals forever. It is to understand the fluid dynamics so precisely that cavitation is prevented before in those destructive bubbles ever form.

Ammanichanda

1,188,936 次观看 • 1 个月前

Look closely at a roughly $109 million F-35B and the remarkable feature is what you barely see, fastener heads, wide panel gaps or steps between sections. That apparent single shell contains more than 40,000 threaded fasteners and over 1,000 measured seams in between panels. Despite weighing up to 27 tons and measuring 15.6 m long with a 10.7 m wingspan, the F-35B has an estimated frontal radar cross section of just 0.001 m², roughly a metal golf ball once in the air. Even advanced airborne AESA fighter radars and ground based long range SAM engagement radars like the S400 system, typically cannot detect or lock it until within 25-40 km, making long range air-to-air or surface to air missiles extremely hard to employ against it. Radar does not see a “smooth”surface as we do. The aircraft’s shape redirects energy away, while low observable materials absorb part of it. But a single raised fastener head, open or uneven panel gap or small step becomes a new edge or cavity that creates a radar signature. It disrupts electrical currents across the surface and can scatter energy back which advanced radar can pick up. Composite skins are formed on precision tools that set the exterior contour, then drilled to fit the structure beneath. The fasteners are not hidden inside, countersunk heads pass through the skin, are set flush or recessed, measured, filled until the curve is restored, and measured again. Exact F-35 tolerance limits are not public, but the inspection tool repeats to better than 0.001 inch, about 25 micrometres. Seams are separately checked for gap and vertical mismatch, conductive gap fillers and low-observable coatings help stop those transitions becoming strong reflectors points. Fourth-generation fighters already used flush fasteners for reducing aero drag. The real fifth-generation leap is treating every minute seam, material change and removable panel as radar geometry, then reproducing that finish across a fleet. At sea, salt, moisture, fluids and panel removal make preserving it a permanent maintenance discipline. A stealth outline can be copied from a photograph. The real manufacturing capability is making tens of thousands of parts and panels behave like one electromagnetic surface and restoring it for decades. Source, Pacific Airshow

Look closely at a roughly $109 million F-35B and the remarkable feature is what you barely see, fastener heads, wide panel gaps or steps between sections. That apparent single shell contains more than 40,000 threaded fasteners and over 1,000 measured seams in between panels. Despite weighing up to 27 tons and measuring 15.6 m long with a 10.7 m wingspan, the F-35B has an estimated frontal radar cross section of just 0.001 m², roughly a metal golf ball once in the air. Even advanced airborne AESA fighter radars and ground based long range SAM engagement radars like the S400 system, typically cannot detect or lock it until within 25-40 km, making long range air-to-air or surface to air missiles extremely hard to employ against it. Radar does not see a “smooth”surface as we do. The aircraft’s shape redirects energy away, while low observable materials absorb part of it. But a single raised fastener head, open or uneven panel gap or small step becomes a new edge or cavity that creates a radar signature. It disrupts electrical currents across the surface and can scatter energy back which advanced radar can pick up. Composite skins are formed on precision tools that set the exterior contour, then drilled to fit the structure beneath. The fasteners are not hidden inside, countersunk heads pass through the skin, are set flush or recessed, measured, filled until the curve is restored, and measured again. Exact F-35 tolerance limits are not public, but the inspection tool repeats to better than 0.001 inch, about 25 micrometres. Seams are separately checked for gap and vertical mismatch, conductive gap fillers and low-observable coatings help stop those transitions becoming strong reflectors points. Fourth-generation fighters already used flush fasteners for reducing aero drag. The real fifth-generation leap is treating every minute seam, material change and removable panel as radar geometry, then reproducing that finish across a fleet. At sea, salt, moisture, fluids and panel removal make preserving it a permanent maintenance discipline. A stealth outline can be copied from a photograph. The real manufacturing capability is making tens of thousands of parts and panels behave like one electromagnetic surface and restoring it for decades. Source, Pacific Airshow

Ammanichanda

47,755 次观看 • 27 天前