According to reports, the world's first commercial compressed air-driven car is being prepared for mass production. The air car is developed by GuyNfegre and will be produced by TataMotors, India's largest car manufacturer. The maximum speed of the vehicle is 110km/h and the driving range is 200km. In fact, research on this type of vehicle has already begun. According to existing research reports, French designer Guy N6gre obtained the patent of French pneumatic engine in 1991, and established the French MDI company to develop pneumatic vehicles. In 1997, the University of Washington developed a liquid nitrogen-powered pneumatic prototype car. In addition, the Netherlands International Automotive Research Center, Korea ENERGINE, University of Westminster, London, and other European countries such as Austria also conducted related research. In China, Zhejiang University's national focus on fluid transmission and control. At this time, the intake pressure of the engine is 5.065 MPa. At this time, the gas pressure in the gas tank is reduced from 30 MPa to 5.065 MPa, and the mass of the high pressure gas is 88.96 kg (the ambient temperature is 20 ft), and the corresponding 3-stage constant entropy is obtained. The expansion output can be 17.5M. The relationship between the adiabatic expansion output and the power drop ratio is 4. When the drop ratio is 3.7, the corresponding expansion ratio is: isothermal expansion is the most efficient, if achieved in some way, the obtained The function will be greatly improved. If the expansion ratio remains unchanged, then according to the isothermal expansion process equation, the pressure drop ratio is: according to the pressure distribution principle of the equal pressure ratio, the intake pressure of the first cylinder is: where P4 is the row after the third expansion Gas pressure, here is considered atmospheric pressure.
In this way, the gas pressure in the gas tank is reduced from 30 MPa to 1.65 MPa, and the mass of the high-pressure gas is 101.14 kg (take the ambient temperature is 20). The work of the isothermal expansion process of all the gases in the cylinder is: the actual process is neither the best The isothermal process will not be the worst isentropic process, and the multivariate process with n=1.25 according to the multivariate index may be closer to reality. Still according to the three-stage expansion, take the same expansion ratio. The drop ratio at this time is: the intake pressure of the engine becomes 3.34 MPa, and the high pressure that can be provided when the gas pressure in the gas tank drops from 30 MPa to 3.34 MPa. The gas mass is 95.11kg, and the corresponding three-stage multi-variable expansion can output the work: 1.2 The actual expansion of the gas in the engine during the expansion process will inevitably have friction and other losses, so the efficiency problem should be properly considered. If calculated according to 90%, the compressed air of 30MPa and 300L actually works about 18M. These energy is equivalent to 5kW.h, that is, the energy of the 5kW motor runs for 1 hour.
2 Thermodynamic analysis of the process of preparing compressed air When preparing compressed air, it actually consumes electric energy to drive the compressor, and the compressed gas is produced through multi-stage compression. Since the gas is heated by the compression process, it is also cooled and cooled by the intermediate heat exchange process to improve the efficiency of the system.
2.1 The ideal process The process of compressed air preparation is the reverse of the expansion process. The thermodynamic analysis of this process is as follows.
It is a pV diagram of three-stage compression. If the stage is sufficient, the ideal process of air compression can be calculated according to the isothermal process.
Multi-stage pressure diagram If the ideal isothermal compression process is achieved, the energy required to produce 30 MPa and 300 L of compressed air from the atmosphere is: 2.2 If the actual process is in accordance with the three-stage compression, the pressure ratios of the stages are optimally distributed. 6.69, when the compression process is calculated according to adiabatic compression, the work obtained by compressing from the atmospheric state to obtain the above compressed gas is: when the actual compression process is calculated according to the multivariable process of the variable index n=1.25, the compression process consumes: 2.3 Energy efficiency In fact, the efficiency of the motor and machinery also need to be considered. If it is also considered according to 90%, the energy required to produce 30MPa and 300L compressed air from the atmosphere is 69.37M. 3 Comprehensive analysis 3.1 The ideal process uses three-stage compression And three-stage expansion, calculated according to the ideal cycle of isothermal compression and isothermal expansion, the energy required to prepare 30MPa, 300L compressed air and the work of these compressed air completely isothermal expansion to atmospheric pressure, the utilization rate is: 3.2 actual Cycle and actual energy efficiency use three-stage compression and expansion, if the preparation of compressed air and expansion on the engine are completed according to the variable process Cheng, at this time, considering the mechanical efficiency, 30MPa, 300L of compressed air is taken from the atmosphere, and these compressed air is used as a carrier medium for energy to push the piston to work. The overall efficiency is: 3.3 Residual gas energy according to more The variable expansion process works. When the pressure in the high pressure gas tank drops to 3.34 MPa, the maximum available compressed air mass in the tank is: the available energy of these gases is: the available energy of the initial gas in the cylinder is: It can be seen that the available energy of the residual gas in the gas tank is lower than the normal intake pressure, which accounts for 13% of the available energy of the initial gas, that is, the effective energy of the high pressure gas cylinder. Of course, if these gases are no longer discharged, but retained By inflating again, there is no loss of this energy. In this case, the 3.4 energy loss of the whole week is calculated from the previous calculations. 18M of the total available energy is actually used for expansion work, accounting for 35%, residual gas accounts for 13%, and the remaining 52% of energy is due to depressurization loss. And friction loss and the like are lost. If we consider the energy consumed in the preparation process of compressed air, the actual energy consumption is calculated by 69.37. From the previous calculation, the energy utilization rate is 25.95%, the energy remaining in the tank is still 9.6%, and the energy loss is 64.45%. If the efficiency of the power plant is taken into account, the proportion of losses will be even greater.
3.5 Maximizing the Utilization of Compressed Gas Energy in Gas Cylinders In order to minimize the available energy loss due to buck throttling, it is conceivable to use the variable expansion ratio to work externally. By adjusting the intake timing of the engine, the intake time is gradually increased as the intake pressure is lowered, and the pressure at which each expansion process expands to the bottom dead center is maintained as atmospheric pressure.
After the gas in the gas storage tank enters the engine, the work can be calculated as 28.9M (the calculation process is omitted).
Considering the mechanical efficiency, the output energy is 26.01, which accounts for 50.67% of the available energy of all gases in the gas tank, which is 15.67% higher than the previous 35%, which is very impressive. If the energy consumption of the compressed air is 69.37, the energy utilization rate is 37.49%, which is also greatly improved compared with the previous 25.95%.
The fundamental reason for the large increase in external output power is that the engine intake pressure is always the same as the pressure in the gas tank, eliminating the mathematical modeling and simulation of the motorcycle front fork damper based on virtual instrument. Wang Di Zhang Bingwei (Jiangsu School of Mechanical and Power Engineering, University of Science and Technology, Zhenjiang, Jiangsu 212003, China. The main factors affecting the characteristics of the damper are analyzed. The simulation results and the measured results are compared. It is found that the results can be well matched and the structural parameters of the damper are optimized. The basis.
In order to alleviate and attenuate the motorcycle's impact and vibration due to the unevenness of the road during driving, the test system ensures smooth ride and comfort. 4 Conclusions Only the whole process from compressed air preparation to compressed air expansion is considered. Energy efficiency, without considering the energy consumption of electricity production. The expansion ratio of the ordinary expander can not be changed as follows, and the inlet pressure can only be stabilized at a low pressure. After simple optimization, it is found that the third-stage expansion (intermediate heat transfer) according to the adiabatic process has a drop ratio of 3.7 and an expansion ratio of At 2.546, the adiabatic expansion plus intermediate cooling can be maximized.
According to the ideal process (compression and expansion) under this premise, the full cycle efficiency of compressed air carrying energy to drive the car is 46%, and no oil, no exhaust pollution, is a good choice; considering that the process is not ideal Cycling, and mechanical efficiency, using compressed air to drive the car, in the case of the current expansion of the ordinary expansion engine, the energy efficiency is only 26%, the energy efficiency seems to be unsatisfactory; improve the life of the motorcycle and the stability of the operation The motorcycle is provided with a shock absorber device. At present, most of the shock absorber manufacturers in China use the analog manufacturing method, and the basic technical parameters are not accurately determined, and most of the technological innovations are carried out under the premise that the main parameters are unchanged. The performance of the friction reduction has not changed much. The lower fixed expansion ratio resulted in a high pressure gas having a residual pressure of 3.34 MPa in the cylinder and an energy accounting for 13% of the total cylinder energy. Of course, these gases can also be regarded as "energy storage devices". The next time the gas is inflated, the gas can be charged less. Thus, the efficiency of the whole cycle is such that if the expansion ratio is variable, the inlet pressure of the expander will not be restricted. In theory, the inlet pressure can be equal to the cylinder pressure at any time, thus maximizing the utilization of the compressed air energy of the cylinder, and the actual energy utilization rate can reach 37%.
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