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THE AIR CAR

PROJECTEE:-
NEERAJ KITEY,NIKHIL BHOJ
Introduction:-
The Compressed Air Engines
Its mono-energy engines operate
on a totally eco-friendly basis using
compressed air stored at high pressure.
These engines are used on vehicles
designed for urban use, backup generators
or industrial tractors. They are particularly
tailored for applications where
the torque has an importance
and when an averagely moderate
power is needed.
These engines will be fitted on
production generators. Regarding
the vehicles that will be operated
using these engines there will
be no pollution when used in
towns as they would be
operating on the !compressed air
mode" only.
#inally based on this new
technology, $%& has imagined
and developed a
' thermodynamic theory ( which
will give rise to further
improvement in the years to
come, thus creating a real
energetic revolution.
All $%& engines have an active
chamber and are protected
worldwide by patents.
They can be used for a wide range of
applications, varying from ) to *+ hp.
The engines will be used in the following,
-roduction and backup generators
Tow tractors and fork.lifts
Agricultural tractors
/oat engine
0ight aircraft engine


ENGINE
Engine series Engine series 34
Aim:
To utilize a two-speed gearbox, while preserving the
basic functions of the 20P03
Advantage: Ipressive otor tor!ue curve"
Characteristics:
#00cc oto-copressor, $ flat-l%ing c%linders" Pause at
the pea& rest point for '0( and variable distribution"
This is the engine which will be fitted in the )*I cars
in serial production

Engine presentation
)*I has developed various copressed air odels of
engines that can power little cit% cars"
The late model is named 34p01-4 and is presented
Figures 1.1 and 1.2.
Expansion and reheat process
The actual design of the 3$p0+-$ engine is based on a
three-stage expansion process coupled with two heat
exchangers" The higher the nuber of stages in a
copression , expansion processes, the higher the
efficienc%"
Two heat exchangers are used to reheat the air at the
outlet of the first and the second expansion stages"
The air reheat between each expansion stage is
essential to realize an evolution as close as possible to
an isotheral expansion and as far as possible fro an
adiabatic one" In fact an isotheral -expansion or
copression. presents a better efficienc% than an
adiabatic one" In he case of the 3$p0+-$ engine the two
heat exchangers ai at achieving the copression
process closer to the isotheral expansion"
Inspection resut
/ccording to these an% paraeters, the results of
the autono% are included between ++' and +$0 & -'3
and 1+ iles., downtown" /t stabilized speed the% var%,
according to the paraeters, between ++2 & -at 20
&,h. and 0'0 & -at 20 &,h. 3 '+ iles at 3+ ph,
$+0 iles at +2"$ ph"
/ll drawings and pictures of the 4/T concept presented
in the report are b% the courtes% of )*I
ummar!
the global 4/T car concept is based on several
concepts:
copressed air engine,
versatilit% of the engine, which is running as a
copressor for recharging the air tan&s,
light urban vehicles,
car anufacturing at sall scale"
The onl% purpose of this report is to evaluate the
possible autono% of the 4/T vehicle based on
calculations and available test data provided b% )*I"
The design of the actual air engine, naed
3$p0+-$, is a 3-stage air expansion engine having 2 heat
exchangers to re-heat the expanded air after the two
first expansions"
CA" car autonom! #orecast
5ased on calculations using accurate
therod%naics properties of air at high pressure,
Part + of the report evaluates the ipact on the 4/T
car autono% of:
isentropic and echanical efficiencies of the air
engine,
lea&age ratio of the engine,
the air teperature,
The heat exchanger effectiveness"
Those paraeters are grouped in $ sets peritting
to define $ levels of efficiencies of the copressed
air engine" 6valuations have been realized in stead%
state conditions for 2 speeds of the 4/T car: 20
-+2"$p,hr. and 20 &,hr -3+p,hr."
$ross autonom!
Table +: 7ross autono% of the car for the four
sets of efficienc% at 20&,hr -+2"$p,hr.
*istance
8ow
efficienc%
/verage
efficienc%
s%ste
5aseline
s%ste
s%ste
9igh
efficienc%
s%ste
-&. 222 $00 201 210
)iles +3# 222 3+0 30'
The autonoies, calculated depending on the
different efficiencies, are the gross autonoies because
the ipact of the electrical consuption of accessories
is not ta&en into account"
Autonom! %ith electrical consumption o# accessories
6lectrical accessories coprise andator%
safet% accessories: wipers, lights, warning, and also
starting of the air copressed engine" 300: is the
axiu electrical power considered to be needed for
running the car at night under raining conditions"
6lectrical accessories coprise andator%
safet% accessories: wipers, lights, warning, and also
starting of the air copressed engine" 300: is the
axiu electrical power considered to be needed for
running the car at night under raining conditions"
Table 2: 4/T car calculated autonoies
depending on the speed and the electrical
consuption
Tan&
volue
-liters.
5aseline
s%ste
-&.
5aseline
s%ste
-&.
5aseline
; 300 :
-electric.
5aseline
; 300 :
-electric.
at 20&,hr
at
20&,hr
at
20&,hr
at
20&,hr
3 x ++$ 201 , 3+0 ++2 , '+ +20 , '2 13 , 2#
3 x +20 0'0 , $+0 +$3 , #1 +$0 , 1+ ++' , '3
Table 2 shows the significant ipact of
electrical consuption of the car, leading to an
autono% in between ++' to +$0& -'3 to 1+iles.
with 300: of electrical consuption, and for the 2
levels of the car speed" This autono% is possible for
the baseline case where:
the efficiencies of the engine are of #2<,
the lea&age ratio is of 2<, and
The heat exchanger effectiveness is of 20<"
This set of efficiencies corresponds to a good
design and realization of the engine"
=pecial attention shall be paid to cabin
heating in winter conditions" The choice of an electrical
heater could coproise the car autono% down to 32
to $2& -22 to 2#iles. if the needed electrical power
is of 2&:" / fuel burner for heating sees to be an
appropriate solution to avoid such a high electrical
consuption"
>n the contrar%, for the cabin cooling, it shall
be underlined that the 4/T car concept perits to use
free cooling due to the air low teperature --$0(4. at
the air exhaust"
Actual tested protot!pe
Part 2 of the report anal%zes the effective
perforances reached b% the actual protot%pe, naed
3$p0+-+" *ue to dela% in the realization, the actual
tested protot%pe is not the coplete 3-stage air engine
but onl% the last stage" ?evertheless the tests perit to
evaluate the efficiencies and lea&age of the actual
protot%pe"
Table 3: /ctual perforances of the
3$p0+-+ protot%pe"
&arameters
Isentropic efficienc%
-<.
0"'0 to 0"'2
)echanical
efficienc% -<.
0"'0 to 0"'2
8ea&age on the ain
air loop -<.
+0
8ea&age in the
c%linder chaber -<.
$ , -0 for
+piston.
Pressure losses
-)Pa.
+ @ +"$
The actual efficiencies that have been
easured are in the low range" Those levels of
efficiencies re!uire significant iproveents in order to
reach the forecasted efficiencies of the baseline s%ste
presented in the previous paragraphs"
In conclusion, the global concept of 4/T
cars using copressed air perits to drive sall urban
vehicles" The design of the 3-stage 3$p0+-$ engine of
)*I perits to forecast a possible autono%
corresponding to urban usage -between ++' to +$0&
-'3 to 1+iles.. ta&ing into account t%pical speeds fro
20 to 20&,hr -+2"$p,hr to 3+p,hr." /t high speed,
the autono% will be lower"

CO!PRE"" AIR TECHNOLOGY
In this point, we should ephasize the articulated
con rod s%ste with the piston pause at top dead centre,
allowing expansion at constant volue" In fact, this
s%ste can be adapted to a conventional theral petrol
engineA the propulsion group is one oto-copressor,
with a 4atBs copressed air engine, a uni!ue gear box
and a oto-alternator" /ll )*I engines were conceived
according to technical tests, used and applied in an
innovative wa%" The oto-alternator starts up the
copressed air engine and refills the copressed air
tan&s" Than&s to this uni!ue s%ste, the )*I engine is
transferable to vehicles other than autoobiles" It has
been tried successfull% in ships and power boats, but its
capacit% for storage lends itself ost to vehicles and
opens up a whole range of new applications"
CON-RO#
)*I
registered a
patent on its
revolutionar%
con-rod which
allows the
retention of the
piston at top
dead centre
during 70 of the
rotation of the
crankshaft
The )*I con-rod s%ste allows the piston to
CpauseC at top dead centre during approxiatel% '0
degrees of the rotation of the cran&shaft" This gives
enough tie to establish the re!uired pressure in the
c%linder, including while the DP) is increased
The tor!ue obtained b% this s%ste is e!ual to that
of a classic s%ste" It onl% changes the distribution of
force in the c%cle" This produces a tor!ue curve -in one
rotation of the engine. with a axiu value onl%
slightl% below that of a classic s%ste, at e!ual
pressures" The surfaces at the botto of the curves are
identical, but the s%ste which allows the piston
CpauseC at top dead centre, aong other advantages,
diinishes ac%clic effects produced b% top dead centre
in a conventional engine"
Esing a classic con-rod cran&shaft s%ste the
tor!ue curve falls when the DP) is increased" In our
case, due to the piston pause at the T*4 and having
sufficient tie to establish the correct pressure gives us
a high tor!ue at high DP)"

TANK
This techni!ue is the
result of an% studies
into factors such as:
echanical
specifications, densit%
of aterial, choice of
fibers etc" These
studies led to the
developent of a
bottle which confors
to standard 6? I=>
++$31"
The conditions of use are axiu effective
pressure -300 bar. and the teperature of use: fro
@$0(4 F 00(4"
=pecial achines a&e the tubular shell" The
tan&s are subitted to nuerous tests to eet
official approval,
aong which are:
/irtight testing
Pressure testing -+"2G3003$02 b.
Dupture testing -2"32G3003'02 b.
4%cles at abient and extree
teperatures
*uring rupture testing, the tan& cracks , 'ut does not
brea& up, producing no splinters or fragents" In the
event of a crac&ed tan&, it is ost li&el% to occur within
the c%linder itself

RE$ILLING
(e#illing at the mains :
Tan&s are refilled b% plugging the car into a
ains soc&et to feed the otor-alternator which
copresses the air with the otor-copressor"
Defilling tie
obviousl% depends
on the source of
electricit% used"
9ere are our initial
estiates:
- Hor Cit! CA")s :
I 230J : approx
2hrs 30ins
I 3#0J : 3 hrs 30ins - $hrs"
I ++2J : currentl% being tested":
(e#illing at a service-station
/s the energ% is so eas% to store, )*I anticipates
the installation of air stations -=iilar s%stes have
been tried with 7?J gas." These stations can refill a car
in 3 inutes"
Alternatives
The aeolian s%ste is based on windills
which copress air solel% with wind energ%" The
s%ste is copletel% pollution-free and involves onl%
initial investent and aintenance costs"
The h%draulic s%ste is based on the ooring of
large boats on rivers to transfor the riverBs flow into
usable energ%" /s in the first case, the s%ste directl%
copresses air and stores it" The boats donBt ove on
the river, the% reain oored on the ban&" Pipes ta&e
the copressed air to the ban& where cars can then
coe to refill" This is a copletel% pollution-free
s%ste and can potentiall% be used for other t%pes of
vehicles: boats"

Tec%nic& det&is
*n'oard computer: - This vehicle doesnBt have the
usual speedoeter, DP) etc" In its place is an on-board
coputer which displa%s the inforation" This s%ste
is infinitel% adaptable: 7=) telephone s%ste, 7P=
satellite guiding s%ste, progras for fleets of vehicles,
eergenc% s%stes, internet connection, voice
recognition, ap displa%, securit% traffic inforation,
entertainent""""
The vehicleBs electrical s%ste is also
revolutionar%" )*I bought a patent designed to reduce
the usual set of electrical cables to Kust one" / tin% radio
transitter is used whose signal is pic&ed up and
converted b% icrocontrollers in each device in the car:
lights, interission, etc" The design is 20 &ilos lighter
and a&es aintenance uch sipler" :hat about &e%s
and alars in such a s%steL :ell, Kust turn off the
ini-eitter -the size of a sall &e%ing."
4onsuption is less than one Euro per 100+m
-/pprox 0"'2 6uro, according to use, i"e" about a tenth
that of a petrol car." This a&es it an attractive prospect
for an% driver, professional or not"
/s no cobustion ta&es place, there is no
pollution" Its ileage is about double that of the ost
advanced electric car -200 a 300 M or +0 hours of
driving., a factor which a&es a perfect choice in cities
where the #0< of otorists drive at less than 00M"
*ue to the absence of cobustion and,
conse!uentl%, of residues, changing the oil -+ litre of
vegetable oil. is necessar% onl! ever! ,0-000 +m"
The teperature of the clean air expelled b% the
exhaust pipe is between 0 - +2 degrees below zero,
which a&es it suitable for use b% the internal air
conditioning s!stem with no need for gases or loss of
power"
Compressed air tan.s
one of the ost fre!uentl% as&ed !uestions is
about the safet% of the copressed air storage tan&s"
These tan&s hold 10 cubic eters of air copressed to
300 bars" )an% people as& whether this s%ste is
dangerous in case of an accident and if there is a ris& of
explosion" The answer is ?>" Why? 5ecause these are
the sae tan&s used to carr% the li!uid gas used b%
buses for public transport" The tan&s enKo% the sae
technolog% developed to contain natural gas" The% are
designed and officiall% approved to carr% an explosive
product: ethane gas"
In the case of a aKor accident, where the tan&s
are ruptured, the% would not explode since the% are not
etal" Instead the% would crac&, as the% are ade of
carbon fiber" /n elongated crac& would appear in the
tan&, without exploding, and the air would sipl%
escape, producing a loud but harless noise" >f course,
since this technolog% is licensed to transport an
inflaable and explosive gas -?atural gas., it is
perfectl% capable inoffensive and non-flaable air"
It is fitting, therefore, that )*I has reached an
agreeent with the 6uropean leader in aerospace
technolog% /irbus Industries for the anufacture of the
copressed air storage tan&s" :ith a reote
supervision arrangeent, /irbus Industries oversees the
a&ing of the storage tan&s at each )*I factor%" The
coiled carbon fibre technolog% used in the construction
of the tan&s is coplex and re!uires a substantial
!ualit% control process which the ultinational
copan%, hoe of the /irbus aircraft, will provide for
our vehicles.
/ra.e po%er recover!
The )*I vehicles will be e!uipped with a range
of odern s%stes" Hor exaple, one echanis stops
the engine when the car is stationar% -at traffic lights,
Kunctions etc." /nother interesting feature is the
pneuatic s%ste which recovers about +3< of the
power used"
"he 'od!
The )*I car bod% is built with fiber and
inKected foa, as are ost of the cars on the ar&et
toda%" This technolog% has two ain advantages: cost
and weight" ?owada%s the use of sheet steel for car
bodies is onl% because of cost - it is cheaper to seriall%
produce sheet steel bodies than fiber ones" 9owever,
fiber is safer -it doesnBt cut li&e steel., is easier to repair
-it is glued., doesnBt rust etc" )*I is currentl% loo&ing
into using hep fiber to replace fiber-glass, and natural
varnishes, to produce +00< non-containating
bod%wor&.
"he Air Filter
The )*I engine wor&s with both air ta&en fro
the atosphere and air pre-copressed in tan&s" /ir is
copressed b% the on-board copressor or at service
stations e!uipped with a high-pressure copressor"
5efore copression, the air ust be filtered to
get rid of an% ipurities that could daage the engine"
4arbon filters are used to eliinate dirt, dust, huidit%
and other particles which, unfortunatel%, are found in
the air in our cities"
This represents a true revolution in autoobiles
- it is the #irst time that a car has produced minus
pollution, i"e" it eliinates and reduces existing
pollution rather than eitting dirt and harful gases"
The exhaust pipe on the )*I cars produces clean air,
which is cold on exit -between -+2N and 0N. and is
harless to huan life" :ith this s%ste the air that
comes out o# the car is cleaner than the air that %ent
in.
"he chassis
5ased on its experience in aeronautics, )*I has
put together highl%-resistant, %et light, chasses,
aluiniu rods glued together" Esing rods enables us
to build a ore shoc&-resistant chassis than regular
chasses" /dditionall%, the rods are glued in the sae
wa% as aircraft, allowing !uic& assebl% and a ore
secure Koin than with welding" This s%ste helps to
reduce anufacture tie.
Electrical s!stem:-7u% ?Ogre, inventor of the )*I /ir
4ar, ac!uired the patent for an interesting invention for
installing electrics in a vehicle" Esing a radio
transission s%ste, each electrical coponent
receives signals with a icrocontroller" Thus onl% one
cable is needed for the whole car" =o, instead of wiring
each coponent -headlights, dashboard lights, lights
inside the car, etc., one cable connects all electrical
parts in the car" The ost obvious advantages are the
ease of installation and repair and the reoval of the
approxiatel% 22 &g of wires no longer necessar%"
:hatBs ore, the entire s%ste becoes an anti-theft
alar as soon as the &e% is reoved fro the car
.
Tri& resuts
0istance
covered
&rotot!pe characteristics Final model characteristics
Correction
#actor
Corrected
distance
Influence of ass on echanical s%stes
'"22
Total ass: +220"2 &g"
:ithout recuperation of bra&e
energ%"
6ngine not cut out during
standstills"
6nerg% distribution costs-
F power consued in slow-
otion
Total ass: #20 &g"
Decuperation of bra&e energ%
-+3"' <."
6ngine cut out during standstills"
Jariable opening distribution"
+"10 +$"+2
Influence of usable air volue
+$"+2
8ow-volue, low-pressure steel
tan&s -200 litres - +30 bards
usable."
4lassic pressure reducer"
4lassic cran&shaft,con-rod
s%ste -8iited volue of air
usable to increase pressure b% '0
to +20 bars."
4oiled carbon fibre tan&s -3$0
litres - 2'0 bares usable."
6xpansion in three stages at
stipulated distribution"
4on-rod s%ste with pause of
piston at top dead centre, which
allow a lower pressure inKection
-30 bars."
3"10 22"+#
*istribution energ% consuption
22"+#
4ontact of revolving
coponents &eeps distribution
sealed" Tor!ue reduced b%
distribution: approx 0"'# &g""
4lassic distribution seal with
reduced friction due to use of
rollers"
2"2+ +3#"20
Three-stage expansion with reheating with air at abient teperature
+3#"20
=ingle expansion in a classic
cran&shaft,con-rod s%ste"
4lassic pressure reducer"
Three-stage expansion, alost
isotheral"
+"3# +1+"+0

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