CONTENTS

 ABSTRACT

 INTRODUCTION

 THEORY BEHIND CRYOCAR

 WORKING

 BLOCK DIAGRAM OF CRYOCAR

 ADVANTAGE
ABSTRACT
Cryogens are effective thermal
storage media which, when used for
automotive purposes, offer
significant advantages over current
and proposed electrochemical
battery technologies, both in
performance and economy. An
automotive propulsion concept is
presented which utilizes liquid
nitrogen as the working fluid for an
open Rankine cycle. The principle
of operation is like that of a steam
engine, except there is no
combustion involved. Liquid
nitrogen is pressurized and then
vaporized in a heat exchanger by
the ambient temperature of the
surrounding air. The resulting high –
pressure nitrogen gas is fed to the
engine converting pressure into
mechanical power. The only
exhaust is nitrogen.
The usage of cryogenic fuels has
significant advantage over other
fuel. Also, factors such as
production and storage of nitrogen
and pollutants in the exhaust give
advantage for the cryogenic fuels
INTRODUCTION
 INTRODUCTION
 The importance of cars in the present
world is increasing day by day.

 There are various factors that

influence the choice of the car.

 These include performance, fuel,

pollution etc.

 As the prices for fuels are increasing

and the availability is decreasing we
have to go for alternative choice.

 Here an automotive propulsion

concept is presented which utilizes
liquid nitrogen as the working fluid for
an open Rankine cycle.
 When the only heat input to the engine
is supplied by ambient heat
exchangers, an automobile can readily
be propelled while satisfying stringent
tailpipe emission standards.

 Nitrogen propulsive systems can

provide automotive ranges of nearly
400 kilometres in the zero emission
mode, with lower operating costs than
those of the electric vehicles currently
being considered for mass production.

 In geographical regions that allow

ultra-low emission vehicles, the range
and performance of the liquid nitrogen
automobile can be significantly
extended by the addition of a small
efficient burner.

 Some of the advantages of a

transportation infrastructure based on
liquid nitrogen are that recharging the
energy storage system only requires
 minutes and there are minimal
environmental hazards associated with
the manufacture and utilization of the
cryogenic "fuel".

 The basic idea of nitrogen propulsion

system is to utilize the atmosphere as
the heat source.

 This is in contrast to the typical heat

engine where the atmosphere is used
as the heat sink.

THEORY BEHIND
CRYOCAR
 THEORY BEHIND CRYOCAR
 The basic idea of the LN2 propulsion
system is to utilize the atmosphere as
a heat source & a cryogen as a heat
sink in thermal power cycle
 This is a contrast to typical thermal
engines which utilize an energy
source at temperature significantly
above ambient & use atmosphere as a
heat sink
 The both case the efficiency of
conversion of thermal energy of the
source to work (W) is limited by a
Carnot efficiency

 Since dU is an exact
differential, its integral over
any closed loop is
zero and it follows that the
area inside the loop on a
T-S diagram is equal to the
total work performed if the
loop is traversed in a
clockwise direction, and is
equal to the total work done
on the system as the loop is
traversed in a counter
clockwise direction
 The efficiency η is defined
to be
o

 where
 W is the work done by the system (energy
exiting the system as work),
 QH is the heat put into the system (heat
energy entering the system),
 TC is the absolute temperature of the cold
reservoir, and
 TH is the absolute temperature of the hot
reservoir.
 SB is the maximum system entropy
 SA is the minimum system entropy

It can be seen from the above

diagram, that for any cycle operating
between temperatures TH and TC,
none can exceed the efficiency of a
Carnot cycle.


 A real engine (left) compared to the

Carnot cycle (right).
 The entropy of a real material
changes with temperature.
 This change is indicated by the
curve on a T-S diagram.
 For this figure, the curve indicates a
vapor-liquid equilibrium (See
Rankine cycle). Irreversible systems
and losses of heat (for example, due
to friction) prevent the ideal from
taking place at every step.
 WORKING

 WORKING
 A car powered by liquid nitrogen
may be seen cruising the streets of
Bishops Stortford.

 Cylinder injection of a heat transfer

fluid followed by liquefied gas
raises efficiency to a point where
fuel costs are comparable with
petrol, but with no pollution.

 As well as solving a problem which

has long bugged all Rankine cycle
engines, it leads to vehicles which
are totally pollution free, without the
cost and weight penalties incurred
by batteries, and are also
 intrinsically safe, a matter of great
interest to the oil and gas industries.

 The idea of providing forward

motion from the boiling of a liquid
and the subsequent expansion of a
gas has been around since the end of
the eighteenth century. While much
used in the age of steam, the
problems of heat transfer result in
very poor thermal efficiencies unless
the machines are of power station
size.

 The most efficient steam

locomotives ever built, the
American Union Pacific 'Big Boys'
are said to have attained 14%, while
the best achieved in Britain was
 around 8 to 9%. Much the same
pertains to another idea kicked
around for more than a few years -
running cars on liquid nitrogen,
allowed to boil and expand using
heat from the ambient environment.

 The two liquid nitrogen powered

developments most prominent on the
World Wide Web are one at the
University of Washington, now
abandoned, and one at the
University of North Texas.

 The best the latter team seems to

have achieved is to be able to power
a car for 24km using 180litres of
liquid nitrogen.
 Where all the liquid nitrogen
engines until now have fallen down
is that while they make use of the
expansion effect of liquid nitrogen
boiling at 77 deg K, they fail to
make full use of the expansion of
that gas from 77 deg K to ambient
300 K, and keep it at ambient as it is
expanded.

 The efficiency of a heat engine

depends on the difference between
source and sink temperatures being
as far apart as possible.

 Failure to keep the temperature of

the gas up during expansion results
in a heat engine which very much
less than optimally efficient.
 A particular difficulty with nitrogen
is that typical of gases in general, it
is a good thermal insulator, making
it difficult to transfer heat into the
gas unless it is turbulent.

 One solution suggested by the

University of Washington was to
make an engine using a lot of small
cylinders, each only 10mm across
but with a 100mm stroke.

 Another of their ideas required

building a radiator into the cylinder
head, and another, a 110kg external
heat exchanger.
 The University of North Texas
suggests injecting a 'hydraulic fluid'
into the cylinder along with the
nitrogen, in order to provide an
internal source of heat and also
lubrication.

 The University does not seem to

have ever either tried or developed
this, but in making the suggestion in
a paper published in November
2001, the team put its fingers on the
breakthrough which Peter Dear man
has been exploiting.

 His engine is two strokes.

 The induction stroke starts by
drawing in the heat exchange fluid,
which in his case is a conventional
mix of ethylene glycol based car
anti-freeze and water.

 Liquid nitrogen is then injected

subsequently from a separate nozzle.
(If it was injected simultaneously,
the liquid nitrogen would freeze the
heat transfer fluid as it entered,
blocking the injection port).

 The heat transfer fluid possesses

sufficient heat capacity to both boil
the liquid nitrogen and heat it all the
way up to ambient temperature.
 The pressure pushes the piston down
the cylinder, and as it does so, it
absorbs more heat from the heat
transfer fluid to maintain its
temperature at ambient.

 At bottom dead centre, the exhaust

valve opens, and the expanded
nitrogen and heat transfer fluid are
allowed to escape.

 Before reaching the atmosphere, the

mixture passes through a separator
to recover the heat transfer fluid.
The latter passes through a radiator
to warm it up fully to ambient on its
way back to the cylinder.


 The prototype 400cc single cylinder

engine has been fitted into an 'A'
registration Ford Orion. Dearman
says that it allows the car to be
 driven at up to 20mph and achieves
a mileage of 1mile/litre.
 At a cost from Air Products of
10p/litre, this allows the car to
achieve a similar fuel cost per mile
to that achieved using petrol. A new
two cylinder engine with twice the
powerouptut is now undergoing
tests.


ADVANTAGE
 ADVANTAGE
 THIS ZERO EMISSION PROPULSION
CONCEPT OFFERS MANY
ENVIRONMENTAL ADVANTAGES
OVER INTERNAL COMBUSTION
ENGINES AND ELECTROCHEMICAL
BATTERY VEHICLES.
 IT HAS LOW OPERATING COSTS.
 IT LOW AMPLE PROPULSIVE POWER
AND REASONABLE ROUND TRIP
ENERGY EFFICIENCY.
 WE REFER THIS ZEV AS
THE”CRYOMOBILE.”
CONCLUSION

CONCLUSION
 OUR PROJECT ON-LINE INSPECTION
CRYOCAR IS SUCCESSFULLY
COMPLETED AND ITS WORKING IS
SATISFIED.
 ADVATAGE OF USING OUR PROJECT
IN AN INDUSTRY THE NEED FOR
WORKERS IN THE PROCESSING
STATION CAN BE ELIMINATED.
 THE CHANCE OF ERROR CAN ALSO BE
ELIMINATED.
 THE FAULTS CANE BE EASILY
IDENTIFIED.
 THEAUTOMATIC INSPECTION IN A
MANUFACTURING COMPANY IS
COMPLETET AND MONITORED BY THE
MICROCONTROLLER UNIT.
 REFERENCE

REFERENCE
WWW.aa.washingtion.edu/aerp/cry
ocar -cryocar performance Details.
 McCosh,”Emerging Technologies
for the supercar,” popular science ,
june 1994.
 Knowlen, c., Hertzberg, A., and
mattick , “automotive propulsion
using liquid
 Nitrogen,” AIAA Paper 94-3349,
June, 1994.