international journals for cryo car pdf
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International journal papers on cryo car pdf
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international journals for cryo car pdf

Abstract

Cryogenic effective thermal storage media, which when used for automotive purposes, have significant advantages over current and proposed electrochemical battery technologies, both in performance and cost. Automotive motor concept is presented which utilizes liquid nitrogen as a working fluid for a Rankine cycle open. The principle of operation as in a steam engine, except that no combustion is involved.

The liquid nitrogen is pressurized and then vaporized in a heat exchanger using ambient temperature of the surrounding air. The resulting high - nitrogen gas is supplied under pressure to a processing pressure of the engine into mechanical energy. Only nitrogen exhaust.

Using cryogenic fuels has a significant advantage compared to other fuels. In addition, factors such as production and storage of nitrogen and pollutants in the exhaust gases give an advantage for cryogenic fuels

INTRODUCTION

Car importance in today's world is growing every day. There are various factors that affect the choice of vehicle. These include productivity, fuel, pollution, etc., as fuel prices rise and affordability declines, we should go for an alternative choice.

Here automotive propulsion concept presented which utilizes liquid nitrogen as a working fluid for a Rankine cycle open. When only the heat input to the motor is supplied by ambient heat exchanger, the car can easily be driven to meet the strict standards of exhaust emissions. Nitrogen propulsion systems could provide a road range of almost 400 kilometers in zero-emission mode, with lower operating costs than the electric vehicles is being considered for mass production.

In geographic regions that enable ultra-low emission vehicles, the range and efficiency of liquid nitrogen vehicle can be greatly enhanced by the addition of a small effective burner. Some of the benefits of transport infrastructure, based on the liquid nitrogen that recharge the energy storage system requires only minutes, and there are minimal environmental risks associated with the production and use of cryogenic "fuel". The basic idea of ​​the propulsion systems is the use of nitrogen in the atmosphere as a heat source. This is unlike a typical heat engine, where the atmosphere is used as a heat absorber.

HISTORY

LN2000, is the current proof-of-concept test vehicle, converted 1984 Grumman-Olson Kubvan mail delivery van. The use LN2 as a portable storage medium heat and drive the commuter and fleet vehicles seems attractive means to meet Zev rules will soon be implemented. Maintaining the working fluid pressure while it is at a cryogenic temperature by heating it with the ambient air, and expanding it in the piston engine is a simple approach for powering non-polluting vehicles. Ambient heat exchangers that do not suffer from extreme icing should be designed to allow the broad applicability of the propulsion system.

Since the engine is running at enhancing sub-ambient temperatures, the potential to achieve a quasi-isothermal operation is promising. The engine, a radial five-cylinder 15 hp pneumatic motor drives the front wheels through a five-speed manual transmission Volkswagen. Liquid nitrogen is stored in a tank made of stainless steel thermos type. Currently, the reservoir is pressurized with nitrogen gas to develop pressure in the system, but cryogenic fluid pump is used for this purpose in the future. Heater, called economizer, uses the residual heat of engine exhaust gases for preheating liquid nitrogen before it enters the heat exchanger.

Specific LN2 energy densities are 54 and 87 Wh / kg-LN2 for adiabatic and isothermal expansion process, respectively, and appropriate amounts of cryogen to provide the 300 km driving is 450 kg and 280 kg. Many details of the use of LN2 thermal storage to land transport are investigated; However, to date there are no fundamental technical obstacles have not yet been found that can stand in the way to realize the full potential offered by this revolutionary concept of the power plant.

Parts of liquid nitrogen FUEL CYCLE

The main parts of the liquid nitrogen propulsion system are:

1. Cryogen storage vessel.

2. Pump.

3. economizer.

4. Extender Engine.

5. A heat exchanger.

Parts and their functions are described in more detail below:

3.1.1 Cryogen storage vessel:

The main design constraints for storage tanks cryogenic road are: resistance of the deceleration forces in the horizontal plane in the case of a traffic accident, a low level of evaporating, minimum size and weight, and reasonable cost. Crash worthy of cryogenic vessels designed for hydrogen-fueled vehicles, which will prevent the loss of insulating vacuum at closing speeds of over 100 km / H.18 Moderately high vacuum (10-4 torr) with super insulation can provide evaporation rate at the level of 1% per day of 200 liters (53 gallons) containers. Using appropriate titanium or aluminum alloys for the inner and outer vessels, structurally reinforced Dewar can easily have a seven-day holding period financial. The cost of mass production of 200 liters of motor tank for liquid hydrogen containment is estimated to range from $ 200 to $ 400 (in 1970 dollars). Thus, the flow rate of 400 l LN2 tank (or two 200 liter tanks), is expected to be reasonable.

3.1.2 Pump:

The pump is used to pump the liquid nitrogen to the engine. The pump, which is used for this purpose have a working pressure in the range of 500 - 600 psi. Since the pump, liquid instead of gas, it is noted that the efficiency is high.

3.1.3 economizer:

Heater, called economizer, uses the residual heat of engine exhaust gases for preheating liquid nitrogen before it enters the heat exchanger. Hence economizer acting as a heat exchanger between the entering liquid nitrogen and the exhaust gas which are omitted. This is similar to the pre-heating process, which is carried out in the compressors. Therefore, using the economizer, the efficiency can be improved. The design of the heat exchanger is such as to prevent the formation of frost on the outer surface thereof.

3.1.4 Expander:

The maximum power of the engine operation LN2 results from isothermal expansion stroke. Achieving isothermal expansion will be a challenge, as the amount required heat input during the expansion process that is required for almost LN2 to superheat pressurized injection. Thus, engines having an expansion chamber with a high surface to volume ratios favored for this application. Rotary Extenders, such as the Wankel can also be a good fit. The secondary fluid may be circulated through the engine block, to help keep the cylinder walls as warm as possible. Multiple expansion and heat may also be used, although they require a more complex mechanism.

The power of the vehicle and torque required to be satisfied as the throttling and the mass flow of LN2 through the control point of N2 injection cutoff that just as the classic reciprocating steam engines are adjustable. Max main engine output power is limited by the maximum rate at which heat can be absorbed from the atmosphere. Necessary control system to accommodate the desired performance of the vehicle can be effectively implemented with either manual control or on-board computer. Transient response LN2 power and appropriate operating procedures are the topics that will be explored.

3.1.5 Heat exchanger:

The primary heat exchanger is a critical component LN2 car. Since the surrounding evaporators are widely used in cryogenics and LNG industry, there is a significant technology base. Unfortunately, portable cryogenic vaporizers suitable for the new application is not always available at the moment. To ensure cryomobile work in a wide range of weather conditions, the evaporator should be able to heat LN2 at the maximum flow rate to near ambient temperature on a cold winter day. Since a reasonable performance for individual vehicles can be obtained from the 30 kW engine, the heat exchanger will have a corresponding size. For isothermal expansion engine having a fuel injection pressure of 4 MPa, the heat absorbed from the atmosphere can, in principle, can be converted into useful mechanical power with an efficiency of about 40%. Thus, the coil system should be designed to absorb a precaution, at least 75 kW in the atmosphere when the temperature is as low as 0 ° C.

To estimate the mass and volume of the primary heat exchanger, it was modeled as an array of individually powered tubular elements which extend LN2 at its peak flow rate without excessive pressure drop. Each element is a 10-meter section of aluminum tube with an outer diameter of 10 mm and a wall thickness of 1 mm. They are wrapped back and forth to fit within the volume of a package having a 0.5 m x 0.4 m x 0.04 m size and are arrayed in the heat exchanger channel. The incoming air will pass through the vent dust and particulate filter to meet with members. Electric fan will draw air through the channel when the car is running at low speeds, or in excess of the normal power output is required.

Tube heat transfer coefficient based on the appearance of that cylinder in cross-flow and heat transfer internal to a fully developed turbulent flow. The primary air temperature is assumed to reduce each row of the tube, as determined from the conservation of energy, and the pressure drop for a tube bank is defined as a whole. Heat transfer calculations and N2 constitute the differential pressure and its changes in thermodynamic properties of the tubular elements. Some of the important events are not considered at this stage of the analysis of the effects were transient LN2 flow rates, start-up, the accumulation of frost, the fins of the tube, and the axial thermal conductivity.

The formation of frost ice is very likely. Atmospheric moisture is removed relatively quickly, as ambient air is cooled in the first few rows of tubes, resulting in very dry air to warm up in the coldest part of the rear heat exchanger where LN2 enters. Surface coatings, such as Teflon may be used to inhibit the accumulation of ice and active measures up to the vibrating pipe elements can also be used. However, these approaches may not be necessary, as the high LN2 flow rate required only during periods of peak demand for electricity and heat exchanger elements much longer than is necessary to raise the LN2 temperature to about ambient temperature at lower flow rates needed for the cruise. Thus, the series of opaque tube may have ample opportunity to remove the ice, when the machine comes up to speed.

Even in spite of the inclement weather, of course, worsens cryomobile performance, it will not hinder the effective operation. If the operating conditions of the propulsion system were such that LN2 may be heated only to 250 K prior to injection, LN2 flow rates for isothermal and adiabatic cycles to generate 30 kW would be 115 g / s and 187 g / sec, respectively, the above-described configuration heat exchanger can theoretically LN2 higher flow rate of up to 250 K with the radiating elements 25, when the vehicle travels at 25 km / sec (16 miles / hr) and the temperature of ambient air only from 0 ° C. LN2 viscous pressure drop is about 0 05 MPa, which is easily compensated with a cryopump.

Electric fan will require approximately 1.5 kW to accelerate the air and the pa overcome the pressure drop through the heat exchanger 400, if the vehicle has been standing still. Since each element of 0.76 kg, the total weight of the tube will be 19 kg. If the weight has been added to the collectors and channels, the net weight of the heat exchanger will be less than 40 kg. When operating in a normal day of California, it is expected that this excessively developed cryogenic freezer is easy to heat the LN2 to ambient temperature without any significant icing.

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