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Automotive Engineering
Volume 13 Issue 1 Version 1.0 Year 2013
Type: Double Blind Peer Reviewed International Research Journal
Publisher: Global Journals Inc. (USA)
Online ISSN: 2249-4596 & Print ISSN: 0975-5861
Abstract - Compressed air as a source of energy in different uses in general and as a nonpolluting fuel in compressed air vehicles has attracted scientists and engineers for centuries.
Efforts are being made by many developers and manufacturers to master the compressed air
vehicle technology in all respects for its earliest use by the mankind. The present paper gives a
brief introduction to the latest developments of a compressed-air vehicle along with an
introduction to various problems associated with the technology and their solution. While
developing of compressed air vehicle, control of compressed air parameters like temperature,
energy density, requirement of input power, energy release and emission control have to be
mastered for the development of a safe, light and cost effective compressed air vehicle in near
future.
Keywords : compressed air vehicle, technological trends, energy input, energy released,
emission control, storage & fueling, temperature.
GJRE-B Classification : FOR Code: 090299
2013. S. S. Verma. This is a research/review paper, distributed under the terms of the Creative Commons AttributionNoncommercial 3.0 Unported License http://creativecommons .org/licenses/by-nc/3.0/), permitting all non commercial use,
distribution, and reproduction in any medium, provided the original work is properly cited.
I.
Introduction
15
Techological Trends
Year 2013
Year 2013
16
2013
III.
a) Engine Technology
The cars are designed to be filled up at a highpressure pump and thus the tanks must be designed to
safety standards appropriate for a pressure vessel. The
storage tank may be made of metal or composite
c) Input Energy
17
Year 2013
4000
Year 2013
3600
18
3200
2800
2400
2000
Adiabactic Temperature
1600
1200
800
400
0
50
100
150
200
250
300
Fig. 2 : Power input requirement for compressed air as a function of compressed air pressure
d) Temperature Control
e) Multistage Compression
1.0
HP=A+B1*X+B2*X2+B3*X3+B4*X4
one-stage
0.8
0.7
0.6
Two-stage
Year 2013
0.9
0.5
0.4
Three-stage
0.3
0.2
19
0
50
100
150
200
250
300
0.1
350
Pressure (atm.)
f)
Single-stage
Value of constants
Two-stage
Three-stage
0.13677
0.00862
-5.5601x10-5
1.95142 x10-7
-2.57x10-10
0.12183
0.00582
-4.2453x10-5
1.54986 x10-7
-2.0780 x10-10
0.12042
0.00501
-3.7148x10-5
1.33957x10-7
-1.7669x10-10
Year 2013
300
20
Enthalpy (kcal/kg)
250
200
Density (kg/m3)
50
0
-50
100
150
200
250
300
18000
16000
Isothermal expansion
Adiabatic expansion
14000
50
12000
10000
8000
6000
4000
2000
0
0
50
100
150
200
250
300
Fig. 5a : Energy released as a function of compression pressure at constant volume of compressed air
2013
2500
1500
Compressor Pressure
(P=5atm)
(P=5atm)
(P=10atm)
(P=10 atm)
Tout=155K
Adiabatic expansion
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1000
Tout=189K
500
Isothermal expansion
21
0
200
400
600
800
1000
Flow rate (m )
Fig. 5b : Energy released as a function of air flow rate at a particular compression pressure for isothermal and
adiabatic expansion
900
800
700
600
500
400
300
200
100
0
0
200
400
600
800
1000
Fig. 5c : Energy released as a function of volume of compressed air at a particular compression pressure and flow
rate for isothermal and adiabatic expansion
h) Adiabatic Expansion
Compressed-air
vehicles
operate
to
a thermodynamic process as air cools down when
expanding and heats up when being compressed
[14-17]. It is said that the compressed air vehicle project
is facing difficulties in terms of vehicle range and cooling
as excessively low engine temperature caused by the
adiabatic expansion of the compressed air is a major
2000
Year 2013
200
160
140
120
100
80
60
40
0
50
100
150
200
250
300
2013
700
1400
i)
600
1200
500
NO
400
1000
300
800
200
N2O
22
180
100
600
NO2
400
0
-100
50
100
150
200
250
300
Conclusion
23
Year 2013