Calculations on the air motor of Mdi: figures finally!

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bernardd
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Re: calculation on the MDI compressed air motor.




by bernardd » 09/08/10, 14:59

micdhi wrote:>>>, with VARIABLE CYLINDER ......


Bine agree that an engine with variable displacement and volumetric ratio would be very interesting, but unfortunately it does not exist, is it? Or we put cylinders in parallel, and we feed only those necessary.

The succession of pressure stages also aims to heat the relaxed air in order to approach the isothermal expansion. An ideal cylinder should have internal fins to increase the heat exchange naturally induced by the cold of the trigger, which ultimately amounts to having many small cylinders in parallel.

It remains to find a balance in mechanical complexity and thermodynamic efficiency ...
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Re: calculation on the MDI compressed air motor.




by oiseautempete » 09/08/10, 15:18

bernardd wrote:
micdhi wrote:>>>, with VARIABLE CYLINDER ......


Bine agree that an engine with variable displacement and volumetric ratio would be very interesting, but unfortunately it does not exist, is it?


If it exists, but not yet in series, at MCE5, established in Lyon:
http://www.mce-5.com/

The principle strongly interests PSA ...
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Re: calculation on the MDI compressed air motor.




by micdhi » 09/08/10, 16:50

oiseautempete wrote:
If it exists, but not yet in series, at MCE5, established in Lyon:
http://www.mce-5.com/

The principle strongly interests PSA ...


excuse me vainly but still a mistake : Cheesy:

the MCE-5 has only the variation of the volumetric ratio and in no case the variation of the cubic capacity.
the MCE-5 has a piston (or of) which moves away from the cylinder head or approaches it but the distance between the piston at TDC and the PMB never changes:
clear :
the stroke is determined by the bottom crankshaft and the hydraulic cylinder parallel to the engine piston "goes down" or "goes up" the piston without the stroke changing so the displacement does not change, since it is dependent on the bottom crankshaft.
what changes is the distance between the cylinder head and the piston therefore the volumetric ratio.
for the record, the volumetric ratio:
22/1, for example: 1 is the volume of the combustion chamber and 22 is 22 times the volume of the combustion chamber.
the volume of the displacement (22) is the volume between the TDC and the TDC.
the MCE-5 displaces the TDC while displacing the PMB by the same distance, but due to the fact that the chamber takes up volume, (if the piston moves away from the cylinder head), the gear ratio comes for example 18/1.

PS: 1 / these figures correspond to a diesel, for MCE-5 it is a petrol rectify the proportions.

2 / the variable displacement engine has been around for a long time as protos (to be improved) and patent since 2008. Even if it is simpler it is complicated to develop, for the problem that I have already said:
with a variation of displacement follows the volumetric ratio difficult to "connect" the two, which is essential and necessary.
cordially
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by Christophe » 09/08/10, 19:23

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by chatelot16 » 26/11/10, 01:34

with compressed air the variable displacement is not useful: a variable intake is sufficient

this is the principle of all good piston steam engines! at low power a little bit of steam is allowed to enter during a small part of the stroke, and the relaxation is extended with the admission closed

only at maximum power and at the expense of efficiency is the intake open during the entire race
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by Alain G » 26/11/10, 01:55

Here are some real figures:

(in english) http://iopscience.iop.org/1748-9326/4/4 ... rl323265s7
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by bernardd » 26/11/10, 09:08

Alain G wrote:Here are some real figures:


Missed ! These figures have been identified as false since the end of 2009. What if you checked the calculations before propagating errors?

And besides, these errors have already been discussed on this forum there is little, it seems to me?

Berkeley University Mistakes - December 07, 2009


But since you talk about it, there is a funny thing with this document:
We thank Emilie C Mathieu and four anonymous reviewers for helpful comments on the manuscript. The work was supported by the European Recovery Program and by a grant from Vulcan, Inc. We thank Jim Boyden for discussions and assistance.


What is this "European Recovery Program"? Europe crashed without us being warned?

The answer is there: http://en.wikipedia.org/wiki/Marshall_Plan

The marshall plan is still active! Tool of political struggle and having served to overwhelm the French industry with American products: what a reference!

What is Vulcan inc? http://en.wikipedia.org/wiki/Vulcan_Inc.

It is Paul Allen, ie the political arm of micromou.

And the only brand presented in comparison with MDI is daimler-benz.

Highly independent, all of that, right?

Why are the economic arm of the USA and micromou so interested in publishing false figures with the "berkeley" brand, for a technology that they think has no chance anyway?

Bizarre ...
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by Alain G » 26/11/10, 15:14

Again and again the same argument as on all the sites whose NETs you rot> "the big guys have come together to take down MD .."


You will have to find better arguments now that everyone is decrying your scam! : Evil:
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Re:




by obelix39 » 28/11/20, 19:21

Christophe wrote:The real problem is the overall balance of the propulsion by compressed air ... and making an energy chain based on compressed air with good yield is another matter!


There may be solutions to greatly improve the efficiency of compressed air propulsion ...

First of all, it is necessary to recover the heat evacuated by the air during compression and use it for domestic or industrial purposes. Which brings us to an energy efficiency close to 100% for the production of compressed air. So at this stage, we have air that can be transported in a vehicle and which has cost almost nothing in terms of losses. Starting from there, and knowing that a heat engine releases about 75% of heat loss, one can very well imagine coupling a compressed air motor to a heat engine, the goal being to use the waste heat of the heat engine (cooling and exhaust) to heat the cold compressed air in the tank and thus increase its energy.

One can opt for a heat engine whose driving force, which is difficult to mechanically couple with that of the compressed air engine, would be used to produce compressed air used directly in the air engine.

In summary, compressed air is produced with an efficiency close to 100% by recovering the heat of compression (which is not the case with Guy Nègre's air car since the air is compressed by the engine of the car ...) and we couple this air motor with a heat engine of small power which will be used to produce its share of work and to heat the compressed air. The aim of the operation is to divide the consumption of gasoline or diesel by at least three and consequently the CO2 emission by as much, while allowing the use of intermittent renewable energies, such as wind power or electricity. photovoltaic, because compressed air can be stored without time limit.

Let us add that the starting of the heat engine being done with compressed air, one can considerably reduce the capacity of the vehicle battery. By unbalancing the heat engine / air engine couple, heat or cold can be produced to cool the passenger compartment ...
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