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「空氣」車!加空氣不須油,印度搶上市
TVBS – 2013年3月22日 下午12:30 開車不用加油,油價漲再高都不用擔心,這真的不是夢,法國設計師研發出一款用空氣就可以驅動的汽車引擎,不但過程中不會燃燒產生污染,甚至排出來的空氣比一般空氣還要乾淨,開車100公里,從台北開到新竹不到新台幣30元,而且一台空氣車只要新台幣21萬元,印度汽車大廠砸了9億台幣投資,要搶先在印度生產。 看起來像是在加油,但其實是在補充壓縮空氣,這台小小的汽車,就是即將在印度生產的空氣車。法國工程師:「這就是空氣車,我剛剛試開了一下,可以看到視線很開闊,而且沒有方向盤。」 這台三輪小車車門開在前方,用的是像遙控器的控制桿,雖然車小,但是跑起來可不含糊,最高時速可以到80公里,重點是耗費很便宜。法國工程師:「每100公里不到台幣30元,就算不在乎環保的人也會愛。」 整台空氣車的造價,只要21萬台幣,因為技術其實沒有很困難,而且用的能源,就是充滿全世界的空氣。法國工程師:「我們用的能源是壓縮空氣,這是非常乾淨的系統,非常經濟的系統。」 把壓縮空氣打入空氣鋼瓶,帶動汽車前進,整個過程都不會產生污染,甚至排出的空氣還比一般空氣更乾淨,被外國媒體稱為是拯救世界的金龜車,再加上超便宜的造價,印度汽車大廠塔塔直接投資9億台幣,要搶先在印度上市,未來加油站裡頭,加的不再是昂貴的汽油,而是不要錢的免費空氣。 |
二年多前CNN就報導過「空氣」車
Introducing the AIRPod (2010-12-28) Latest Compact Car Fueled by... Fresh Air http://www.greenchipstocks.com/articles/introducing-the-airpod/1202 目前要是還沒正式上市,大概是還有些技術上還克服的問題,空氣能推動的車體多半不耐碰撞,就像報導說的設計目的主要是用來市區通勤,不太適合長途。 |
革命性的發明 -- 空氣車
英國新聞組 每個愛護地球的居民夢想中的交通工具--空氣車,終於問世了,而且正在全球各地的工廠量產中。車如其名,空氣車是以空氣為動力的小客車,不需要汽油,這項了不起的環保科技新產品,完全不會排放廢氣,其排氣管只排出冷空氣。這種革命性的汽車是由前一級方程式賽車引擎設計師蓋伊‧尼格(Guy Nègre)所研發的,他花了將近二十年的時間,製作了無數個空氣車的原型之後,才研發出目前這種效能佳又兼具穩定性的最新車款,稱為「城市之貓」(city CAT)。 「城市之貓」最高時速可達68哩,每充氣一次可連續行駛125哩,完全依靠壓縮的空氣來驅動活塞,進而推動車子前進,所產生的冷空氣則可回收用於空調系統,讓乘客享受一車清涼。車主只要花美金兩元,即可利用設置於各加油站的特殊空氣壓縮機,在兩、三分鐘內快速充氣。 在油價持續高漲的當今而言,這表示將可省下一大筆可觀的油錢。此外也可選擇在家中接上電源充氣,這種方式則需要三、四個小時才能完成充氣。 新型的「城市之貓」34號引擎添加了新功能,在車速降低時可以重新壓縮空氣,也就是說,當你減速或煞車時,車子其實會利用所產生的能量重新將汽缸注滿空氣。尼格先生的公司「引擎研發國際公司」(MDI)目前正在研發空氣車的混和車款,使車子除了利用壓縮空氣的技術之外,也可以使用生質燃料,大大增進了燃料的效率。新的混和車款每加一次燃料,可連續行駛3,000哩。 印度最大的汽車製造商「塔塔汽車公司」,已採用這項黃金時代新科技,並希望2008年至少能有六千輛空氣車行駛於印度的道路上。尼格先生也已經與美國、德國和南非等其他十二個國家的汽車公司簽約。 這的確是黃金時代的交通工具,不久即將在世界各地與世人見面。相較於目前以汽油為動力的交通工具,空氣車對環境的衝擊相當小,而且價格便宜又安全。但願這種奇妙的車子能在世界各國普及,如此將可大大減少二氧化碳的排放,並保護我們珍貴的星球,使其免於全球暖化所帶來的危險。 |
Compressed Air Car
A compressed air car is a car that uses a motor powered by compressed air. The car can be powered solely by air, or combined (as in a hybrid electric vehicle) with gasoline, diesel, ethanol, or an electric plant with regenerative braking. Advantages The principal advantages of an air powered vehicle are: ● Refueling could be done at home using an air compressor or at service stations. The energy required for compressing air is produced at large centralized plants, making it less costly and more effective to manage carbon emissions than from individual vehicles. However, compressors for 250-300 bars are not normally available for home standard utilization, considering the danger inheritant to these pressure levels. ● Compressed air engines reduce the cost of vehicle production, because there is no need to build a cooling system, spark plugs, starter motor, or mufflers. ● The rate of self-discharge is very low opposed to batteries that deplete their charge slowly over time. Therefore, the vehicle may be left unused for longer periods of time than electric cars. ● Expansion of the compressed air lowers its temperature; this may be exploited for use as air conditioning. ● Reduction or elimination of hazardous chemicals such as gasoline or battery acids/metals ● Some mechanical configurations may allow energy recovery during braking by compressing and storing air. ● Sweden’s Lund University reports that buses could see an improvement in fuel efficiency of up to 60 percent using an air-hybrid system But this only refers to hybrid air concepts (due to recuperation of energy during braking), not compressed air-only vehicles. Disadvantages The principal disadvantage is the indirect use of energy. Energy is used to compress air, which - in turn - provides the energy to run the motor. Any conversion of energy between forms results in loss. For conventional combustion motor cars, the energy is lost when chemical energy in fossil fuels is converted to mechanical energy, most of which goes to waste as lost heat. For compressed-air cars, energy is lost when chemical energy is converted to electrical energy (if electricity is produced from chemical sources), when electrical energy is converted to compressed air, and when the compressed air is converted into mechanical energy. ● When air expands in the engine it cools dramatically and must be heated to ambient temperature using a heat exchanger. The heating is necessary in order to obtain a significant fraction of the theoretical energy output. The heat exchanger can be problematic: while it performs a similar task to an intercooler for an internal combustion engine, the temperature difference between the incoming air and the working gas is smaller. In heating the stored air, the device gets very cold and may ice up in cool, moist climates. ● This also leads to the necessity of completely dehydrating the compressed air. If any humidity subsists in the compressed air, the engine will stop due to inner icing. Removing the humidity completely requires even additional energy that cannot be reused and is lost. ● Conversely, when air is compressed to fill the tank, its temperature increases up. If the stored air is not cooled while the tank is being filled, then when the air cools off later, its pressure decreases and the available energy decreases.To mitigate this, the tank may be equipped with an internal heat-exchanger in order to cool the air quickly and efficiently while charging. Alternatively, a spring may be used to store work from the air as it is inserted in the tank, thus maintaining a low pressure difference between the tank and recharger, which results in a lower temperature raise for the transferred air. ● Refueling the compressed air container using a home or low-end conventional air compressor may take as long as 4 hours, though specialized equipment at service stations may fill the tanks in only 3 minutes. To store 14.3 kWh @300 bar in 300 liter reservoirs (90 m3 of air @ 1 bar), requires about 30 kWh of compressor energy (with a single-stage adiabatic compressor), or approx. 21 kWh with an industrial standard multistage unit. That means a compressor power of 360 kW is needed to fill the reservoirs in 5 minutes from a single stage unit, or 250 kW for a multistage one. However, intercooling and isothermal compression is far more efficient and more practical than adiabatic compression, if sufficiently large heat exchangers are fitted. Efficiencies of up to 65% might perhaps be achieved, (whereas current efficiency for large industrial compressors is max. 50 %) however this is lower than the Coulomb's efficiency with lead acid batteries. ● The overall efficiency of a vehicle using compressed air energy storage, using the above refueling figures, is around 5-7%. For comparison, well to wheel efficiency of a conventional internal-combustion drivetrain is about 14%, ● Early tests have demonstrated the limited storage capacity of the tanks; the only published test of a vehicle running on compressed air alone was limited to a range of 7.22 km. ● A 2005 study demonstrated that cars running on lithium-ion batteries out-perform both compressed air and fuel cell vehicles more than threefold at the same speeds. MDI claimed in 2007 that an air car will be able to travel 140 km in urban driving, and have a range of 80 km with a top speed of 110 km/h (68 mph) on highways, when operating on compressed air alone, but in as late as mid 2011, MDI has still not produced any proof to that effect. ● A 2009 University of Berkeley Research Letter found that "Even under highly optimistic assumptions the compressed-air car is significantly less efficient than a battery electric vehicle and produces more greenhouse gas emissions than a conventional gas-powered car with a coal intensive power mix." However, they also suggested, "a pneumatic–combustion hybrid is technologically feasible, inexpensive and could eventually compete with hybrid electric vehicles." |
Car That Runs On Air (2012-8-21)
Tata Airpod - Car that runs on Air (2012-8-20)
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Compressed Air Cars invented in France! (2013-2-28)
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