Despite being regarded as a destructive technology by many engineers, the use of liquefied air is far more than that. Cooling air cooled to -196 degrees Celsius can be regarded as an energy storage mechanism, and this kind of thinking may subvert our understanding of existing piston engine and energy storage plan forms. According to foreign media reports, although many engineers have regarded it as a destructive technology, the use of liquefied air is far more than that. Cooling of liquefied air cooled to -196 degrees Celsius can be considered as an energy storage mechanism. This ideology will likely subvert our understanding of the existing forms of piston engines and energy storage schemes. Cryogenic air technology has long appeared, which is well-known. The nitrogen that makes up 78% of the air was first liquefied in 1883. The method used at that time was to continuously compress and release it, and during this process, the heat released was extracted. Liquefied air drives the car's death Air Liquide, located in Boston, United States, designed and manufactured the world's first car powered by liquefied air. But the company itself is far-fetched: it was formally established in 1899, and it was declared dead only three years later. This company may indeed be unfortunate, but the car it was designed and developed can indeed be started and was demonstrated in 1902 by its inventor Hans Knudsen. According to records, the uniquely powered car was about 40 miles (about 64.4 kilometers) at a speed of about 12 miles per hour (about 19.3 kilometers). The power source used was 15 gallons (about 56.8 liters) of liquefied air. . There is no doubt that this idea has great potential. One liter of this slightly viscous light blue liquid contains the equivalent of 700 liters of atmospheric air. Once released to room temperature, the liquefied air rapidly boils and vaporizes, and the volume expands 700 times and is discharged into the air without any pollution. It is this huge expansion performance that can be used to drive a piston engine such as the Dearman Engine. Colin Garner, a professor of applied thermodynamics at the University of Loughborough, said: "Engineers like this swelling effect, which is very useful." Peter Dearman is an inventor and engineer who is fascinated by the idea of ​​using liquefied air to drive cars. He realized the potential behind this idea in the 1960s, but the problem at the time was that the engine based on this principle was too large and inefficient. At that time, the principle commonly used for such engines was the use of heat exchangers to achieve the gasification of liquid nitrogen or liquefied air. Liu Mingming Later, Washington State University published a report in which it was believed that this "low-temperature engine" could achieve an acceptable efficiency value only if the liquefied air is vaporized at the same temperature. It is this report that inspired Dimen. He thought of injecting liquefied air into a kind of heat transfer medium. Generally, ethylene glycol antifreeze was used. The general temperature of the latter is room temperature. After these two liquids with extremely different temperatures are mixed, the liquid nitrogen rapidly expands in the chamber and drives the engine to produce a two-stroke cycle. During this process, power is generated and the “exhaust gas†is discharged outward. Dimen said: “I know that if you can achieve liquefied air vaporization under isothermal conditions, its capacity efficiency can reach a level comparable to the use of conventional fuels. I also know that if I can make such an engine, then I Will be able to show their talents." These heat transfer media can then be re-used after passing through the radiator, during which time the temperature can be raised to room temperature again, whereas if waste heat can be collected from various parts of the interior of the car and used to further heat the transfer media, then In the next round of hybrid exchange, it will be possible to further increase its driving efficiency. In contrast, about one-third of the energy released by conventional fuels is used to heat the coolant, and another 35% is wasted as high-temperature exhaust gas. The Dimen engine can collect most of the waste heat that is wasted, thus improving the driving efficiency. This idea has great potential for application. For example, it can be applied to buses so that warming of passengers caused by body temperature can be converted into the power of vehicles. In addition, refrigerated trucks can also be converted into warm calories. Drive the vehicle forward. In addition, construction machinery that works in mines and heats up a big problem is also a potentially huge market. Ricardo, a Sussex-based consulting firm based in the United Kingdom, has been working on the prospects for the Demen engine for more than two years and has considered various options to further improve its performance. Dr Andrew Atkins, chief technical engineer at Ricardo Consulting, envisioned the introduction of an Atkinson or Miller cycle mechanism in the Dementor engine to further increase efficiency, and Colin Gartner et al. People suggest using plastic or alloy materials to make such engines, which will greatly reduce costs and increase the advantages when competing with other traditional engines. Broad application prospects At the meeting of the Royal Society of Engineers held on May 9th, the prospects for the future use of liquefied air were discussed. At the meeting, several research papers on the economic outlook of the project and practical operability were published. Liquid air is not a commercial product, but there is still about 8,500 tons of liquid nitrogen production remaining every day. The remaining liquid nitrogen will be directly discharged into the atmosphere and wasted. In fact, these liquid nitrogen are enough to drive the car to travel 6.5 million. By contrast, according to statistics from the Department of Transportation of the United Kingdom, cars and taxis throughout the UK travel approximately 1,059.8 million kilometers per day, and all vehicles travel approximately 1.34 billion kilometers per day. According to current electricity cost calculation in the United Kingdom, the production cost of liquefied air is approximately 2.5 to 3.6 pence per liter. By setting the manufacturing base near the LNG terminal facilities, the production cost can be further reduced. The low energy density reality of liquefied air means that it will be difficult to shake up the existing internal combustion engine-based engine market, but it will have a clear competition for the rise of electric-driven cars. In particular, because the latter requires a lot of time for charging, the entire electric vehicle production process is also investigated, which is equivalent to 30 g of carbon dioxide gas emitted per kilometer. In addition, this technology can also be applied to power generation facilities for storing energy converted from wind energy, solar energy, and tidal energy, and adjusting the supply and demand balance between the peak period and the low tide period of the power grid. Although there are many other production methods to choose from, the advantage of liquefied air technology is that its principle is very simple, the technology is mature, and its cost is lower compared to it. Or in the words of engineers: You can fix it with a hoe. Colin Gartner said: "Of course, in terms of energy storage performance, liquefied air technology is not as good as a battery, but it is also good enough." In order to further enhance its potential, the plants already established by Dimen and its sister company, Highview Power Storage, are working to increase energy efficiency by recycling power plants to dissipate heat. Still have a long way to go In the future, low-temperature energy storage will surely encounter such problems. Lower energy density and complicated thermodynamic principles may limit its development prospects, and it will meet existing electric vehicles and hybrid vehicles. The same problem. In addition, the problem of frost within the reaction chamber and the effectiveness of the lubricating fluid at low temperatures may also be plagued by the further development of this technology. Atkins said: "Industry has recognized these issues and they are exactly what will be tried to solve next." So, in general, although we are not really involved in the "nitrogen-driven" society, or in the morning in our car is not to add gasoline, but the era of liquid nitrogen is still quite far away, but the liquefied air technology and the Dimen engine engine The technical outlook has already emerged. (morning) Mechanical Parts Package Of Cargo Elevator
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One of the pioneers in the technology of the liquefied air engine "Demen": Peter Dement 
In addition, this technology can also be applied to power generation facilities for storing energy converted from wind energy, solar energy, and tidal energy, and adjusting the supply and demand balance between the peak and low tide periods of the power grid.