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This research aims to examine the performance of a car which takes air as the
working medium. Air car is a car currently being developed which is still in the
R&D stage all over the world. Review on the availability and the impact of the
fossil fuels in the present and future generations led us to design a vehicle which
runs by renewable energy sources. As the world is hard pressed with the energy
and fuel crisis, compounded by pollution of all kinds, any technology that brings
out the solution to this problem is considered as a bounty. In one of such new
technologies, is the development of a new vehicle called as Compressed Air Car,
which does not require any of the known fuels like petrol, diesel, CNG, LPG,
hydrogen etc., this works on compressed air. This replaces all types of till date
known fuels and also permanently solves the problem of pollution, since its
exhaust is clean and cool air. Though some of the renewable energy sources like
solar energy, bio fuels are currently in practice, we focused on pneumatic
technology. Since pneumatic applications are wide all over the world, basic
components and other equipment are easily available and the fabrication is not so
tough. The basic principle involved in this concept is that compressed air is capable
enough to provide sufficient thrust which in turn can propel the car.
CHAPTER-1
INTRODUCTION
(b) The first recorded compressed-air vehicle in France was built by the Frenchmen
Andraud and Tessie of Motay in 1838. A car ran on a test track at Chaillot on the
9th July 1840, and worked well, but the idea was not pursued further.
(c) In 1848 Barin von Rathlen constructed a vehicle which was reported to have
been driven from Putney to Wandsworth (London) at an average speed of 10 to 12
mph.
(d) At the end of 1855, a constructor called Julienne ran some sort of vehicle at
Saint-Denis in France, driven by air at 25 atmospheres (350 psi), for it to be used
in coal mines.
(e) Compressed air locomotives were use for haulage in 1874 while the Simplon
tunnel was being dug. An advantage was that the cold exhaust air aided the
ventilation of the tunnel.
(f) Louis Mkarski built a standard gauge self-contained tramcar which was tested
in February 1876 on the Courbevoie-Etoile Line of the Paris Tramways Nord (TN),
where it much impressed the current president and minister of transport Marchal
de MacMahon. The tramcar was also shown at the exhibition of 1878 as it seemed
to be an ideal transport method, quiet, smooth, without smoke, fire or the
possibility of boiler explosion.
(g) The compressed-air locos were soon withdrawn due to a number of accidents,
possibly caused by icing in the pipes of the brakes, which were also worked by
compressed air.
(h) In Louis Mkarski built a standard gauge self-contained tramcar which was
tested in February 1876 on the Courbevoie-Etoile Line of the Paris Tramways
Nord (TN), where it much impressed the current president and minister of transport
Marchal de MacMahon. The tramcar was also shown at the exhibition of 1878 as
it seemed to be an ideal transport method, quiet, smooth, without smoke, fire or the
possibility of boiler explosion.
1.3. Applications:
The compressed air engine can be used in many vehicles. Some of its applications
to be used as engine for vehicles are:
(a) Mopeds
Jem Stansfield, an English inventor has been able to convert a regular scooter to a
compressed air moped. This has been done by equipping the scooter with a
compressed air engine and air tank.
(b) Buses
MDI makes MultiCATs vehicle that can be used as buses or trucks. RATP has also
already expressed an interest in the compressed-air pollution-free bus.
(c) Locomotives
Compressed air locomotives have been historically used as mining locomotives
and in various areas.
(d) Trams
Various compressed-air-powered trams were trialed, starting in 1876 and has been
successfully implemented in some cases.
1.4. Advantages:
The advantages are well publicized since the developers need to make their
machines attractive to investors. Compressed-air vehicles are comparable in many
ways to electric vehicles, but use compressed air to store the energy instead of
batteries. Their potential advantages over other vehicles include:
(a) Much like electrical vehicles, air powered vehicles would ultimately be
powered through the electrical grid, which makes it easier to focus on reducing
pollution from one source, as opposed to the millions of vehicles on the road.
(b) Transportation of the fuel would not be required due to drawing power off the
electrical grid. This presents significant cost benefits. Pollution created during fuel
transportation would be eliminated.
(c) Compressed air technology reduces the cost of vehicle production by about
20%, because there is no need to build a cooling system, fuel tank, Ignition
Systems or silencers.
(d) Air, on its own, is non-flammable.
(j) The tank may be able to be refilled more often and in less time than batteries
can be recharged, with re-fuelling rates comparable to liquid fuels.
(k) Lighter vehicles would mean less abuse on roads. Resulting in longer lasting
roads.
(l) The price of fuelling air-powered vehicles will be significantly cheaper than
current fuels.
1.5. Disadvantages:
Like the modern car and most household appliances, 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 oil
is converted to usable fuel - including drilling, refinement, labour, storage,
eventually transportation to the end-user. For compressed-air cars, energy is lost
when electrical energy is converted to compressed air.
(a) When air expands, as it would in the engine, it cools dramatically (Charles law)
and must be heated to ambient temperature using a heat exchanger similar to the
Intercooler used for internal combustion engines. 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 the Intercooler, 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.
(b) Refueling the compressed air container using a home or low-end conventional
air compressor may take as long as 4 hours though the specialized equipment at
service stations may fill the tanks in only 3 minutes.
(c) Tanks get very hot when filled rapidly. SCUBA tanks are sometimes immersed
in water to cool them down when they are being filled. That would not be possible
with tanks in a car and thus it would either take a long time to fill the tanks, or they
would have to take less than a full
charge, since heat drives up the pressure.
(d) 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.
LITERATURE REVIEW
This line had a throttle valve arranged downstream which was connected to a
mechanical linkage which in turn was operated by means of accelerator pedal. The
pipe running morph through the distributor had a plurality of holes, which were
equal to the number of cylinders in the engine, along its length
.
3.1.3. Stop Valve:
Stop valves are used to shut off or, in some cases, partially shut off the flow of
fluid. Stop valves are controlled by the movement of the valve stem. Stop valves
can be divided into four general categories: globe, gate, butterfly, and ball valves.
Plug valves and needle valves may also be considered stop valves.
3.1.4. Air Filter and Lubricator:
This unit usually is a combination of components that filters the air and adds
lubricants for moving parts in the circuit. Compressed air contains dust, condensed
water, and rust and oil sludge which must be removed to keep moving parts of the
machine working properly. Some of the components of the engine require a small
amount of lubrication to extend their life and maintain torque. The air filter and
then air lubricator are present in supply line of compressed air
3.1.5. Hoses:
A hose is a flexible hollow tube designed to carry fluids from one location to
another. Hoses are also sometimes called pipes (the word pipe usually refers to a
rigid tube, whereas a hose is usually a flexible one), or more generally tubing. The
shape of a hose is usually cylindrical (having a circular cross section).Hose design
is based on a combination of application and performance. Common factors are
Size, Pressure Rating, Weight, Length, Straight hose or Coil hose and Chemical
Compatibility. Hoses are made from one or a combination of many different
materials. Applications mostly use nylon, polyurethane, polyethylene, PVC, or
synthetic or natural rubbers, based on the environment and pressure rating needed.
In recent years, hoses can also be manufactured from special grades of
polyethylene (LDPE and especially LLDPE). Other hose materials
include PTFE (Teflon),stainless steel and other metals.
which is closed at one end. As a result of this explosion, heat is released and this
heat causes the pressure of the burning gases to increase. This pressure forces a
close fitting piston to move down the cylinder. The movement of piston is
transmitted to a crankshaft by a connecting rod so that the crankshaft rotates and
turns a flywheel connected to it.
Power is taken from the rotating crank shaft to do mechanical work. To obtain
continuous rotation of the crankshaft the explosion has to be repeated continuously.
Before the explosion to take place, the used gases are expelled from the cylinder,
fresh charge of fuel and air are admitted in to the cylinder and the piston moved
back to its starting position. The sequences of events taking place in an engine is
called the working cycle of the engine. The sequence of events taking place inside
the engine are as follows
Types:
A rim-type flywheel will burst at a much lower rotary speed than a disk-type
wheel of the same weight and diameter. For minimum weight and high energy-
storing capacity, a flywheel may be made of high-strength steel and designed as
a tapered disk, thick at the centre and thin at the rim. In automobile engines the
flywheel serves to smooth out the pulses of energy provided by the combustion in
the cylinders and to provide energy for the compression stroke of the pistons. The
larger the rotational inertia of the flywheel, the smaller the changes in speed
resulting from the intermittent power supply and demand.
In power presses the actual punching, shearing, and forming are done in only a
fraction of the operating cycle. During the longer, nonactive period, the speed of
the flywheel is built up slowly by a comparatively low-powered motor. When the
press is operating, most of the required energy is provided by the flywheel.
A drive shaft, driveshaft, driving shaft, propeller shaft (prop shaft), or Cardan
shaft is a mechanical component for transmitting torque and rotation, usually used
to connect other components of a drive train that cannot be connected directly
because of distance or the need to allow for relative movement between them.
As torque carriers, drive shafts are subject to torsion and shear stress, equivalent to
the difference between the input torque and the load. They must therefore be strong
enough to bear the stress, whilst avoiding too much additional weight as that would
in turn increase their inertia.
To allow for variations in the alignment and distance between the driving and
driven components, drive shafts frequently incorporate one or more universal
joints, jaw couplings, or rag joints, and sometimes a splined joint or prismatic joint.
Fig 2.1
Crank shafts can be divided into two types:
1. Crank shaft with a side crank or overhung crank.
2. Crank shaft with a centre crank.
A crank shaft can be made with two side cranks on each end or with two or more
centre cranks. A crank shaft with only one side crank is called a single throw crank
shaft and the one with two side cranks or two centre cranks as a multi throw crank
shaft.
The overhung crank shaft is used for medium size and large horizontal engines. Its
main advantage is that only two bearings are needed, in either the single crank or
two crank, crank shafts. Misalignment causes most crank shaft failures and this
danger is less in shafts with two bearings than with three or more supports. Hence,
the number of bearings is very important
factor in design. To make the engine lighter and shorter, the number of bearings in
automobiles should be reduced.
For the proper functioning, the crank shaft should fulfill the following conditions:
1. Enough strength to withstand the forces to which it is subjected i.e. the bending
and twisting moments.
2. Enough rigidity to keep the distortion a minimum.
3. Stiffness to minimize. And strength to resist, the stresses due to torsional
vibrations of the shaft.
4. Sufficient mass properly distributed to see that it does not vibrate critically at the
speeds at which it is operated.
5. Sufficient projected areas of crank pins and journals to keep down the bearing
pressure to a value dependent on the lubrication available.
6. Minimum weight, especially in aero engines.
The crank shafts are made much heavier and stronger than necessary from the
strength point of view so as to meet the requirements of rigidity and vibrations.
Therefore, the weight cannot be reduced appreciably by using a material with a
very high strength. The material to be selected will always depend upon the
method of manufacture i.e. cast, forged, or built up. Built up crank shafts are
sometimes used in aero engines where light weight is very important.
3.1.11.Piston:
The piston of an air compressed air is acted upon by the pressure of the expanding
compressed air in the space at the top of the cylinder. This force then acts
downwards through the connecting rod and onto the crankshaft. The connecting
rod is attached to the piston by a swiveling gudgeon pin. This pin is mounted
within the piston: unlike the steam engine, there is no piston rod or crosshead.
The pin itself is of hardened steel and is fixed in the piston, but free to move in the
connecting rod. A few designs use a 'fully floating' design that is loose in both
components. All pins must be prevented from moving sideways and the ends of the
pin digging into the cylinder wall.
Gas sealing is achieved by the use of piston rings. These are a number of narrow
iron rings, fitted loosely into grooves in the piston, just below the crown. The rings
are split at a point in the rim, allowing them to press against the cylinder with a
light spring pressure. Two types of ring are used: the upper rings have solid faces
and provide gas sealing; lower rings have narrow edges and a U-shaped profile, to
act as oil scrapers. There are many proprietary and detail design features associated
with piston rings.
3.1.12. CONNECTING ROD:
Connecting rod is a part of the engine which is used to transmit the push and pull
from the piston pin to the crank pin. In many cases, its secondary function is to
convey the lubricating oil from the bottom end to the top end i.e. from the crank
pin to the piston pin and then for the splash of jet cooling of piston crown. The
usual form of connecting rod used in engines has an eye at the small end for the
piston pin bearing, a long shank, and a big end opening which is usually split to
take the crankpin bearing shells.
For connecting rod of low speed horizontal engines, the material may be
sometimes steel castings. For high speed engines, connecting rod may also bemade
up of duralumin and aluminum alloys.
The length of the connecting rod depends upon the ratio of connecting rod length
and stroke i.e. l/r ratio; on l/r ratio depends the angularity of the connecting rod
with respect to the cylinder centre line. The shorter the length of the connecting rod
l in respect to the crank radius r, the smaller the ratio l/r, and greater the angularity.
This angularity also produces a side thrust of
the piston against the liner. The side thrust and the resulting wear of the liner
decreases with a decrease in the angularity. However, an increase of l/r ratio
increases the overall height of the engine. Due to these factors, the common values
of l/r ratio are 4 to 5.
The stresses in the connecting rod are set up by a combination of forces. The
various forces acting on the connecting rod are:
1. The combined effect of gas pressure on the piston and the inertia of the
reciprocating parts.
2. Friction of the piston rings and of the piston.
3. Inertia of the connecting rod.
4. The friction of the two end bearings i.e. of the piston pin bearing and the crank
pin bearing.
Steering box of a motor vehicle, the traditional (non-assisted), you may notice that
the system allows you to adjust the braking and steering systems, you can also see
the attachment system to the frame.
Many modern cars use rack and pinion steering mechanisms, where the steering
wheel turns the pinion gear; the pinion moves the rack, which is a linear gear that
meshes with the pinion, converting circular motion into linear motion along the
transverse axis of the car (side to side motion). This motion applies
steering torque to the swivel pin ball joints that replaced previously
used kingpins of the stub axle of the steered wheels via tie rods and a
short lever arm called the steering arm.
Two types of Brakings were used.The rear wheels have the hydraulic barking
While the front Wheels uses Drum brakes
Drum Brakes:
A drum brake is a brake that uses friction caused by a set of shoes or pads that
press against a rotating drum-shaped part called a brake drum.
The term drum brake usually means a brake in which shoes press on the inner
surface of the drum. When shoes press on the outside of the drum, it is usually
called a clasp brake. Where the drum is pinched between two shoes, similar to a
conventional disc brake, it is sometimes called a pinch drum brake, though such
brakes are relatively rare. A related type called a band brake uses a flexible belt or
"band" wrapping around the outside of a drum.
Rear drum brakes are typically of a leading/trailing design (for non-servo systems),
or primary/secondary (for duo servo systems) the shoes being moved by a single
double-acting hydraulic cylinder and hinged at the same point.[1] In this design, one
of the brake shoes always experiences the self-applying effect, irrespective of
whether the vehicle is moving forwards or backwards.[1] This is particularly useful
on the rear brakes, where the parking brake (handbrake or footbrake) must exert
enough force to stop the vehicle from travelling backwards and hold it on a slope.
Provided the contact area of the brake shoes is large enough, which isn't always the
case, the self-applying effect can securely hold a vehicle when the weight is
transferred to the rear brakes due to the incline of a slope or the reverse direction of
motion. A further advantage of using a single hydraulic cylinder on the rear is that
the opposite pivot may be made in the form of a double-lobed cam that is rotated
by the action of the parking brake system.
Front drum brakes may be of either design in practice, but the twin leading design
is more effective.[1] This design uses two actuating cylinders arranged so that both
shoes use the self-applying characteristic when the vehicle is moving forwards. The
brake shoes pivot at opposite points to each other.[1] This gives the maximum
possible braking when moving forwards, but is not so effective when the vehicle is
traveling in reverse.
The optimum arrangement of twin leading front brakes with leading/trailing brakes
on the rear allows more braking force at the front of the vehicle when it is moving
forwards, with less at the rear. This helps prevent the rear wheels from locking up,
but still provides adequate braking at the rear.[1]
The brake drum itself is frequently made of cast iron, though some vehicles have
used aluminum drums, particularly for front-wheel applications. Aluminum
conducts heat better than cast iron, which improves heat dissipation and reduces
fade. Aluminum drums are also lighter than iron drums, which reduces unsprung
weight. Because aluminum wears more easily than iron, aluminum drums
frequently have an iron or steel liner on the inner surface of the drum, bonded or
riveted to the aluminum outer shell.
Hydraulic Brake:
At one time, passenger vehicles commonly employed drum brakes on all four
wheels. Later, disc brakes were used for the front and drum brakes for the rear.
However disc brakes have shown better heat dissipation and greater resistance to
'fading' and are therefore generally safer than drum brakes. So four-wheel disc
brakes have become increasingly popular, replacing drums on all but the most
basic vehicles. Many two-wheel vehicle designs, however, continue to employ a
drum brake for the rear wheel.
The following description uses the terminology for and configuration of a simple
disc brake.
In a hydraulic brake system, when the brake pedal is pressed, a pushrod exerts
force on the piston(s) in the master cylinder, causing fluid from the brake fluid
reservoir to flow into a pressure chamber through a compensating port. This results
in an increase in the pressure of the entire hydraulic system, forcing fluid through
the hydraulic lines toward one or more calipers where it acts upon one or two
caliper pistons sealed by one or more seated O-rings (which prevent leakage of the
fluid).
The brake caliper pistons then apply force to the brake pads, pushing them against
the spinning rotor, and the friction between the pads and the rotor causes a
braking torque to be generated, slowing the vehicle. Heat generated by this friction
is either dissipated through vents and channels in the rotor or is conducted through
the pads, which are made of specialized heat-tolerant materials such
as kevlar orsintered glass.
Subsequent release of the brake pedal/lever allows the spring(s) in the master
cylinder assembly to return the master piston(s) back into position. This action first
relieves the hydraulic pressure on the caliper, then applies suction to the brake
piston in the caliper assembly, moving it back into its housing and allowing the
brake pads to release the rotor.
The hydraulic braking system is designed as a closed system: unless there is a leak
in the system, none of the brake fluid enters or leaves it, nor does the fluid get
consumed through use.
The vacuum booster or vacuum servo is used in most modern hydraulic brake
systems which contain four wheels. The vacuum booster is attached between the
master cylinder and the brake pedal and multiplies the braking force applied by the
driver. These units consist of a hollow housing with a movable
rubber diaphragm across the center, creating two chambers. When attached to the
low-pressure portion of the throttle body or intake manifold of the engine, the
pressure in both chambers of the unit is lowered. The equilibrium created by the
low pressure in both chambers keeps the diaphragm from moving until the brake
pedal is depressed. A return spring keeps the diaphragm in the starting position
until the brake pedal is applied. When the brake pedal is applied, the movement
opens an air valve which lets in atmospheric pressure air to one chamber of the
booster. Since the pressure becomes higher in one chamber, the diaphragm moves
toward the lower pressure chamber with a force created by the area of the
diaphragm and the differential pressure. This force, in addition to the driver's foot
force, pushes on the master cylinder piston. A relatively small diameter booster
unit is required; for a very conservative 50% manifold vacuum, an assisting force
of about 1500 N (200n) is produced by a 20 cm diaphragm with an area of 0.03
square meters. The diaphragm will stop moving when the forces on both sides of
the chamber reach equilibrium. This can be caused by either the air valve closing
(due to the pedal apply stopping) or if "run out" is reached. Run out occurs when
the pressure in one chamber reaches atmospheric pressure and no additional force
can be generated by the now stagnant differential pressure. After the run out point
is reached, only the driver's foot force can be used to further apply the master
cylinder piston.
The fluid pressure from the master cylinder travels through a pair of steel brake
tubes to a pressure differential valve, sometimes referred to as a "brake failure
valve", which performs two functions: it equalizes pressure between the two
systems, and it provides a warning if one system loses pressure. The pressure
differential valve has two chambers (to which the hydraulic lines attach) with a
piston between them. When the pressure in either line is balanced, the piston does
not move. If the pressure on one side is lost, the pressure from the other side moves
the piston. When the piston makes contact with a simple electrical probe in the
center of the unit, a circuit is completed, and the operator is warned of a failure in
the brake system.
From the pressure differential valve, brake tubing carries the pressure to the brake
units at the wheels. Since the wheels do not maintain a fixed relation to the
automobile, it is necessary to use hydraulic brake hose from the end of the steel
line at the vehicle frame to the caliper at the wheel. Allowing steel brake tubing to
flex invites metal fatigue and, ultimately, brake failure. A common upgrade is to
replace the standard rubber hoses with a set which are externally reinforced with
braided stainless-steel wires; these have negligible expansion under pressure and
can give a firmer feel to the brake pedal with less pedal travel for a given braking
effort.
The term 'power hydraulic brakes' can also refer to systems operating on very
different principles where an engine-driven pump maintains continual hydraulic
pressure in a central accumulator. The driver's brake pedal simply controls a valve
to bleed pressure into the brake units at the wheels, rather than actually creating the
pressure in a master cylinder by depressing a piston. This form of brake is
analogous to an air brake system but with hydraulic fluid as the working medium
rather than air. However on an air brake air is vented from the system when the
brakes are released and the reserve of compressed air must be replenished. On a
power hydraulic brake system fluid at low pressure is returned from the brake units
at the wheels to the engine-driven pump as a the brakes are released, so the central
pressure accumulator is almost instantly re-pressurised. This makes the power
hydraulic system highly suitable for vehicles that must frequently stop and start
(such as buses in cities). The continually circulating fluid also removes problems
with freezing parts and collected water vapour that can afflict air systems in cold
climates. The Routemaster bus is a well-known application of power hydraulic
brakes and the successive generations of Citroen cars with hydropneumatic
suspension also used fully powered hydraulic brakes rather than conventional
automotive brake systems.
3.1.16. CHASSIS:
acceleration
3.1.17. SUSPENSION:
Damping controls the travel speed and resistance of the vehicle's suspension. An
undamped car will oscillate up and down. With proper damping levels, the car will
settle back to a normal state in a minimal amount of time. Most damping in modern
vehicles can be controlled by increasing or decreasing the resistance to fluid flow in
the shock absorber.
3.1.18. DIFFERENTIAL:
In automobiles and other wheeled vehicles, the differential allows the outer drive
wheel to rotate faster than the inner drive wheel during a turn. This is necessary
when the vehicle turns, making the wheel that is traveling around the outside of the
turning curve roll farther and faster than the other. The average of the rotational
speed of the two driving wheels equals the input rotational speed of the drive shaft.
An increase in the speed of one wheel is balanced by a decrease in the speed of the
other.
When used in this way, a differential couples the input shaft (or prop shaft) to
the Pinion, which in turn runs on the Crown wheel of the differential. This also works
as reduction gearing to give the ratio. On rear wheel drive vehicles the differential
may connect to half-shafts inside an axle casing or drive shafts that connect to the
rear driving wheels. Front wheel drive vehicles tend to have the pinion on the end of
the main-shaft of the gearbox and the differential is enclosed in the same casing as
the gearbox. They have individual drive-shafts to each wheel. Older 4x4 vehicles
and tractors usually have a solid front axle, the modern way can be a separate
differential and drive shaft arrangement for the front.
A differential consists of one input, the drive shaft, and two outputs which are the two
drive wheels, however the rotation of the drive wheels are coupled by their
connection to the roadway. Under normal conditions, with small tyre slip, the ratio of
the speeds of the two driving wheels is defined by the ratio of the radii of the paths
around which the two wheels are rolling, which in turn is determined by the track-
width of the vehicle (the distance between the driving wheels) and the radius of the
turn.
DESIGN PLAN
Several key constraints are considered regarding the existing two stroke engine for
characterizing the conversion of a two stroke engine into a compressed air engine.
The first one is that the base technology is needed to be economically available.
Secondly, the final system should not deteriorate the ability of the two stroke
engine to operate in hostile conditions. The third constraint is that the simplicity of
the existing two stroke engine should not be sacrificed for the attainment of the
goal. Fourthly, the part of the energy consumed by the injection system of the
compressed air engine should be comparable to the existing two stroke engine.
Last but the most important compulsion is that the kit must be inexpensive to
install, with commonly available tools and adequate expertise.
CHOICE OF SYSTEM
The two stroke engines studied for the conversion into compressed air engine are:
spark ignition engine and compression ignition engine. The compression ignition
(CI) engine is based on diesel cycle which uses diesel oil as fuel due to lower self-
ignition temperature. A high pressure fuel pump and injector is required to inject
the fuel into the chamber. For direct injection diesel engines with a displacement of
0.5 Lt. per cylinder, the compression ratio is approximately 18: 1 [3]. It has low
speed (RPM) due to its heavy weight.
The spark ignition (SI) engine is based on otto cycle which uses gasoline as fuel
due to high self-ignition temperature. The fuel and air mixture as a gaseous mixture
is introduced in the combustion chamber during the suction stroke. A carburetor is
used to mix the fuel and air mixture in desired ratio. It has the compression ratio of
10 [3]. It has high speed (RPM) due to its light weight.
The spark ignition engine is found to be more suitable because it inherits several
structural features which offer high degree of customizability and tuning. It is
much easier to mount and dismount the components like spark plug, carburetor and
flywheel form the engine. The low weight of the moving parts offer less resistance,
thus an instant torque is obtained even at low pressure of injected air.
V. ENGINE MODIFICATIONS
A. Cylinder Head
Instead of designing and casting a new cylinder head for the purpose
of the injecting compressed air into the combustion chamber, the existing cylinder
head could be applied to this purpose with minimum modifications. The spark plug
is seated at the top of cylinder head of the engine. In general, a spark plug of two
stroke SI engine has an isometric screw thread profile: M14x1.25 or M18x1.5 [4].
The spark plug is dismounted and the internal threads present on the cylinder head
are machined until it is completely removed. Thereafter, the plain cylindrical bore
obtained is threaded according to profile of given adapter or reducer nipple. The
adapter nipple connects the engine cylinder to the solenoid valve as shown in the
figure.
B. Intake Port
The carburetor does not find any application in the engine running
on compressed air only which is injected at the top of the combustion chamber.
Therefore, it is advantageous to remove the carburetor since it will help to reduce
the weight of the engine. Next to carburetor, a reed valve could be located. Its
removal will eliminate the pressure force applied to piston in opposite direction
during the expansion stroke. Moreover, these modifications will also facilitate the
quick removal of the residual air from the combustion chamber at the end of the
expansion stroke.
B. Flywheel
Unlike gasoline or diesel engines, the CAE technology does not use any
form of internal combustion. Compressed air (or other gases or combination of
gases) is used as energy carrier and storage medium. The air is stored at pressure of
around 200bar in compressed air storage cylinders. For energy carrying purpose,
the pressure of the compressed air is reduced to around 10 bar or less using
pressure regulator connected in front of cylinder valve. The air with reduced
pressure is carried by poly-Teflon hose. The hose is then connected to the solenoid
valve using barbed fitting. The air inlet timing and duration is controlled by the
Solenoid valve. A small magnet is attached on the flywheel and a sensor is fitted
very close the flywheel. After each revolution of the flywheel, the sensor gets
activated by the magnetic field of the magnet passing nearby and sends signal to
solenoid valve. The air is fed through an air injector to the engine and flows into
which air expands. The air pushing down on the piston moves the crankshaft,
which gives the vehicle power. The flywheel stores some energy to provide it back
during the upstroke.
The process taking place inside the cylinder could be divided into four stages (in
reference to the figure 5):
A. Stage 1
The compressed air at 10bar or above is injected at TDC by injector at the cylinder
head. The compressed air is injected till 10-15 degree after TDC. The injected air
immediately acquires the passage above the piston.
B. Stage 2
As the cam rotates the signal transmission is discontinued and hence, the solenoid
valve closes, disrupting the flow of air in to the engine. The compressed air in
passage in the cylinder then starts to expand and forces the piston down. The piston
moves the crankshaft which powers the vehicle, reducing the air pressure inside the
cylinder.
C. Stage 3
At about 35 degree before BDC, both the exhaust and transfer ports are exposed to
the chamber having reduced air pressure (still greater than the atmospheric
pressure). The pressure is relieved and chambers pressure becomes equals to the
atmospheric pressure.
D. Stage 4
From 35 degree after BDC, the air remaining in chamber at atmospheric pressure is
compressed by the upward movement of the piston and the cycle is repeated.
Pro-e design:
CHAPTER-5
CALCULATION:
1. Indicated power
Ip = pimep LA n K/ 60,000 kW
Where,
K = no. of cylinder.
ip = PimLANK/60,000kW
= 0.165 kW
2. Brake Power
= 0.013 kW
3. Mechanical efficiency
()=0.013/0.165
=20%
q= Gd4/8D3n (N/mm)
7.38kN/mm or 752.2kg/mm
Height h = 220mm
No of active turns n= 14
() = 282.698
= 469.102 mm
The buckling factor for the hinged end and built-in end springs
Wcr=5.7190.05469.102
=134.139N
Dp 2hdensity of the steel
W1 4
W1 = 979.2178gm
W1 = 320gm
W2 = 50gm
Dc 12Tc
for the bigger end,A1 = 4
=314mm3
Dc 22Tc
for the smaller end,A2= 4
=5252mm3
2
112.5 Tc
for the middle rod,A3= 4
=1193.40mm3
therefore,W3=125746.8*0.78
=980.82gm
2
Dt Ttdensity of the steel2
Wc= 4
Wc=1246.028gm
=104gm
which is the excess weight provides the balancing of the engine during the dynamic
state.
CHAPTER- 6
CONCLUSION:
The model designed by us is a small scale working model of the compressed air
engine. When scaled to higher level it can be used for driving automobiles
1. Zero emission.
3. Zero fuel cost (the cost is involved only in the compression of air).
But the Compressed Air Engine (C.A.E.) has some disadvantages, which are:
SCOPE OF APPLICATION:
More research in this virgin area is needed in designing the engine more
professionally. The air storage is one area, which has to be given additional care
since the existing heavy cylinders are not feasible to be used in automotive
industry. Reinforced Fiberglass rubber bound tanks to be fabricated, which are
light in weight and can store more air for long runs.
References:
[2] P. Goodchild. (2010, January 27). Depletion of Key Resources Facts at Your
Fingertips[Online].Available: http://www.culturechange.org/cms/index.php?
option=com_content&task=view&id=597&Itemid=1
[3] R. Stone and J.K. Ball, Automotive engineering fundamentals. Warrendale, Pa:
SAE International, 2004.
[4] SAE Handbook Parts and Components, SAE Standard J548d, Volume 2, 1990.
[5] W.C. Whitman, W.M. Johnson and J. Tomczyk, Refrigeration & Air
Conditioning Technology. USA: Cengage Learning, 2005.