Compressed Air Engine: A New IC engine that can work on

compressed air
Designed & Developed

By

Mohammad Masood, and it results in reduced cost, weight,

Associate Professor, Mechanical Engg. volume and vibration. Early cost analysis
Dept., M.J. College of Engg. & shows that it’s very cost effective and the
Technology, Banjara Hills, Hyderabad, operational cost is ten times less than that of
A.P. India. petrol or diesel.
E-mail: masoodtayyab@yahoo.com
There are at least two such on going projects
in the world, one by the south African based
Abstract: As the world is hard pressed with French company named MDI, and a second
the energy and fuel crises, compounded by by the south Korean company called
pollution of all kinds, any technology that ENERGINE.
brings out the solution to this problem is
considered as a bounty. In one of such new Experimental analysis were carried out on
technologies, is the development of a new this modified engine to find out its
engine called as “compressed air engine”, performance characteristics like brake
which does not require any of the known power, mechanical efficiency, over all
fuels like petrol, diesel, CNG, LPG, efficiency, air to Air ratio, volumetric
hydrogen etc. this works using only efficiency, cost analysis etc.
compressed air. This replaces all types of to
date known fuels and also permanently Though the efficiencies were low as the
solves the problem of pollution, since its frictional forces were high for the proto
exhaust is clean and cool air, which is designed engine, however the concept can
measured practically as low as 5 oC. A be applied on a professionally designed
prototype, a horizontal, single cylinder low engine to improve its performance.
speed engine was modified to run on
compressed air. Key words: Compressed air, special
connecting rod, angle of dwell, zero
This evolutionary engine is the first of it’s pollution
kind in India and second of this kind in the
world. However some of the modifications
are very unique, which makes it a very
unique engine.
Extensive research is in progress to
eliminate all the problems of design. Since
this engine runs only on high pressure
compressed air, the exhaust of which is
undoubtedly only air, making it a zero
pollution engine. No heat is generated
because there is no combustion of fuel,
hence this engine needs no cooling system

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 Introduction
Fossil fuels (i.e., petroleum, diesel, natural gas
and coal), which meet most of the world’s
energy demand today, are being depleted
rapidly. Also, their combustion products are
causing global problems, such as the
greenhouse effect, ozone layer depletion, acid
rains and pollution, which are posing great
danger for our environment, and eventually,
for the total life on our planet. These factors
are leading automobile manufacturers to
develop cars fueled by alternative energies.
Hybrid cars, Fuel cell powered cars, Hydrogen
fueled cars will be soon into the market as a
result of it. One possible alternative is the air-
powered car. Air, which is abundantly
available and is free from pollution, can be
compressed to higher pressures at a very low
cost, is one of the prime option since
atmospheric pollution can be permanently
eradicated. Where as so far all the attempts
made to eliminate the pollution has however
reduced it, but complete eradication is still
rigorously pursued. Compressed air utilization
in the pneumatic applications has been long
proven. Air motors, pneumatic actuators and
other various such pneumatic equipments are
in use. Compressed air was also used in some
of the vehicle for boosting the initial torque.
Turbo charging has become one of the popular
techniques to enhance power and improve the
efficiencies of the automotive engines. It was
also under study to develop a reciprocating
automotive engine that completely runs on
compressed air. There are at least two ongoing
projects (In France, by MDI and in S. Korea)
that are developing a new type of car that will
run only on compressed air. Similar attempt
has been made but to modify the existing
engine and to test on compressed air.
A single, horizontal cylinder, low speed proto
type engine was modified to run on air, the
detail specifications are given in table 1.
Instead of a conventional connecting rod, a
kinematic link was used which has the
provision of dwelling at the top dead center.
Dwelling Connecting rod Assembly: As
shown in figure 1, this assembly has three
links namely A, B, and C. The link A
reciprocates, link B oscillates which the link C
rotates as shown in figure 1 and transmits the
rotation of the engine to the other parts. One
end of link B is attached to the link A, and is
fixed at the other end at point 1. This end can
also be fixed at point 2 and 3. If it is fixed at
point 1, the piston in the cylinder attached to
the link A, dwells at the top dead center for a
rotation of 45 degrees of crank angle, while
when fixed at 2, the dwell changes to 60
degrees and for point 3, it changes to 80
degrees of crank rotation. A practical constant
volume can be obtained when the piston
dwells for any angle at TDC. The swept
volume inside the cylinder changes when the
other end of link B is fixed at points 2 & 3. As
the swept volume changes, the compression
ratio also changes. This leads to a new relation
between compression ratio and angle of dwell,
which states “Compression ratio is inversely
proportional to the angle of dwell for this
link”.
Figure 1
Modifications in injection system: Instead of
convention fuel injection system, an electro –
mechanical injection system was used for air
injection. This consists of an externally
operating cam with a roller follower, solenoid
valve connected to a non-returnable valve
assembly, which fits in the engine cylinder.
Cam is so designed that it provides the dwell
of 45 degrees as required by the link when it is
fixed at position 1 as shown in figure1. Cams
with dwelling of 60 and 80 degrees are
separately designed to match with the
dwelling periods of the link when fixed at
positions 2 & 3. The cam through the
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follower triggers the air injection into the
engine cylinder for the period equal to its
dwell, during which the piston also dwells.
The air injection through cam dwell
synchronizes with the piston dwell.
Working Cycle: Because of the dwell
provided by the special connecting rod
assembly, the diesel engine works on constant
volume cycle instead of constant pressure
cycle. During this constant volume, air is
injected by the injection system into the
engine cylinder.
Working of the Engine: This Engine Works
like a diesel engine. At the end of compression
stroke, a very high-pressure air at room
temperature is injected into the cylinder.
Injection of air by electro-mechanical injection
Proto type Compressed air engine
system is governed by the cam dwell during
which the piston also dwells. As the in-
cylinder hot and compressed air mixes with
the externally injected relatively cold and
compressed air, injected at relatively higher
pressure than the inside pressure, the mixture
tries to attain a common equilibrium
temperature. As the temperature of this
mixture falls down, expansion takes place.
The high inside mixture pressure imparts a
very heavy blow on the head of the piston,
which is then set in motion and the engine
runs. No combustion takes place; it is the
expansive forces, which make the engine run.
Figure 2 shows the block diagram of the
engine.
Air Injection system
Experimental procedure
Before starting the experiment, the electric
supply to control the flow through the
solenoid, is switched “ON”. The pressure-
regulating valve is opened and an operating
pressure of the order of around 20 bars is
initially given.
The engine is then given an initial torque to
set in motion. The cam through the follower
triggers the solenoid valve and the high
pressure air is injected in to the cylinder. As
the air enters in, while the pistons is
dwelling as explained in the engine
operation, expansion takes place and the
engine is set in motion. Amount of air
flowing in the cylinder can be noted directly
by the air flow meter and the operating or
the injection pressures can be noted from the
pressure gauge. Initial RPM is noted down,
and load is applied on the brake drum. As
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the load is applied the speed falls down, to
maintain it constant, inlet pressure is
increased by regulating valve. All the tests
are carried out at constant speed of 350 rpm.
For the all the applied loads, the air flow
meter reading, inlet air injection pressure
reading from regulating valve, manometer
head of Suction by the engine, exhaust
temperature, operating inlet temperatures are
noted down.
Results and Discussions
The values noted down are used for
calculating the mechanical efficiency,
volumetric efficiency, a/A ratio, brake
power etc. Since this proto type was
designed for low speed, the out put power;
applied load was also kept low. The prime
aim being to test the concept of application
of air and the suitability of special
connecting rod assembly with its related
advantages, hence the obtain results may not
be the exact measure of its potential, since it
wasn’t very professionally designed.
a) Brake Power: As shown in figure 3, the
brake power was increasing upon the
application of the load. Though the applied
load was small, however, the developed
power was in proportion to the applied load.
As the load was applied the speed was
reduced, to maintain it constant, the inlet air
pressure has to be increased. As the pressure
was increased the mass flow rate along with
the pressure increased. As shown in figure 4,
the RPM increases as the injection pressure
is increased. In the present case the speed
was maintained constant as 350 rpm. As the
output speed was less, the brake power was
significantly lower.
b) Indicated Power: Figure 5 shows the
indicated power developed. It can be seen
that the indicated power is increasing with
the increase of load. As the load is
increased, the speed falls down, to maintain
it constant injection pressure has to be
increased. As the injection pressure is
increased, the indicated mean effective
pressure also gets increased; hence the
indicated power is increased. Indicated
power was calculated by plotting the P-V
diagram and calculating the area under the
curve. Initial suction pressure P1 is known,
pressure after compression P2 of air in-
cylinder is also known because the
compression ratio is known and the P3 is the
injection pressure of air from cylinder which
can be recorded from the pressure gauge,
and the exhaust pressure P4 is also measure
and recorded so the P-V plot can be easily
drawn as all the four pressures are known.
The indicated mean effective pressure can
be calculated from this plot and hence the
indicated power can be calculated. Though
the indicated power is observed to be quite
substantial given the design, however the
brake power was low as discussed in section
“a” above.
c) Mechanical Efficiency: As shown in
figure 6, the mechanical efficiency is
increasing with the increase of output
power. At lower output it was very low.
However the over all mechanical efficiency
is low compared to the conventional
engines, the reason being the addition of
three extra joints & the rotating pairs which
has increased the frictional losses. The
slightly oversized links also has contributed
significantly in increasing the frictional
forces and high initial torque required to set
the link in motion. This can however be
improved by optimizing the link sizes, and
reducing the frictional losses in the rotating
pairs.
d) Volumetric Efficiency: As shown in
figure 7, the volumetric efficiency initially
was very low and increased with increase in
power. Because of the low speeds the
suction head was also very low and resulted
in lower volumetric efficiency.
e) a / A ratio: As shown in figure 8, the
ratio of sucked air during suction stroke to
that of injected air continuously decreases as
power increases.
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Special Features and advantages over
conventional design

There is absolutely no fuel required
and no combustion in the engine
cylinder.

There is no pollution at all as only
air is taken in and air is ejected out.

No Heat is generated, as there is no
combustion.

No engine cooling system is
required, like water Pump, radiator,
and water Circulating pipes.

It was measured practically that the
engine exhaust is a cooled air; its
temperature was measured as low as
5 degrees Celsius.

No air conditioning system in the
car is required if used, the exhaust
chilled and clean air can be re
circulated partly in the car to cool it.

The atmospheric temperature can
fall down, as the exhaust is a clean
and chilled air, so the problem of
pollution can be permanently
eradicated.

Very less maintenance is required as
there won’t be any soot formation.

Very low cost materials can be used,
as there is no heat involvement.

Weight of the engine can be reduced
in the absence of cooling system and
because of lightweight material,
which will improve the milage and
efficiency.

In case of leakage or accident, there
won’t be any fire.

Engine vibrations were very less
and sound pollution was also very
low.

Operating cost is ten times less than
that of gasoline engine.
This clearly highlights the Importance of the
project in the current scenario.
Running Cost Analysis
Preliminary analysis based on the prototype
calculations shows that around three cubic
meter of air at a pressure more than 30bar
can give a milage equivalent to one liter of
petrol. In India one-liter petrol is Rs 52, and
cost of production of one cubic meter of air
at a pressure of 50bar is Rs 3. Hence air of
Rs 9 can give the milage of Rs 52 of petrol.
However if air is mass compressed and
produced the cost will further come down.
Scope of application: This concept can be
effectively used in all automotives,
including cars, three wheelers, generator
setups, Lorries, heavy machines, buses etc.
Scope of Further Research: 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.
Conclusions
This is a revolutionary engine design which
is not only eco friendly, pollution free, but
also very economical. This addresses both
the Problems of fuel crises and pollution.
However excessive research is needed to
completely prove the technology for both its
commercial and technical viability.
References
1. GANESAN, V. “Computer Simulation Of
Spark Ignition Engine Processes” University
press, 1996.
2. GANESAN, V. “Computer Simulation Of
Compression ignition Engine Processes”
University press, 2002.
3. HEYWOOD, J.B., “Internal Combustion
Engine Fundamentals”; McGraw-Hill Book
Company, SA, 1988.
4. GUEY NYGER, MDI “The Compressed
air Engine” Barcelona, Spain, 2002.
5. GUEY NYGER, MDI “the Articulated
Con Rod”, Barcelona, Spain, 2002
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SPECIFICATIONS: TABLE 1
IP (Kw) Vs Load

4-stroke, single, horizontal 2.5

Indicated Power (Kw)

cylinder, Compression 2

Type 1.5
ignition engine 1
IP (Kw)

0.5

Make “Krishi” 0
0 0.5 1 1.5 2 2.5 3
Rated Power 2.5 KW, 900 RPM Load (Kg)

Bore & Figure 5

85mm x 110mm
Stroke
Optimized at three % Mechanical Efficiency Vs B .P. (K w )
compression ratios with
Compression 60

angles of dwell, at 450 50

Ratio

% Mech. E fficiency
dwell CR is 18, at 600, CR 40

14, and at 800, CR is 12 30

20
M ec h. E ffn.

Dynamometer Brake drum type 10

Fuel Compressed air 0

0 0.2 0.4 0.6 0.8 1 1.2

Electro-mechanical B.P . (Kw )

Air Injection
injection system Figure 6

B .P.(K w) V s Load % Vo lu me tric Efficie n cy Vs B.P.(Kw)

1.2 70
1 60
% V ol. Efficie ncy

50
0.8
B.P. (Kw)

40
0.6 B .P .(K w ) Vol. E ffn.
30
0.4 20
0.2 10
0
0
0 0 .2 0 .4 0 .6 0 .8 1 1 .2
0 0.5 1 1.5 2 2.5
B.P . (Kw )
Loa d (Kg)

Figure 3 Figure 7

Pressure V s RPM a/A ratio Vs B .P. (K w 0

8
40
7
35
6
30
Pressure (bar)

5
a/A ratio

25
4 a/A ratio
20 P r. (bar)
3
15
2
10
1
5
0
0
0 0.2 0.4 0.6 0.8 1 1.2
0 50 100 150 200 250 300 350 400
B.P . (Kw )
RPM

Figure 4 Figure 8

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