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AIR ENGINE
Submitted in partial fulfillment of the requirement for the award of degree of
DIPLOMA
IN
MECHANICAL ENGINEERING
BY
Under the guidance of -----------------------------
2004-2005
DEPARTMENT OF MECHANICAL ENGINEERING
CERTIFICATE
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Register number: _________________________
This is to certify that the project report titled AIRENGINE submitted by the following students for theaward of the degree of bachelor of engineering is recordof bonafide work carried out by them.
Done by
Mr. / Ms_______________________________
In partial fulfillment of the requirement for the award ofdegree in
Diploma in mechanical EngineeringDuring the Year (2004-2005)
_________________ _______________Head of DepartmentGuide
Coimbatore641651.Date:
Submitted for the university examination held on___________
_________________ ________________Internal Examiner ExternalExaminer
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---------------------------------------------------------------------------------
ACKNOWLEDGEMENT---------------------------------------------------------------------------------
ACKNOWLEDGEMENT
At this pleasing moment of having successfully
completed our project, we wish to convey our
sincere thanks and gratitude to the management
of our college and our beloved chairman
.. , who provided
all the facilities to us.
We would like to express our sincere thanks to
our principal , for
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forwarding us to do our project and offering
adequate duration in completing our project.
We are also grateful to the Head of
Department Prof. .., for
her constructive suggestions & encouragement
during our project.
With deep sense of gratitude, we extend our
earnest & sincere thanks to our guide
.., Department
of EEE for her kind guidance & encouragement
during this project.
We also express our indebt thanks to our
TEACHING and NON TEACHING staffs of
MECHANICAL ENGINEERING DEPARTMENT,
.(COLLEGE NAME).
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AIR ENGINE------------------------------------------------------------------------------------
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CONTENTS---------------------------------------------------------------------------------
CONTENTS
ADKNOWLEDGEMENT
SYNOPSIS
1. INTRODUCTION
2. AIR ENGINE
3. I.G ENGINE
4. BEARING WITH BEARING CAP
5. SPROCKET WITH CHAIN DRIVE
6. TURBINE WITH BLOWER ARRANGEMENT
7. WORKING PRINCIPLE
8. DESIGN AND DRAWINGS
9. LIST OF MATERIAL
10. COST ESTIMATION
11. ADVANTAGES
12. APPLICATIONS AND DISADVANTAGES
13. CONCLUSION
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BIBLIOGRAPHY
PHOTOGRAPHY
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SYNOPSIS---------------------------------------------------------------------------------
SYNOPSIS
This project work deals with the Compressed-air engine is a pneumatic
actuator that creates useful work by expanding compressed air. They have existed in
many forms over the past two centuries, ranging in size from hand held turbines up to
several hundred horsepower. Some types rely on pistons and cylinders, others use
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INTRODUCTION---------------------------------------------------------------------------------------
CHAPTER 1
INTRODUCTION
A compressed-air vehicle is powered by an air engine, using compressed air,
which is stored in a tank. Instead of mixing fuel with air and burning it in the engine to
drive pistons with hot expanding gases, compressed air vehicles (CAV) use the expansion
of compressed air to drive their pistons. One manufacturer claims to have designed an
engine that is 90 percent efficient.
Compressed air propulsion may also be incorporated in hybrid systems, e.g.,
battery electric propulsion and fuel tanks to recharge the batteries. This kind of system is
called hybrid-pneumatic electric propulsion. Additionally, regenerative braking can also
be used in conjunction with this system.
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Angelo Di Petros Rotary Positive Displacement Air Engine:-
Everything I've heard about this air engine is positive. Many people have written
asking me to report on it, but the best I can do till I ride in his air car is to show you a
picture and a Based on what is said about
the engine, I think it sounds like a good
idea. It seems like a good approach to
simplifying the piston engine while lowering
friction and wear. Quoting from the website,
"The space between stator and rotor is divided in 6 expansion chambers by
pivoting dividers. These dividers follow the motion of the shaft driver as it rolls around
the stator wall.
The motor shown is effectively a 6 cylinder expansion motor...Variation of
performance parameters of the motor is easily achieved by varying the time during
which the air is allowed to enter the chamber: A longer air inlet period allows more air
to flow into the chamber and therefore results in more torque. A shorter inlet period will
limit the air supply and allows the air in the chamber to perform expansion work at a
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much higher efficiency. In this way compressed air (energy) consumption can be
exchanged for higher torque and power output depending on the requirements of the
application...Motor speed and torque are simply controlled by throttling the amount or
pressure of air into the motor. The Di Pietro motor gives instant torque at zero RPM and
can be precisely controlled to give soft start and acceleration control."
From what I've read, I think this sounds like what other people have wished they
could invent. A lot of people are
counting on Mr. Di Pietro to get an air
car on the market.
Armando Regusci Loves to Build Air
Cars:-
In my correspondence with Mr.
Regusci of Uruguay, I found him a
sincere person and his design very appealing.
Like my torquerack engine, his invention does away with the crankshaft,
replacing it with sprockets and chains and freewheeling clutches, to turn a shaft. He has
built bikes and small air cars of various descriptions and is very devoted to the cause.
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His website, http://www.airenergycars.com, is extensive. You can also see his video on
YouTube.com.
When I first contacted Mr. Regusci, he was assisting a university in Texas with
their plans to build an air car.
i want all you air car enthusiasts to become air car inventors, like angelo di pietro,
armando regusci, guy negre, terry miller, and all the rest. join forces with each other
and let's get off the internet and onto the highway. we know we have the best
alternative, now let's get out there and prove it.
A BRIEF HISTORY OF AIR CARS
For half a century the air-powered locomotive was a serious contender for the top
spot in transportation because of its obvious advantages: simplicity, safety, economy, and
cleanliness. Air engines were commercially available and used routinely, first as
metropolitan street transit and later for haulage in mines.
The term "air engine" disappeared from engineering textbooks after the 1930s and
the second world war. Gas engines had been perfected, the oil industry was established,
and gas was cheap.
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Serious interest in air cars was rekindled by the energy glitches of the 1970s. Dozens
of inventors have patented designs for hybrid, closed cycle, and self-fueling air cars, as
well as conversions for existing engines and designs for air cars meant to stop at air
stations for refueling.
The Pneumatic Railway, 1880s to today
Like modern electric subway trains, the power supply was
provided continuously by a pipeline laid along the track. This
concept was not practical at the time it was invented (1820s)
because the materials were not available to make it work
reliably. A modern version appeared in Brazil in the 1980s, invented by Oskar H. W.
Coester, and developed by Aeromovel Global Corp.
The Mekarski Compressed Air Locomotive, 1886-1900:-
The Mekarski air engine was used for street transit. It was a
single-stage engine (air expanded in one piston then exhausted) and
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represented an advance in air engine technology that made air cars feasible: the air was
reheated after leaving the tank and before entering the engine. The reheater was a hot
water tank through which the compressed air bubbled in direct contact with the water,
picking up hot water vapor which improved the engine's range-between-fill-ups.
The Hardie Compressed Air Locomotive, 1892-1900:-
Robert Hardie's air engine was a going concern in street transit in New York City. Air
car advocate General Herman Haupt, a civil engineer, wrote
extensively about the advantages of air cars, using the
Hardie engine as his source material and providing much of
the impetus for the New York experiment to gain support
and succeed. The engine was a one-stage expansion engine using a more advanced type
of reheating than the Mekarski engine. One of its new features was regenerative
braking.
By using the engine as a compressor during deceleration, air and heat were added to
the tanks, increasing the range between fill-ups. A 1500 horsepower steam-powered air
compressor station was built in New York City to supply the Hardie compressed air
locomotives and the Hoadley-Knight pneumatic locomotives.
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The Hoadley-Knight Compressed Air Locomotive, 1896-1900:-
The Hoadley-Knight system was the first air powered transit locomotive that
incorporated a two-stage engine. It was beginning to be recognized
that the longer you keep the air in the engine, the more time it has to
absorb the heat that increases its range-between-fill-ups. Hoadley
and Knight were also supporters of Nikola Tesla's disc turbine, for which they formed a
propulsion company that didn't get off the ground.
The H. K. Porter Compound Air Locomotives, 1896-1930:-
Inventor Charles B. Hodges became the first
and only air car inventor in history to see his invention
become a lasting commercial success.
His engine was two-stage and employed an interheater between the two piston
stages to warm the partially expanded compressed air with the surrounding atmosphere.
A substantial gain in range-between-fill-ups was thus proven attainable with no cost for
the extra fuel, which was provided by the sun. The H. K. Porter Company in Pittsburgh
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sold hundreds of these locomotives to coal-mining companies in the eastern U.S. With
the hopeful days of air powered street transit over, the compressed air locomotive became
a standard fixture in coal mines around the world because it created no heat or spark and
was therefore invaluable in gassy mines where explosions were always a danger with
electric or gas engines.
The European Three-Stage Air Locomotive, 1912-1930
Hodges' patents were improved upon by European engineers who increased the number
of expansion stages to three and used interheaters before all
three stages. The coal mines of France and Germany and other
countries such as Belgium were swarming with these
locomotives, which increased their range-between-fill-ups 60%
by the addition of ambient heat.
It might have become obvious to the powers-that-be that these upstarts were a
threat to the petroleum takeover that was well under way in the transportation industry;
after world war two the term "air engine" was never used in compressed air textbooks
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and air powered locomotives, if used at all, were usually equipped with standard,
inefficient air motors.
The German Diesel-Pneumatic Hybrid Locomotive, 1930
Just before technical journals stopped reporting on compressed air locomotives, they
carried stories on a 1200 horsepower full-size above-ground
locomotive that had been developed in Germany. An on-
board compressor was run by a diesel engine, and the air
engine drove the locomotive's wheels.
Waste heat from the diesel engine was transferred to the air engine where it
became fuel again. By conserving heat in this way, the train's range-between-fill-ups was
increased 26%. A modern train engineer tells me that all train engines these days are
hybrids: diesel-electric. And we are supposed to consider the Toyota Prius a miracle of
modern invention?
Terry Miller, the Father of the Modern Air Car Movement:-
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Currently a French inventor named Guy Negre is building an organization to
market his air car designs in several countries. A web search for air cars will turn up
hundreds of references to his company, Moteur Developpment
International (MDI). His website is at www.mdi.lu. Mr. Negre
holds patents on his unique air engine in several countries. Plans
are underway to build air car factories in Mexico, South Africa, Spain and other
countries. We wish him success and encourage you to visit his website (or one of his
licensees in Spain, Portugal, and Great Britain, theaircar.com) and support his good
work.
C. J. Marquand's Air Car Engine
Dr. Marquand has taken the highly commendable step of incorporating heat pipes into
his air engine design for the recovery of compression heat. He also
plans to use regenerative braking. It is not clear whether his engine has
been tested in a car yet. Professor Marquand is a scientist with a
number of published research articles to his credit. For further information contact: C. J.
Marquand or H. R. Ditmore, Dept. of Technology & Design, Univ. of Westminster, 115
New Cavendish St., London W1M 8JS, Tel. 0170 911 5000.
Tsu-Chin Tsao's Hybrid Air Engine for Cars
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Tsu-Chin Tsao is a distinguished professor of mechanical and aerospace engineering at
UCLA. He has invented a camless gasoline engine that does not idle; it
uses compressed air to start the car, and when the air is gone the engine
runs on gasoline. During deceleration, braking energy operates a
compressor to fill the air tank for the next start. This brings to mind
Buckminster Fuller's reminder in his magnum opus Critical Path, wherein he tells us how
many horses (as in horsepower) could be jumping up and down going nowhere for all the
gasoline being pointlessly burned by cars sitting at red lights at any given time. We have
nothing but admiration and respect for Professor Tsao's serious step in a perfectly good
direction, and apparently Ford Motor Company is in agreement: they are working with
Tsao's team to look into the viability of putting a pneumatic hybrid on the road to
compete with the Toyota Prius and other electric hybrids. The pneumatic hybrid is
expected to save 64% in city driving and 12% on the highway.
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Chapter-3
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gasoline in America. The ability of petrol to furnish power rests on the two basic
principles;
Burning or combustions always accomplished by the production of heat.
When a gas is heated, it expands. If the volume remains constant, the pressure rises
according to Charles law.
4.2 WORKING
There are only two strokes involved namely the compression stroke and the power
stroke, they are usually called as upward stroke and downward stroke respectively.
4.2.1 UPWARD STROKE
During this stroke, the piston moves from bottom dead center to top dead center,
compressing the charge-air petrol mixture in combustion chamber of the cylinder,
at the time the inlet port is uncovered and the exhaust, transfer ports are covered.
The compressed charge is ignited in the combustion chamber by a spark given by
spark plug.
4.2.2 DOWNWARD STROKE
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The charge is ignited the hot gases compress the piston moves downwards, during
this stroke the inlet port is covered by the piston and the new charge is compressed
in the crankcase, further downward movement of the piston uncovers first exhaust
port and then transfer port and hence the exhaust starts through the exhaust port.
As soon as the transfer port open the charge through it is forced in to the cylinder,
the cycle is then repeated.
4.3 ENGINE TERMINOLOGY
The engine terminologies are detailed below,
4.3.1 CYLINDER
It is a cylindrical vessel or space in which the piston makes a reciprocating
motion.
4.3.2 PISTON
It is a cylindrical component fitted to the cylinder which transmits the bore of
explosion to the crankshaft.
4.3.3 COMBUSTION CHAMBER
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It is the space exposed in the upper part of the cylinder where the combustion of
fuel takes place.
4.3.4 CONNECTING ROD
It inter connects the piston and the crankshaft and transmits the reciprocating
motion of the piston into the rotary motion of crankshaft.
4.3.5 CRACKSHAFT
It is a solid shaft from which the power is transmitted to the clutch.
4.3.6 CAM SHAFT
It is drive by the crankshaft through timing gears and it is used to control the
opening and closing of two valves.
CAM
These are made as internal part of the camshaft and are designed in such a way to
open the valves at the current timing.
PISTON RINGS
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It provides a tight seal between the piston and cylinder wall and preventing
leakage of combustion gases.
GUDGEON PIN
It forms a link between the small end of the connecting rod and the piston.
INLET
The pipe which connects the intake system to the inlet valve of the engine end
through which air or air fuel mixture is drawn in to the cylinder.
EXHAUST MANIFOLD
The pipe which connects the exhaust system to the exhaust valve of the engine
through which the product of combustion escape in to the atmosphere.
INLET AND EXHAUST VALVE
They are provided on either on the cylinder head or on the side of the cylinder and
regulating the charge coming in to the cylinder and for discharging the product of
combustion from the cylinder.
FLYWHEEL
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It is a heavy steel wheel attached to the rear end of the crank shaft. It absorbs
energy when the engine speed is high and gives back when the engine speed is
low.
NOMENCLATURE
This refers to the position of the crank shaft when the piston is in it slowest
position.
4.4.1 BORE(d)
Diameter of the engine cylinder is refers to as the bore.
4.4.2 STROKE(s)
Distance traveled by the piston in moving from TDC to the piston in moving from
TDC to the BDC.
CLEARANCE VOLUME (V)
The volume of cylinder above the piston when it is in the TDC position.
SWEPT VOLUME (V)
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The swept volume of the entire cylinder
Vd = Vs N
Where,
Vs ------- Swept Volume
N --------- Number of cylinder
COMPRESSION RATIO (R)
It is the ratio of the total cylinder volume when the piston is at BDC to the
clearance volume.
4.5 ENGINE SPECIFICATION
Type of fuel used : Petrol
Cooling system : Air cooled
Number of cylinder : Single
Number of stroke : Four Stroke
Arrangement : Vertical
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Cubic capacity : 100 cc
Spark Ignition Engine
A spark ignition (SI) engine runs on an Otto cyclemost gasoline engines run on
a modified Otto cycle. This cycle uses a homogeneous air-fuel mixture which is
combined prior to entering the combustion chamber. Once in the combustion chamber,
the mixture is compressed, and then ignited using a spark plug (spark ignition). The SI
engine is controlled by limiting the amount of air allowed into the engine. This is
accomplished through the use of a throttling valve placed on the air intake (carburetor or
throttle body). Mitsubishi is working on the development of a certain type of SI engine
called the gasoline direct injection engine.
Advantages
A century of development and refinement - For the last century the SI engine has
been developed and used widely in automobiles. Continual development of this
technology has produced an engine that easily meets emissions and fuel economy
standards. With current computer controls and reformulated gasoline, today's
engines are much more efficient and less polluting than those built 20 years ago.
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Low cost - The SI engine is the lowest cost engine because of the huge volume
currently produced.
Disadvantages
The SI engine has a few weaknesses that have not been significant problems in the
past, but may become problems in the future.
Difficulty in meeting future emissions and fuel economy standards at a reasonable
cost - Technology has progressed and will enable the SI engine to meet current
standards, but as requirements become tougher to meet, the associated engine cost
will continue to rise.
Throttling loss lowers the efficiency - To control an SI engine, the air allowed into
the engine is restricted using a throttling plate. The engine is constantly fighting to
draw air past the throttle, which expends energy.
Friction loss due to many moving parts - The SI engine is very complex and has
many moving parts. The losses through bearing friction and sliding friction further
reduce the efficiency of the engine.
Limited compression ratio lowers efficiency - Because the fuel is already mixed
with the air during compression, it will auto-ignite (undesirable in a gasoline
engine) if the compression ratio is too high. The compression ratio of the engine is
limited by the octane rating of the engine.
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Chapter-4-------------------------------------------------------------------------------------
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BEARING WITH BEARING CAP---------------------------------------------------------------------------------------
CHAPTER 4
BEARING WITH BEARING CAP
The bearings are pressed smoothly to fit into the shafts because if hammered the
bearing may develop cracks. Bearing is made upon steel material and bearing cap is mild
steel.
INTRODUCTION
Ball and roller bearings are used widely in instruments and machines in
order to minimize friction and power loss. While the concept of the ball bearing
dates back at least to Leonardo daVinci, their design and manufacture has become
remarkably sophisticated.This technology was brought to its p resent state o f
perfection only after a long period ofresearch and development. The benefits
of such specialized research can be obtained when it is possible to use a
standardized bearing of the proper size and type. However, such bearingscannot
be used indiscriminately without a careful study of the loads and operating
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conditions. In addition, the bearing must be provided with adequate mounting,
lubrication and sealing. Design engineers have usually two possible sources for
obtaining information which they can use to select a bearing for their particular
application:
a) Textbooks
b) Manufacturers
Catalogs Textbooks are excellent sources; however, they tend to be overly
detailed and aimed at thestudent of the subject matter rather than the practicing
designer. They, in most cases, contain information on how to design rather than
how to select a bearing for a particular application. Manufacturers catalogs, in
turn, are also excellent and contain a wealth of information which relates to the
products of the particular manufacturer. These catalogs, however, fail to provide
alternatives which may divert the designers interest to products not
manufactured by them.Our Company, however, provides the broadest selection of
many types of bearings made bydifferent manufacturers.
For this reason, we are interested in providing a condensed overview of the
subject matter in an objective manner, using data obtained from different texts,
handbooks and manufacturers literature. This information will enable the reader
to select the proper bearing in an expeditious manner. If the designers interest
exceeds the scope of the presented material, a list of references is provided at the
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end of the Technical Section. At the same time, we are expressing our thanks and
are providing credit to the sources which supplied the material presented here.
Construction and Types of Ball Bearings
A ball bearing usually consists of four parts: an inner ring, an outer ring, the balls
and the cage or separator.
To increase the contact area and permit larger loads to be carried, the balls run in
curvilinear grooves in the rings. The radius of the groove is slightly larger than the radius
of the ball, and a very slight amount of radial play must be provided. The bearing is thus
permitted to adjust itself to small amounts of angular misalignment between the
assembled shaft and mounting. The separator keeps the balls evenly spaced and prevents
them from touching each other on the sides where their relative velocities are the greatest.
Ball bearings are made in a wide variety of types and sizes. Single-row radial bearings
are made in four series, extra light, light, medium, and heavy, for each bore, as illustrated
in Fig. 1-3(a), (b), and (c).
100 Series 200 Series 300 Series Axial Thrust Angular Contact Self-aligning
Bearing Fig. 1-3 Types of Ball Bearings
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Angular Contact Bearing Self-aligning Bearing Fig. 1-3 Types of Ball Bearings Fig. 1-4
Methods of Assembly for Ball Bearings (a) Conrad or non-filling notch type (b)
Maximum or filling notch type
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Chapter-5-------------------------------------------------------------------------------------
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SPROCKET WITH CHAIN DRIVE---------------------------------------------------------------------------------------
CHAPTER 5
SPROCKET AND CHAIN DRIVE
This is a cycle chain sprocket. The chain sprocket is coupled with another
generator shaft. The chain converts rotational power to pulling power, or pulling power to
rotational power, by engaging with the sprocket.
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The sprocket looks like a gear but differs in three important ways:
1. Sprockets have many engaging teeth; gears usually have only one or two.2. The teeth of a gear touch and slip against each other; there is basically no slippage in a
sprocket.3. The shape of the teeth is different in gears and sprockets.
Figure Types of Sprockets
Engagement with Sprockets:
Although chains are sometimes pushed and pulled at either end by cylinders,
chains are usually driven by wrapping them on sprockets. In the following section, we
explain the relation between sprockets and chains when power is transmitted by
sprockets.
1. Back tension
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First, let us explain the relationship between flat belts and pulleys. Figure 2.5
shows a rendition of a flat belt drive. The circle at the top is a pulley, and the belt hangs
down from each side. When the pulley is fixed and the left side of the belt is loaded with
tension (T0), the force needed to pull the belt down to the right side will be:
T1 = T0 3 eu
For example, T0 = 100 N: the coefficient of friction between the belt and pulley,
= 0.3; the wrap angle u = (180).
T1 = T0 3 2.566 = 256.6 N
In brief, when you use a flat belt in this situation, you can get 256.6 N of drive
power only when there is 100 N of back tension.
For elements without teeth such as flat belts or ropes, the way to get more drive
power is to increase the coefficient of friction or wrapping angle. If a substance, like
grease or oil, which decreases the coefficient of friction, gets onto the contact surface, the
belt cannot deliver the required tension.
In the chain's case, sprocket teeth hold the chain roller. If the sprocket tooth
configuration is square, as in Figure 2.6, the direction of the tooth's reactive force is
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opposite the chain's tension, and only one tooth will receive all the chain's tension.
Therefore, the chain will work without back tension.
Figure Flat Belt Drive
Figure Simplified Roller/Tooth Forces
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But actually, sprocket teeth need some inclination so that the teeth can engage and
slip off of the roller. The balances of forces that exist around the roller are shown in
Figure 2.7, and it is easy to calculate the required back tension.
For example, assume a coefficient of friction = 0, and you can calculate the back
tension (Tk) that is needed at sprocket tooth number k with this formula:
Tk = T0 3 sin k-1 sin( + 2b) Where:
Tk= back tension at tooth kT0 = chain tension = sprocket minimum pressure angle 17 64/N()N = number of teeth2b = sprocket tooth angle (360/N)
Figure The Balance of Forces Around the Roller
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Figure 2.10 The Engagement Between a Sprocket and
an Elongated Chain
Figure 2.9 Sprocket Tooth Shape and Positions of Engagement
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In conveyor chains, in which the number of working teeth in sprockets is less than
transmission chains, the stretch ratio is limited to 2 percent. Large pitch conveyor chains
use a straight line in place of curve B in the sprocket tooth face.
A chain is a reliable machine component, which transmits power by means of tensile
forces, and is used primarily for power transmission and conveyance systems. The
function and uses of chain are similar to a belt. There are many kinds of chain. It is
convenient to sort types of chain by either material of composition or method of
construction.
We can sort chains into five types:
Cast iron chain.
Figure 2.11 Elongation Versus the Number of Sprocket Teeth
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Cast steel chain.
Forged chain.
Steel chain.
Plastic chain.
Demand for the first three chain types is now decreasing; they are only used in
some special situations. For example, cast iron chain is part of water-treatment
equipment; forged chain is used in overhead conveyors for automobile factories.
In this book, we are going to focus on the latter two: "steel chain," especially the
type called "roller chain," which makes up the largest share of chains being produced,
and "plastic chain." For the most part, we will refer to "roller chain" simply as "chain."
NOTE: Roller chain is a chain that has an inner plate, outer plate, pin, bushing, and roller.
In the following section of this book, we will sort chains according to their uses,
which can be broadly divided into six types:
1. Power transmission chain.
2. Small pitch conveyor chain.
3. Precision conveyor chain.
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4. Top chain.
5. Free flow chain.
6. Large pitch conveyor chain.
The first one is used for power transmission; the other five are used for
conveyance. In the Applications section of this book, we will describe the uses and
features of each chain type by following the above classification.
In the following section, we will explain the composition of power transmission
chain, small pitch chain, and large pitch conveyor chain. Because there are special
features in the composition of precision conveyor chain, top chain, and free flow chain,
checks the appropriate pages in the Applications section about these features.
Basic Structure of Power Transmission Chain
A typical configuration for RS60-type chain is shown in Figure 1.1.
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Connecting Link
This is the ordinary type of connecting link. The pin and link plate are slip fit in
the connecting link for ease of assembly. This type of connecting link is 20 percent lower
in fatigue strength than the chain itself. There are also some special connecting links
which have the same strength as the chain itself. (See Figure 1.2)
Tap Fit Connecting Link
In this link, the pin and the tap fit connecting link plate are press fit. It has fatigue
strength almost equal to that of the chain itself. (See Figure 1.2)
Figure 1.1 The Basic Components of Transmission Chain
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Offset Link
An offset link is used when an odd
number of chain links is required.
It is 35 percent lower in fatigue
strength than the chain itself. The
pin and two plates are slip fit.
There is also a two-pitch offset
link available that has fatigue strength as great as the chain itself. (See Figure 1.3)
--------------------------------------------------------------------------------------
Chapter-6-------------------------------------------------------------------------------------
Figure 1.2 Standard Connecting Link (top)
and Tap Fit Connecting Link (bottom
Figure 1.3 Offset Link
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---------------------------------------------------------------------------------------
COMPRESSED AIR ENGINEPRINCIPLE---------------------------------------------------------------------------------------
CHAPTER 6
COMPRESSED AIR ENGINE PRINCIPLE
A compressed-air vehicle is powered by an air engine, using compressed air, which
is stored in a tank. Instead of mixing fuel with air and burning it in the engine to drive
pistons with hot expanding gases, compressed air vehicles (CAV) use the expansion of
compressed air to drive their pistons. One manufacturer claims to have designed an
engine that is 90 percent efficient. Compressed air propulsion may also be incorporated
in hybrid systems, e.g.,battery electric propulsion and fuel tanks to recharge the batteries.
This kind of system is called hybrid-pneumatic electric propulsion. Additionally,
regenerative braking can also be used in conjunction with this system.
1. ENGINE:-
http://en.wikipedia.org/wiki/Air_enginehttp://en.wikipedia.org/wiki/Compressed_airhttp://en.wikipedia.org/wiki/Expansionhttp://en.wikipedia.org/wiki/Pistonhttp://en.wikipedia.org/wiki/Battery_electric_propulsionhttp://en.wikipedia.org/wiki/Regenerative_brakinghttp://en.wikipedia.org/wiki/Air_enginehttp://en.wikipedia.org/wiki/Compressed_airhttp://en.wikipedia.org/wiki/Expansionhttp://en.wikipedia.org/wiki/Pistonhttp://en.wikipedia.org/wiki/Battery_electric_propulsionhttp://en.wikipedia.org/wiki/Regenerative_braking -
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A Compressed-air engine is a pneumatic actuatorthat creates useful work by
expanding compressed air. They have existed in many forms over the past two centuries,
ranging in size from hand held turbines up to several hundred horsepower. Some types
rely on pistons and cylinders, others use turbines.
Many compressed air engines improve their performance by heating the incoming air,
or the engine itself. Some took this a stage further and burned fuel in the cylinder or
turbine, forming a type ofinternal combustion engine. One can buy the vehicle with the
engine or buy an engine to be installed in the vehicle. Typical air engines use one or more
expander pistons. In some applications it is advantageous to heat the air, or the engine, to
increase the range or power.
TANKS:-
The tanks must be designed to safety standards appropriate for apressure vessel, such
as ISO 11439.
The storage tank may be made of:
steel,
aluminium,
http://en.wikipedia.org/wiki/Pneumatic_actuatorhttp://en.wikipedia.org/wiki/Compressed_airhttp://en.wikipedia.org/wiki/Internal_combustion_enginehttp://en.wikipedia.org/wiki/Pressure_vesselhttp://en.wikipedia.org/wiki/ISO_11439http://en.wikipedia.org/wiki/Steelhttp://en.wikipedia.org/wiki/Aluminiumhttp://en.wikipedia.org/wiki/Pneumatic_actuatorhttp://en.wikipedia.org/wiki/Compressed_airhttp://en.wikipedia.org/wiki/Internal_combustion_enginehttp://en.wikipedia.org/wiki/Pressure_vesselhttp://en.wikipedia.org/wiki/ISO_11439http://en.wikipedia.org/wiki/Steelhttp://en.wikipedia.org/wiki/Aluminium -
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carbon fiber,
Kevlar,
Other materials or combinations of the above.
The fiber materials are considerably lighter than metals but generally more expensive.
Metal tanks can withstand a large number of pressure cycles, but must be checked for
corrosion periodically. One company stores air in tanks at 4,500pounds per square inch
(about 30 MPa) and hold nearly 3,200 cubic feet (around 90 cubic metres) of air.
The tanks may be refilled at a service station equipped with heat exchangers, or in a
few hours at home or inparking lots, plugging the car into the electrical grid via an on-
board compressor.
COMPRESSED AIR:-
Compressed airhas a low energy density. In 300 bar containers, about 0.1 MJ/L
and 0.1 MJ/kg is achievable, comparable to the values of electrochemical lead-acid
batteries. While batteries can somewhat maintain their voltage throughout their discharge
and chemical fuel tanks provide the same power densities from the first to the last litre,
http://en.wikipedia.org/wiki/Carbon_fiberhttp://en.wikipedia.org/wiki/Kevlarhttp://en.wikipedia.org/wiki/Pounds_per_square_inchhttp://en.wikipedia.org/wiki/Cubic_feethttp://en.wikipedia.org/wiki/Parking_lothttp://en.wikipedia.org/wiki/Electrical_gridhttp://en.wikipedia.org/wiki/Compressorhttp://en.wikipedia.org/wiki/Compressed_airhttp://en.wikipedia.org/wiki/Energy_densityhttp://en.wikipedia.org/wiki/Carbon_fiberhttp://en.wikipedia.org/wiki/Kevlarhttp://en.wikipedia.org/wiki/Pounds_per_square_inchhttp://en.wikipedia.org/wiki/Cubic_feethttp://en.wikipedia.org/wiki/Parking_lothttp://en.wikipedia.org/wiki/Electrical_gridhttp://en.wikipedia.org/wiki/Compressorhttp://en.wikipedia.org/wiki/Compressed_airhttp://en.wikipedia.org/wiki/Energy_density -
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the pressure of compressed air tanks falls as air is drawn off. A consumer-automobile of
conventional size and shape typically consumes 0.3-0.5 kWh (1.1-1.8 MJ) at the drive
shaft per mile of use, though unconventional sizes may perform with significantly less.
EMISSION OUTPUT:-
Like other non-combustion energy storage technologies, an air vehicle displaces the
emission source from the vehicle's tail pipe to the central electrical generating plant.
Where emissions-free sources are available, net production of pollutants can be reduced.
Emission control measures at a central generating plant may be more effective and less
costly than treating the emissions of widely-dispersed vehicles.
Since the compressed air is filtered to protect the compressor machinery, the air
discharged has less suspended dust in it, though there may be carry-over of lubricants
used in the engine.
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--------------------------------------------------------------------------------------
Chapter-7-------------------------------------------------------------------------------------
---------------------------------------------------------------------------------------
WORKING PRINCIPLE---------------------------------------------------------------------------------------
CHAPTER 7
WORKING PRINCIPLE
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Today, internal combustion engines in cars, trucks, motorcycles, aircraft,
construction machinery and many others, most commonly use a four-stroke cycle. The
four strokes refer to intake, compression, combustion (power), and exhaust strokes that
occur during two crankshaft rotations per working cycle of the gasoline engine and diesel
engine.
The cycle begins at Top Dead Center (TDC), when the piston is farthest away
from the axis of the crankshaft. A stroke refers to the full travel of the piston from Top
Dead Center (TDC) to Bottom Dead Center (BDC).
1. INTAKE stroke: On the intake orinduction stroke of the piston , the piston descends
from the top of the cylinder to the bottom of the cylinder, reducing the pressure inside the
cylinder. A mixture offuel and airis forced by atmospheric (or greater) pressure into the
cylinder through the intake port. The intake valve(s) then close.
2. COMPRESSION stroke: With both intake and exhaust valves closed, the piston
returns to the top of the cylinder compressing the fuel-air mixture. This is known as the
compression stroke.
3. POWER stroke.: While the piston is close to Top Dead Center, the compressed air
fuel mixture is ignited, usually by a spark plug (for a gasoline or Otto cycle engine) or by
the heat and pressure of compression (for a diesel cycle orcompression ignition engine).
http://en.wikipedia.org/wiki/Internal_combustion_enginehttp://en.wikipedia.org/wiki/Automobilehttp://en.wikipedia.org/wiki/Truckhttp://en.wikipedia.org/wiki/Motorcycleshttp://en.wikipedia.org/wiki/Aircrafthttp://en.wikipedia.org/wiki/Gasoline_enginehttp://en.wikipedia.org/wiki/Diesel_enginehttp://en.wikipedia.org/wiki/Diesel_enginehttp://en.wikipedia.org/wiki/Top_dead_centerhttp://en.wikipedia.org/wiki/Top_dead_centerhttp://en.wikipedia.org/wiki/Crankshafthttp://en.wikipedia.org/wiki/Fuelhttp://en.wikipedia.org/wiki/Airhttp://en.wikipedia.org/wiki/Poppet_valvehttp://en.wikipedia.org/wiki/Spark_plughttp://en.wikipedia.org/wiki/Gasolinehttp://en.wikipedia.org/wiki/Diesel_cyclehttp://en.wikipedia.org/wiki/Compression_ignition_enginehttp://en.wikipedia.org/wiki/Internal_combustion_enginehttp://en.wikipedia.org/wiki/Automobilehttp://en.wikipedia.org/wiki/Truckhttp://en.wikipedia.org/wiki/Motorcycleshttp://en.wikipedia.org/wiki/Aircrafthttp://en.wikipedia.org/wiki/Gasoline_enginehttp://en.wikipedia.org/wiki/Diesel_enginehttp://en.wikipedia.org/wiki/Diesel_enginehttp://en.wikipedia.org/wiki/Top_dead_centerhttp://en.wikipedia.org/wiki/Crankshafthttp://en.wikipedia.org/wiki/Fuelhttp://en.wikipedia.org/wiki/Airhttp://en.wikipedia.org/wiki/Poppet_valvehttp://en.wikipedia.org/wiki/Spark_plughttp://en.wikipedia.org/wiki/Gasolinehttp://en.wikipedia.org/wiki/Diesel_cyclehttp://en.wikipedia.org/wiki/Compression_ignition_engine -
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The resulting massive pressure from the combustion of the compressed fuel-air mixture
drives the piston back down toward bottom dead center with tremendous force. This is
known as thepowerstroke, which is the main source of the engine's torque and power.
4. EXHAUST stroke: During the exhaust stroke, the piston once again returns to top
dead center while the exhaust valve is open. This action evacuates the products of
combustion from the cylinder by pushing the spent fuel-air mixture through the exhaust
valve(s).
In our project we have to modified these four strokes into totally two stoke with
the help of inner CAM alteration. In air engine we can design a new CAM which is
operate only Inlet stroke and exhaust stroke. Actually in four stroke engine the inlet and
exhaust valve opens only one time to complete the total full cycle. In that time the piston
moving from top dead center to bottom dead center for two times. A stroke refers to the
full travel of the piston from Top Dead Center (TDC) to Bottom Dead Center (BDC).
In our air engine project, we have to open inlet and exhaust valve in each and
every stroke of the engine so that it will convert the four stroke engine to two stroke
engine by modifying the CAM shaft of the engine.
--------------------------------------------------------------------------------------
Chapter-8-------------------------------------------------------------------------------------
http://en.wikipedia.org/wiki/Combustionhttp://en.wikipedia.org/wiki/Torquehttp://en.wikipedia.org/wiki/Combustionhttp://en.wikipedia.org/wiki/Torque -
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---------------------------------------------------------------------------------------
DESIGN AND DRAWINGS---------------------------------------------------------------------------------------
CHAPTER 8
DESIGN AND DRAWINGS
1. DESIGN OF BALL BEARING
Bearing No. 6202
Outer Diameter of Bearing (D) = 35 mm
Thickness of Bearing (B) = 12 mm
Inner Diameter of the Bearing (d) = 15 mm
r = Corner radii on shaft and housing
r = 1 (From design data book)
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Maximum Speed = 14,000 rpm (From design data book)
Mean Diameter (dm) = (D + d) / 2
= (35 + 15) / 2
dm = 25 mm
2. ENGINE DESIGN CALCULATIONS:-
DESIGN AND ANYLSIS ON TEMPERATURE DISTRIBUTION FOR TWO-
STROKE ENGINE COMPONENT USING FINITE ELEMENT METHOD:
SPECIFICATION OF FOUR STROKE PETROL ENGINE:
Type : four strokes
Cooling System : Air Cooled
Bore/Stroke : 50 x 50 mm
Piston Displacement : 98.2 cc
Compression Ratio : 6.6: 1
Maximum Torque : 0.98 kg-m at 5,500RPM
CALCULATION:
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Compression ratio = (Swept Volume + Clearance Volume)/ Clearance Volume
Here,
Compression ratio = 6.6:1
6.6 = (98.2 + Vc)/Vc
Vc = 19.64
Assumption:
1. The component gases and the mixture behave like ideal gases.
2. Mixture obeys the Gibbs-Dalton law
Pressure exerted on the walls of the cylinder by air is P
P = (MRT)/V
Here,
M = m/M = (Mass of the gas or air)/(Molecular Weight)
R = Universal gas constant = 8.314 KJ/Kg mole K.
T = 303 K
V = V = 253.28 x 10 m
Molecular weight of air = Density of air x V mole
Here,
Density of air at 303K = 1.165 kg/m
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V mole = 22.4 m/Kg-mole for all gases.
Molecular weight of air = 1.165 x 22.4
P = {[(m/(1.165 x 22.4)] x 8.314 x 303}/253.28 x 10
P = 381134.1 m
Let Pressure exerted by the fuel is P
P = (N R T)/V
Density of petrol = 800 Kg/m
P = {[(M)/(800 x 22.4)] x 8.314 x 303}/(253.28 x 10
P = 555.02 m
Therefore Total pressure inside the cylinder
PT = P + P
= 1.01325 x 100 KN/m
381134.1 m + 555.02 m= 1.01325 x 100 ------------------------- (1)
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Calculation of air fuel ratio:
Carbon = 86%
Hydrogen = 14%
We know that,
1Kg of carbon requires 8/3 Kg of oxygen for the complete combustion.
1Kg of carbon sulphur requires 1 Kg of Oxigen for its complete combustion.
(From Heat Power Engineering-Balasundrrum)
Therefore,
The total oxygen requires for complete combustion of 1 Kg of fuel
= [ (8/3c) + (3H) + S] Kg
Little of oxygen may already present in the fuel, then the total oxygen required for
complete combustion of Kg of fuel
= { [ (8/3c) + (8H) + S ] - O} Kg
As air contains 23% by weight of Oxygen for obtain of oxygen amount of air
required = 100/23 Kg
Minimum air required for complete combustion of 1 Kg of fuel
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= (100/23) { [ (8/3c) + H + S] - O} Kg
So for petrol 1Kg of fuel requires = (100/23) { [ (8/3c) x 0.86 + (8 x 0.14) ] }
= 14.84 Kg of air
Air fuel ratio = m/m = 14.84/1
= 14.84
m = 14.84 m-------------------------- (2)
Substitute (2) in (1)
1.01325 x 100 = 3.81134 (14.84 m) + 555.02 m
m = 1.791 x 10 Kg/Cycle
Mass of fuel flow per cycle= 1.791 x 10 Kg cycle
Therefore,
Mass flow rate of the fuel for 2500 RPM
[(1.791 x 10)/3600] x (2500/2) x 60
= 3.731 x 10 Kg/sec
Calculation of calorific value:
By Delongs formula,
Higher Calorific Value = 33800 C + 144000 H + 9270 S
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= (33800 x 0.86) + (144000 x 0.14) + 0
HCV = 49228 KJ/Kg
Lower Calorific Value = HCV (9H x 2442)
= 49228 [(9 x 0.14) x 2442]
= 46151.08 KJ/Kg
LCV = 46.151 MJ/Kg
Finding Cp and Cv for the mixture:
We know that,
Air contains 77% N and 23% O by weight
But total mass inside the cylinder = m + m
= 2.65 x 10 + 1.791 x 10 Kg
= 2.8291 x 10 Kg
(1) Weight of nitrogen present = 77% = 0.77 Kg in 1 Kg of air
In 2.65 x 10 Kg of air contains,
= 0.77 x 2.65 x 10 Kg of N
= 2.0405 x 10 Kg
Percent of N present in the total mass
= (2.0405 x 10/2.8291 x 10)
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= 72.125 %
(1) Percentage of oxygen present in 1 Kg of air is 23%
Percentage of oxygen present in total mass
= (0.23 x 2.65 x 10)/(2.8291 x 10)
= 21.54 %
(2) Percentage of carbon present in 1 Kg of fuel 86%
Percentage of carbon present in total mass
= (0.866 x 1.791 x 10)/(2.8291 x 10)
= 5.444%
(3) Percentage of Hydrogen present in 1 Kg of fuel 14%
Percentage of Hydrogen present in total mass
= (0.14 x 1.791 x 10)/(2.8291 x 10)
= 0.886 %
Total Cp of the mixture is = msi Cpi
Cp = (0.72125 x 1.043) + (0.2154 x 0.913)
+ (0.54444 x 0.7) + (8.86 x 10 x 14.257)
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Cp = 1.1138 KJ/Kg.K
Cv = msi Cvi
= (0.72125 x 0.745) + (0.2154 x 0.653)
+ (0.05444 x 0.5486) + (8.86 x 10 x 10.1333)
= 0.8 KJ/Kg.K
(All Cvi, Cpi values of corresponding components are taken from clerks table)
n For the mixture = (Cp/Cv)
= 1.11/0.8
n = 1.38
Pressure and temperature at various PH:
P = 1.01325 x 100 bar
= 1.01325 bar
T = 30C = 303 K
P/P = (r)
Where,
P = 1.01325 bar
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r = 6.6
n = 1.38
P = 13.698 bar
T = (r) x T
Where,
T = 303 K
T = 620.68 K
3
P 4
2
1
V
Heat Supplied by the fuel per cycle
Q = MCv
= 1.79 x 10 x 46151.08
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Q = 0.8265 KJ/Cycle
0.8265 = MCv (T - T)
T = 4272.45 K
(P V) / T = (P V) / T
Where,
V = V
P = (T x P)/T
Where,
P = 94.27 bar
P = P / (r)
P = 6.973 bar
T = T / (r)
= 2086.15 K
POINT POSITION PRESSURE (bar) TEMPERATURE
POINT-1 1.01325 30 C 303 K POINT-2 13.698 347.68 C 620.68 K
POINT-3 94.27 3999.45 C 4272.45 K POINT-4 6.973 1813.15 C 2086.15 K
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DESIGN OF ENGINE PISTON:
We know diameter of the piston which is equal to 50 mm
Thickness of piston:
The thickness of the piston head is calculated from flat-plate theory
Where,
t = D (3/16 x P/f)
Here,
P - Maximum combustion pressure = 100 bar
f - Permissible stress in tension = 34.66 N/mm
Piston material is aluminium alloy.
t = 0.050 (3/16 x 100/34.66 x 10/10) x 1000
= 12 mm
Number of Piston Rings:
No. of piston rings = 2 x D
Here,
D - Should be in Inches = 1.968 inches
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No. of rings = 2.805
We adopt 3 compression rings and 1 oil rings
Thickness of the ring:
Thickness of the ring = D/32
= 50/32
= 1.5625 mm
Width of the ring:
Width of the ring = D/20
= 2.5 mm
The distance of the first ring from top of the piston equals
= 0.1 x D
= 5 mm
Width of the piston lands between rings
= 0.75 x width of ring = 1.875 mm
Length of the piston:
Length of the piston = 1.625 x D
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Length of the piston = 81.25 mm
Length of the piston skirt = Total length Distance of first ring from top of
The first ring (No. of landing between rings x
Width of land) (No. of compression ring x
Width of ring)
= 81.25 5 2 x 1.875 3 x 2.5
= 65 mm
Other parameter:
Centre of piston pin above the centre of the skirt = 0.02 x D
= 65 mm
The distance from the bottom of the piston to the
Centre of the piston pin = x 65 + 1
= 33.5 mm
Thickness of the piston walls at open ends = x 12
= 6 mm
The bearing area provided by piston skirt = 65 x 50
= 3250 mm
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3. DESIGN OF CHAIN SPROCKET DRIVE:
DESIGN OF CHAIN DRIVE:
STEP 1: DETERMINATION OF TRANSMISSION RATIO
n = 20
n = 16
Transmission ratio, (i) = z/z = n/n
= 20/16 = 1.26 1.25 (approx)
STEP 2: SELECTION OF NO. OF TEETH ON DRIVER SPROCKET
z = 15
z = i z
= 1.25 x 15 = 19
STEP 3: CENTER DISTANCE
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= 15 x 9.525 x 20/60 x 1000 = 47.62 mm/sec
pt = 102 x 0.75 /0.0476 = 160.71 kgf
pc = wv/g
(From page 7.72) for duplex DR 50 (P.No. 7.72)
w = 1.78 kg/m
pc = 1.78 x (0.0476) /9.81 = 4.8 kgf
Tension due to staging by chain,
ps = 6 x1.78 x 0.5 = 5.34 kgf
p = 5.34 +4.8+160.71 = 170.85 kgf
STEP 6: DESIGN LOAD
Design load = Ks x p
Ks = k kkkkk
k = Load factor = 1.25
k = 1 for adjustable supports
k = 1 for a = 30 to 50 p
k = 1 for horizontal drives (P.no. 7.76)
k = 1 for drop lubrication
k = 1.25 x 1 x 1 x 1 x 1 x 1.25
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k = 1.5625
Design load = 1.5625 x 170.85
= 266.95 kgf
STEP 7: FACTOR OF SAFETY
FOS = Breaking load/Total load = [b]
For DR 50
Breaking load = 4440 kgf
FOS = 4440/170.85 = 25.98
(Page no. 7.77)
n = 11 for pitch is 20 and 16 rpm
[11.26]
Design is safe
STEP 8: BEARING STRESS ON ROLLERS
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Induced stress () = pc x ks /A
A = 1.4 cm = 140 mm
= 160.71 x 1.5625/140
= 1.79 kgf/mm
STEP 9: ALLOWABLE BEARING STRESS ()
= 2.24 kgf/mm
= 1.79 < 2.24
Design is safe.
STEP 10: LENGTH OF THE CHAIN
Lp = 2ap + (z+z)/2 + ((z-z)/2)/ap
Ap = a/p = 150/150875 = 11.44
Lp = 15 links
Length of chain (l) = Lp x p
= 15 x 0.043 = 66.55
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STEP 11: CORRECTED CENTRE DISTANCE
a = (e + (e-8m))/4
Where,
e = lp-((z+z)/2)
m = ((z-z)2)
= 162.5 mm
STEP 12: SPROCKET DIAMETER
d1 = (p/sin(180/Z))
= 66.5 mm
d = (p/sin(180/Z))
= 85 mm
SPECIFICATIONS:
1) Type of chain = A-Z DR 50 roller chain
2) Center distance = 162.5 mm
3) No. of teeth on the pinion sprocket = 15
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STEP 3:
m = 2 x Mt/z[h]
= 2 x (875/28 x 6.96 x 300)
= 2 x 0.4368 = 0.873
STEP 4:
Diameter of the pawl pins:
d = 2.71 x p/2[h](b/2+a)
= 2.71 x (5/600x(6.96/2 x 15))
= 55 mm
STEP 5:
SPECIFICATIONS:
Diameter of the ratchet = 130 mm
Width of the ratchet = 15 mm
No. of teeth of the ratchet = 28 Teeth
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--------------------------------------------------------------------------------------
Chapter-9--------------------------------------------------------------------------------------
--------------------------------------------------------------------------------------
LIST OF MATERIALS--------------------------------------------------------------------------------------
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CHAPTER-9
LIST OF MATERIALS
Sl. No. PARTS Qty. Material
i. Frame Stand 1 Mild Steel
ii. Air Tank 1 M.S
iii. Gate Valve 1 M.S
iv. Bearing with Bearing Cap 1 M.S
v. Engine 1 100 Ccvi Chain with Sprocket 1 M.S
viii. Connecting Tube 1 meter Plastic
ix. Bolt and Nut - M.S
x Wheel Arrangement 1 -
--------------------------------------------------------------------------------------
Chapter-10-------------------------------------------------------------------------------------
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---------------------------------------------------------------------------------------
COST ESTIMATION---------------------------------------------------------------------------------------
CHAPTER-10
COST ESTIMATION
1. MATERIAL COST:-
Sl. No. PARTS Qty. Material Amount (Rs)
i. Frame Stand 1 Mild Steel
ii. Air Tank 1 M.Siii. Gate Valve 1 M.S
iv. Bearing with Bearing Cap 1 M.S
v. Engine 1 100 Cc
vi Chain with Sprocket 1 M.S
viii. Connecting Tube 1 meter Plastic
ix. Bolt and Nut - M.S
x Wheel Arrangement 1 -
TOTAL =
2. LABOUR COST
LATHE, DRILLING, WELDING, GRINDING, POWER HACKSAW, GAS CUTTING:
Cost =
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3. OVERHEAD CHARGES
The overhead charges are arrived by Manufacturing cost
Manufacturing Cost = Material Cost + Labour cost
=
=
Overhead Charges = 20% of the manufacturing cost
=
TOTAL COST
Total cost = Material Cost + Labour cost + Overhead Charges
=
=
Total cost for this project =
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Chapter-11-------------------------------------------------------------------------------------
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ADVANTAGES---------------------------------------------------------------------------------------
CHAPTER-11
ADVANTAGES
1. compressed air to store the energy instead of batteries. Their potential advantages over
other vehicles include:
2. Reducing pollution from one source, as opposed to the millions of vehicles on the
road.
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3. 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.
4. Compressed air technology reduces the cost of vehicle production.
5. There is no need to build a cooling system, fuel tank, Ignition Systems or silencers.
6. The mechanical design of the engine is simple and robust.
7. Low manufacture and maintenance costs as well as easy maintenance.
8. Compressed-air tanks can be disposed of or recycled with less pollution than batteries.
9. The tank may be able to be refilled more often and in less time than batteries can be
recharged, with re-fueling rates comparable to liquid fuels.
10. Lighter vehicles would mean less abuse on roads resulting in longer lasting roads.
11. The price of fueling air powered vehicles will be significantly cheaper than current
fuels.
12. Refueling can be done at home using an air compressor
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Chapter-12-------------------------------------------------------------------------------------
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APPLICATIONS ANDDISADVANTAGES
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CHAPTER-11
APPLICATIONS AND DISADVANTAGES
APPLICATIONS
1. Two wheeler Application
2. Four wheeler Applications
DISADVANTAGES
1. Like the modern car and most household appliances, the principal disadvantage is the
indirect use of energy.
2. 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.
3. Refueling the compressed air container using a home or low-end conventional air
compressor may take as long time..
4. Tanks get very hot when filled rapidly. It very dangers it some time bloused.
5. Only limited storage capacity of the tanks. So we not take drive on long time.
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We are proud that we have completed the work with the limited time successfully.
The AIR ENGINE is working with satisfactory conditions. We are able to understand
the difficulties in maintaining the tolerances and also quality. We have done to our
ability and skill making maximum use of available facilities.
In conclusion remarks of our project work, let us add a few more lines about our
impression project work. Thus we have developed an AIR ENGINEwhich helps to
know how to achieve compressed air vehicle. The application of pneumatics produces
smooth operation. By using more techniques, they can be modified and developed
according to the applications.
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PHOTOGRAPHY---------------------------------------------------------------------------------------
PHOTOGRAPHY