Spark Ignition Engine
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
Register number: ______
This is to certify that the project report titled “AIR ENGINE” submitted by the following students for the award of the degree of bachelor of engineering is record of bonafide work carried out by them.
Done by
Mr. / Ms______
In partial fulfillment of the requirement for the award of degree in
Diploma in mechanical Engineering
During the Year –(2004-2005)
______
Head of Department Guide
Coimbatore –641651.
Date:
Submitted for the university examination held on ______
______
Internal Examiner External Examiner
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ACKNOWLEDGEMENT
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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 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
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CONTENTS
ADKNOWLEDGEMENT
SYNOPSIS
- INTRODUCTION
- AIR ENGINE
- I.G ENGINE
- BEARING WITH BEARING CAP
- SPROCKET WITH CHAIN DRIVE
- TURBINE WITH BLOWER ARRANGEMENT
- WORKING PRINCIPLE
- DESIGN AND DRAWINGS
- LIST OF MATERIAL
- COST ESTIMATION
- ADVANTAGES
- APPLICATIONS AND DISADVANTAGES
- CONCLUSION
BIBLIOGRAPHY
PHOTOGRAPHY
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SYNOPSIS
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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 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 of internal combustion engine.
There is currently some interest in developing air cars. Several engines have been proposed for these, although none have demonstrated the performance and long life needed for personal transport.
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Chapter-1
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INTRODUCTION
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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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Chapter-2
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AIR ENGINE HISTORY
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CHAPTER 2
AIR ENGINE HISTORY
HISTORY STARTS WITH TODAY'S AIR CAR INVENTORS
Angelo Di Petro’s 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 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. His website, 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.
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 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.
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 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 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:-
In 1979, Terry Miller set out to design a spring-powered car and determined that compressed air, being a spring that doesn't break or wear out, was the perfect energy-storing medium. From there he developed his Air Car One, which he built for $1500 and patented. He showed his air car from coast to coast and then went on to other things. In 1993 he picked up his air car project again with the help of Toby Butterfield of Joplin, Missouri. They developed the Spirit of Joplin air car with parts mostly donated by manufacturers. Terry's air engines demonstrated the feasibility of building air engines with off-the-shelf parts on a small budget. His engines used up to four consecutive stages to expand the same air over and over. They ran at a low speed so there was plenty of time for ambient heat to enter the system and the possibility of low-tech developers to build engines cheaply at home. Terry was instrumental in educating the founder of Pneumatic Options on air car fundamentals. Terry's greatest contribution--and what makes him an air car advocate, not just another inventor--was that he published and made easily available the complete details on how to build an engine like his. No other inventor has done this. Shortly before his death in 1997, Terry Miller gave all rights to his invention to his daughter and to Toby Butterfield. Mr. Butterfield died in 2002.
Guy Negre and MDI:-
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 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
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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I.C ENGINE
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CHAPTER 3
I.C ENGINE
Internal combustion engines are those heat engines that burn their fuel inside the engine cylinder. In internal combustion engine the chemical energy stored in their operation. The heat energy is converted in to mechanical energy by the expansion of gases against the piston attached to the crankshaft that can rotate.
4.1 PETROL ENGINE
The engine which gives power to propel the automobile vehicle is a petrol burning internal combustion engine. Petrol is a liquid fuel and is called by the name 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 Charle’s 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
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.