AN APPROACH TO THE DEVELOPMENT OF VACUUM ENGINE FOR

AGROCULTURE PURPUSE

ABSTRACT

Our project is mainly concerned with the production of power using waste
energy sources and also using from the conventional fuel. The energy may be produced
from burning the agricultural waste.

Our project “AN APPROACH TO THE DEVELOPMENT OF VACUUM

ENGINE FOR AGROCULTURE PURPUSE” consists of a cylinder and a piston
arrangement, the cylinder having only one port, which operates as both inlet and outlet
port. It consists of cam and rocker arm arrangement for operating the valve. The piston
rod is connected to the crankpin which rotates the flywheel; the flywheel intern is
connected to the generator to generate the electric power.

The flame is made to concentrate at the opening; the hot air with pressure enters
the cylinder causing the piston to move forward direction. When the piston reaches the
extreme end, vacuum is created inside the cylinder, thus causing the piston to move in a
backward direction stroke is the working of the engine.
CONTENTS:

1. INTRODUCTION

2. OBJECTIVES OF PROJECT

3. WORKINING

4. METALARGICAL SPECIFICATION

5. PARTS LIST

6. DESIGN

7. ENGINE SPECIFICATION

8. APPLICATIONS

9. ADVANTAGES

10. DISADVANTAGES

11. FUTURE MODIFICATION

12. BUDGET

13. CONCLUSION

14. REFERANCE
1. INTRODUCTION

Necomen in1705 devised the first atmospheric engine by heating a cast

iron cylinder from outside by burning cold dust; the air in the cylinder expanded and
pushed the piston down stroke. Water was sprinkled in the cylinder wherein a partial
vacuum was created causing the piston to move its upstroke by the pressure of
atmospheric air below the piston. Necessary mechanical linkage was providing to drive
a bellows water pump delivering large quantity of water from the open pit coal mines.
Many such engines were in operation in England and Germany for quite some time. Later
Necomen’s engine was modified by James watt in a steam engine.

Necomen’s atmospheric engine is basically an external engine, meaning

the heat is applied by an external source. This principle was later used by Robert sterling
in the year 1816 evolving his famous hot air engine. Exhaustive development in Germany
is the outcome of the present day modern vacuum engine, which is the project model as
described in successive topics.
2.OBJECTIVES:

 Objective is to develop external combustion and low speed engine for

agriculture purpose

 Utilization of alternative and unused energy resources

 We can have full control over the exhaust emissions and whatever intake
given the same thing comes out of the exhaust without being changed
chemically
 The engine being of external combustion type, any kind of solid, liquid, or
gaseous fuel or other low grade fuel can be employed for the heat source
 The engine can use different fuels such as diesel, petrol, kerosene, edible
oil……etc

 The exhaust from the from the engine is nearly clean and hence pollution free
emissions are not hazardous in environment

 No fuel system and gear valve mechanism are involved, the engine design and
construction is very much simple
3. WORKING:

This project deals with development and fabrication of vacuum engine using
alternative fuel for agricultural purpose, consist of a cylinder and a piston arrangement,
the cylinder having only one port, which operates as both inlet and outlet port. It consists
of cam and rocker arm for operating the valve. The piston rod is connected to crankpin
which rotates the flywheel; the flywheel rotation is again used to run different
applications.

The flame is made to concentrate at the opening the hot air with pressure enters
the cylinder causing the piston to move in forward direction. When the piston reaches the
extreme end, vacuum is created inside the cylinder, thus causing the piston to move in a
backward direction, this backward stroke is working of the engine.

 A cylinder is mounted horizontally and machined with highly honed bore in which
a precision lapped piston works to and fro with a definite stroke travel; the cylinder has
fins for effective release of heat to the atmosphere thereby keeping its other end cool. The
cylinder is side faced which is lapped and polished for free leak proof slide of the valve.
A port for inlet of hot air is cut on the cross face on the lower dead center. This side of
cylinder is plugged.
 The piston reciprocates in the cylinder from its upstroke to down stroke. The
piston rod engages in a crank pin which is rigidly mounted on the crank shaft through a
crank web. Thus the reciprocating motion of the piston converted into rotary motion of
crank shaft.
 The crank shaft is supported in journal bearing fitted on the vertical support
mounts. A flywheel is mounted at the output side of the crankshaft.
 A geometrical profile cam is fitted near the crank web and the cam roller is fitted
on the fork which reciprocates allowing the valve to move back and forth. A flat spring
loaded valve duly lapped and polished work leak proof on the face of the cylinder,
simultaneously opening and the closing the port depending upon the timing of engine
operation. The crank pin is at 30º, phase angle to the cam profile and set anticlockwise
direction viewed from the flywheel side.
 The engine is rigidly mounted on a fabricated base. The burner lamp provides the
heat to the cylinder. The speed of the engine is in the range of 160 to 180 RPM.

4. METALLURGICAL SPECIFICATIONS:

GENERAL

The ferrous raw material used in all project models confirmed to “emergency number
series”. The specification of the chemical properties and chemical properties of ferrous
material were formulated in 1939 during World War 2.

The metallurgy of the ferrous materials are liberalized in order to meet the requirement of
steel speedily for manufacturing weapons and armaments at quick rate. These
specifications are designed by “EN-NO” and not should be confused with the Indian
standard I.S.S number.

All the EN specification confirm to data book of Indian steel manufacturers such as
TISCO, ISCO, Hindustan steel, Mahindra ugine etc. The “EN-NO” is still prevalent and
understood better by the local steel suppliers.

The “ emergency series start with EN-0 to EN-48 as the properties go on increasing from
the lowest to highest grades.

EN-NO is the softest iron and is called free cutting steel, dead steel, wrought iron. It is
soft and ductile failing in compressive strength and tensile strength. The steel from EN-08
onwards are heat treatable and therefore hardened to Rockwell ‘C’ scale called shortly
RC- number.

These material specifications are as follows:-

1. Low Carbon steel : EN-1 to EN-3

Carbon-0.5 to .08%
Tensile strength-420/550MPa
Yield strength-275/350 MPa
 2. Mild Steels : EN-4 to EN-6
Carbon-0.15 to 0.35%
Tensile strength-1200/1420 MPa
Yield strength-750/1170 MPa

3. Medium carbon steels : EN-7 to EN-9

Carbon-0.45 to 0.75%
Tensile strength-1550/1850 Mpa
Yield strength-775/1350 Mpa

4. High Carbon steels : EN-10 to EN-28

Carbon -0.85 to 1.6%
Manganese- 0.5%
Chromium-0.08%

5. High carbon alloy steel : EN-29 to EN-48

Carbon-1 to 2.6%
Manganese -0.8%
Chromium-0.35%
Nickel-0.2%
Cobalt-0.3%
Tensile strength-500/600 MPa
Yield strength-415 to 645 MPa

6. Cobalt-Vanadium steel : Exceedingly hard steel used for making steel balls,
and rollers require for ball, roller and needle bearing industry

7. Spring steels : EN-42 to EN-48 as above.

STAINLESS STEELS:

1. I.S.S 304 Grade : Machinable and non magnetic.

Carbon-0.08 to 2%
Silicon-0.3 to 1%
Nickel-8 to 10%
Chromium-17 to 20%

2. I.S.S 36 Grade : Machinable and non magnetic.

Carbon-0.08 to 2%
Silicon-0.3 to 1 %
Nickel-8 to 10%
Chromium -17 to 20%

NON-FERROUS MATERIALS:

1. Brass : Copper 30%, zinc 39% and tin 1%

2. Bronze : LM-4(light metal-4)

Copper-4%, manganese-0.5%
Silicon-0.5%, and rest pure aluminum
Tensile strength-180 to 425 MPa
Yield strength -69 to 275 MPa

SL NAME OF PART QUANTITY IN NUMBERS MATERIALS

NO.
01 PISTON(TRUNK TYPE) 1 BRONZE
02 PISTON PIN 1 H.C.S
03 PISTON CROEE HEAD 1 ALUMINIUM
04 PISTON ROD 1 M.C.S
05 CRANK WEB 1 ALUMINIUM
06 CRANK SHAFT 1 M.C.S
07 CRANK PIN 1 H.C.S
08 WASHER 1 M.S
09 CYLINDER 1 H.C.A.S
10 CAM 1 H.A.S
11 CAM ROLLER 1 BRONZE
12 ROLLER PIN 1 M.C.S
13 FORK 1 M.S
14 VALVE ROD 1 M.S
15 VALVE 1 H.C.S
16 VALVE SHEET 2 ALUMINIUM
17 KNURLED NUT 1 ALUMINIUM
18 SLIDING NUT 1 M.S
19 BEARING BLOCK 1 ALUMINIUM
20 SUPPOTR FOR BEARING 1 M.S
BLOCK
21 CYLINDER SUPPORT 2 M.S
22 CRANK SHAFT BEARING 2 L.C.S
23 FLY WHEEL 1 M.S
24 HARDWEAR : NUT, 1 LOT M.S
BOLT,SCREWS AND
WASTER
5 PARTS LIST:
6. DESIGN ASPECTS OF VARIOUS PARTS

PISTON:-

Type: Trunk type

Material: Bronze
As we know that
Cylinder bore= internal diameter of cylinder
= piston diameter
= 40 mm
We have, piston stroke= stroke length=60mm
Since air is the working medium we have to consider the air pressure during (or at the
beginning) of expansion of the piston. As the fluid pressure (P) is to be
calculated.
Let,
σt =allowable tensile stress for bronze
=68.65MN/m2
T1=thickness of piston head
T1=6 mm
So using the equation
T1=0.43 D√(p/ σt)
By putting value of t1 we get,
P=8.35 N/mm2
Hence this the gas pressure or the pressure developed inside the cylinder
Now it is known that
Diameter of piston = D =3mm & the length of the pin=33.5mm and is made of HIGH
CARBON STEEL. Here it is to be noted that engine is of gas engine type.
Therefore considering,
d= (πD2 pmax)/(4 l1 pb)
Where,
D = diameter of piston=40mm
Pmax = maximum pressure acting on pin
pb = bearing pressure acting on pin
=12.4mm (assume for gas engine)
 D= diameter of the piston pin=3mm
l1 = length of gauge
= k1d (k1=1.5 for gas engine)
= 1.5* 3=4.5
Hence,
Pmax =0.1332 N/mm2

PISTON ROD:-

MATERIAL: MILD CARBON STEEL

We have,
d= D√ (p/ σt)
Where,
D= diameter of piston pin=6mm
P= unbalanced pressure or difference between inlet and exhaust pressure=8.15N /mm2
We get,
σt =37.1N/ mm2
Is the allowable stress in piston rod
so we take a factor of safety as 8 for single acting or ultimate strength
Also,
Crank radius= r =ls /2
=60/2
=30mm
Raw stock weight of reciprocating parts is 400gm
WR = 400gm= 0.4kg
= 0.4 * 9.8
= 3.92N
Therefore inertia force of reciprocating parts on the piston in N is,
F=.004032 *m2 WR * (cosθ +cos2θ/n1)
Where,
n1 =1/R
= 195/30
= 6.5
F=110.79*10 3 N=110.8 N
ENGINE CYLINDER:-

MATERIAL: HIGH CARBON ALLOY STEEL (H.C.A.S)

We know that,
Di=internal diameter of cylinder=40mm
Pi=internal work pressure=8.35 N/mm2
So according to lames equation thickness of cylinder,
t= (di/2) [[σt+pi] ^1/2-1]
Therefore,
σt=46.3 N/ mm2
Is the allowable stress of the material
Now, thickness of the flange portion
tf =1.2t to 1.4t mm
=4.82 to 5.6 mm
FLY WHEEL:

MATERIAL: MILD STEEL

Let,
W=weight of fly wheel=2kg=19.2 N
Wr=weight of rim
=9/10 *W
=17.6 N
w = weight density of flywheel
=76500 N/m3
STRESS ON THE FLYWHEEL
1. Centrifugal stress
2. Unstrained stress by the arm

So, the tensile stress at the rim section due to centrifugal force is given by,
σt =W*V2 /10^6 * g
=76500 * V2 /10^6 *9.8
Where, V=πDN/ 60
D= avg diameter i.e (150+126)/2
=138mm
Therefore, V=π*138*450 /60=3.429 N/mm2
Resultant tensile stress
σr = 0/75σt +.25 σb
neglecting the binding stress due to arm
σr =0.75*0.08=0/62 N/mm2
we know that,
Maximum torque expected=0.95kg-cm
=0.95 *9.8 *10=93.1 N/mm
Again, we know that
T= n/16 * ds2 * ґ
ds =10mm
ґ =allowable shear stress for the shaft
= T*16 / (π* ds2)
Therefore, ґshaft =4.74 N/mm2

DESIGN PARAMETERS:

 Diameter of the Piston, D= 40mm

 Length of stroke, l=60mm
 Clearance volume=25.13cm3
 Displacement volume=75.39cm3

 Engine displacement = 4*D²*L*N

= 4*4²*6*1
= 75.39 cm³
 Compression Ratio:
CR= (Clearance volume +displacement volume)/Clearance volume
= (25.13+75.39) 25.13
= 4:1
CALCULATIONS OF TORQUE:

1. FOR DIESEL:
Power output taken from flywheel=p= 4 watts
Engine speed obtained: =N= 190 rpm
Stroke length=l=60mm
Diameter of cylinder=d=40mm
Torque =?
Power output, p= (2*π*N*T)/60
T= (4*60)/ (2*π*190)
T= 0.2 N-m

2. FOR LPG:
Power output taken from flywheel=p= 4 watts
Engine speed obtained: =N= 180 rpm
Stroke length=l=60mm
Diameter of cylinder=d=40mm
Torque =?
Power output, p= (2*π*N*T)/60
T= (4*60)/2*π*180
T= 0.21 N-m

3. KEROSENE:
Power output taken from flywheel=p= 4 watts
Engine speed obtained: =N= 160 rpm
Stroke length=l=60mm
Diameter of cylinder=d=40mm
Torque =?
Power output, p= (2*π*N*T)/60
T= (4*60)/2*π*180
T= 0.23 N-m
7. ENGINE SPECIFICATIONS:

1. CYLINDER BORE :40mm

2. PISTON STROKE :60mm
3. ENGINE CAPACITY :75.4cc
4. ATMOSHPERIC PRESSURE :1bar
5. VACUUM :1 torr
6. TEMPERATURE OF HEATER FLAME :350°c
7. TEMPERATURE OF AIR IN CYLINDER :150°c
8. MAXIMUM SPEED :190 rpm
9. MAXIMUM TORQUE EXPECTED : 0.23 N-m
10. DIAMETER OF FLYWHEEL :200mm
11. WEIGHT OF FLYWHEEL :2 kg
12. DIAMETER OF DYNO BRAKEPULLY :25mm
8. APPLICATIONS:

Following are some of the important areas where MODERN VACUUM ENGINE
can be effectively and efficiently applied

 It can be used as a prime mover.

 This engine can be used in agricultural fields for pumping water, running agro
based machineries and so on, using agricultural wastes as a main fuel.
 It can be used in sugar industries.
 It can be used in production system, in order to utilize the wastes and to generate
power.
 Using this engine we can generate electric power from garbage, which otherwise
fed to the environment.
9. ADVANTAGES:

 The thermodynamic heat cycle almost compares with that of Carnot cycle and as
such the mechanical efficiency of the engine is more compared to Otto cycle and
diesel cycle. The efficiency of the engine is about 65%. However the output
efficiency of the vacuum engine has large scope for improvement for carrying out
research and development in the right earnest.
 The engine being of external combustion type, any kind of solid, liquid, or
gaseous fuel or other low grade fuels can be employed for the heat source.
 The exhaust from the engine is nearly clean and hence pollution free emissions are
not hazardous in the environment.
 The engine can be made to be operated by solar power and hence the fuel
economy is normally great.
 The engine can be built adequate size for easy fitment to the stationary pumping
water and producing electric power.
 No need of carburetor and complicated tappet valve systems required, reduction
gear box are ruled out.
10. DISADVANVANTAGES:

 The engine vibration is more compared to conventional engines, however it can be

mechanically balanced by employing proper design of the flywheel, cam etc. and
need for multi cylinder layout.
 The operation of the engine is noisy. The noise level can be improved upon by
fitment of mufflers and silencers.
 The power to weight ratio is on the lower side compared to Otto engines.
 The formation of black soot complicates cylinder, maintenance schedule. Use of
proper grade lubricants needs attention.
11. FUTURE MODIFICATIONS:

 Water cooling jacket

 Variation of speed of engine
 Development of the cam for optimum power
 Compactness of layout
 Air injection system
13. Discussion and Conclusion:

While concluding this project, we had enormous practical experience on

fulfillment of the manufacturing schedule of working project model. We are therefore
happy to state that the conclusion of mechanical aptitude proved to be very useful
purpose.

Needless to emphasize here that we had left no stone unturned in our potential
efforts during manning, fabrication and assembly work of project model to our entire
satisfaction. Thus stupendous experience gained by us is justifying endeavor put forth and
pave way in the betterment of our prospectus in future
 13. REFERENCES:

Design:
1. Mechanical engineering design (fifth edition) by Joseph Edward Shigley
and Charles R. Mmischki University of Michigan.
2. The engineering process (second edition) by Htila eras and Gesse E
Jones. Texas Tech University publication.
3. Optimization structural design Gellagher, R.H. Newyork University,
1973.
4. Design of Machine Elements by R.S.Khurmi.
5. Total design by Addison Wesliy, Wokingham, England 1991.
Material handling:
1. Plant layout and material handling by J.M.Apple.
2. Design optimization by Gero.J.S. Academic press publisher Newyork
University, 1985.
Design Data Handbook
1. Handbook of Design by IVAN. SUCHY.
2. Design data handbook by K. MAHADEVAN.
CONNECTING ROD BIG END CONNECTING ROD

PISTON PIN PISTON CROSSHEAD

CAM CAM
FORK & VALVE SPRING FORK

VALVE VALVE

PORT CYLINDER
BLIND CAP PISTON

PISTON FUEL TANK

FLYWHEEL CAM
ENGINE MODEL FRONT VIEW

ENGINE MODEL REAR VIEW

 ENGINE MODEL SIDE VIEW

ENGINE MODEL SIDE VIEW