CHAPTER-1

INTRODUCTION

1.1 NEED OF THE TECHNOLOGY

Today fossil fuels are widely used as a source of energy in various
different fields like power plants, internal & external combustion engines, as heat source in
manufacturing industries, etc. But its stock is very limited and due to this tremendous use, fossil
fuels are depleting at faster rate. So, in this world of energy crisis, it is inevitable to develop
alternative technologies to use renewable energy sources, so that fossil fuels can be conserved.
One of the major fields in which fossil fuels are used is Internal Combustion Engine. An
alternative of IC Engine is “AIR POWERED ENGINE”. It is an engine which will use
compressed air to run the engine. It is cheap as it uses air as fuel, which is available abundantly
in atmosphere.

There are several technical benefits of using this engine, like as no combustion takes place
inside the cylinder, working temperature of engine is very close to ambient temperature. This
helps in reducing wear and tear of the engine components. Also there is no possibility of
knocking. This in turn results in smooth working of engine. One more technical benefit is that
there will not be any need for installing cooling system or complex fuel injection systems. This
makes the design simpler. Here air is compressed using compressor which in turn uses
electricity, to run, which is cheaper and widely used. This adds value to its economic benefits.
Also, as discussed earlier, as no combustion takes place which results in smooth working of
the engine with minimum wear and tear, this will require less maintenance. So these are some
of its economic benefits.

One more interesting thing is that the exhaust temperature of this engine will be slightly less
than the atmospheric temperature (i.e. 15-25 c). So this will help in cooling the environment.
And if this technology is widely used than it will help in controlling global warming. These are
some green bytes associated with this technology. Exhaust gases leaving the engine will be
only air having low temperature. So this will eliminate the problem of harmful emissions, in
conventional engines. This gives us environmental benefit of using this engine. Also as there
will be no thermal radiations produced, radar can’t detect these vehicles. So this will help our
army too. Also the components used in this are: conventional SI engine, air vessel to store

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compressed air, and timing circuit are economical. These economical and readily available
components make the technology easily adaptable.

The only problem related to its working is at the time of start. It requires some initial torque to
be supplied, manually, to bring the engine into motion. This problem can be resolved by
providing a DC powered exciter motor which will provide required initial torque to the engine.

1.2 HISTORY
Compressed air has been used since the 19th century to
power mine locomotives and trams in cities such as Paris (via a central, city-level, compressed
air energy distribution system), and was previously the basis of naval torpedo propulsion.

During the construction of the Gotthardbahn from 1872 to 1882, pneumatic locomotives were
used in the construction of the Gotthard Rail Tunnel and other tunnels of the Gotthardbahn.

In 1903, the Liquid Air Company located in London England manufactured a number of
compressed-air and liquified-air cars. The major problem with these cars and all compressed-
air cars is the lack of torque produced by the "engines" and the cost of compressing the air.

FIG.1. compressed air locomotive

Since 2010, several companies have started to develop compressed air cars, including hybrid
types that also include a petrol driven engine; none has been released to the public, or have
been tested by third parties.

The application of compressed air in the transport application began to shrink in the 1930s due
to the emergence of highly efficient fossil-fuelled ICE. After the World War II, the dramatical
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reduction of fossil fuel price promotes the commercialisation and development of gasoline and
diesel engines for the vehicle or locomotive application leading to the disappear and replacing
of the compressed air driven engines from the road. However, the research interests and
technological developments on the compressed air propulsion system emerged once again in
the 1970s because of the concerns on the energy crisis and environmental problems.

Compressed air locomotives were use for haulage in 1874 while the Simplon tunnel was being
dug. An advantage was that the cold exhaust air aided the ventilation of the tunnel f) Louis
Mékarski built a standard gauge self-contained tramcar which was tested in February 1876 on
the Courbevoie-Etoile Line of the Paris Tramways Nord (TN), where it much impressed the
current president and minister of transport Maréchal de MacMahon. The tramcar was also
shown at the exhibition of 1878 as it seemed to be an ideal transport method, quiet, smooth,
without smoke, fire or the possibility of boiler explosion g) The compressed-air locos were
soon withdrawn due to a number of accidents, possibly caused by icing in the pipes of the
brakes, which were also worked by compressed air. h) In Louis Mékarski built a standard gauge
self-contained tramcar which was tested in February 1876 on the Courbevoie-Etoile Line of
the Paris Tramways Nord (TN), where it much impressed the current president and minister of
transport Maréchal de MacMahon. The tramcar was also shown at the exhibition of 1878 as it
seemed to be an ideal transport method, quiet, smooth, without smoke, fire or the possibility of
boiler explosion.

Fig.2 Parsey’s Compressed Air Engine

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 CHAPTER-2
ENGINE

Available energy sources include potential energy (e.g. energy of the Earth's gravitational
field as exploited in hydroelectric power generation), heat energy (e.g. geothermal), chemical
energy, electric potential and nuclear energy (from nuclear fission or nuclear fusion). Many of
these processes generate heat as an intermediate energy form, so heat engines have special
importance. Some natural processes, such as atmospheric convection cells convert
environmental heat into motion (e.g. in the form of rising air currents). Mechanical energy is
of particular importance in transportation, but also plays a role in many industrial processes
such as cutting, grinding, crushing, and mixing.

Mechanical heat engines convert heat into work via various thermodynamic processes.
The internal combustion engine is perhaps the most common example of a chemical heat
engine, in which heat from the combustion of a fuel causes rapid pressurisation of the gaseous
combustion products in the combustion chamber, causing them to expand and drive a piston,
which turns a crankshaft. Unlike internal combustion engines, a reaction engine (such as a jet
engine) produces thrust by expelling reaction mass, in accordance with Newton's third law of
motion.

Apart from heat engines, electric motors convert electrical energy into mechanical motion,
pneumatic motors use compressed air, and clockwork motors in wind-up toys use elastic. In
biological system, molecular motors, like myosins in muscles, use chemical energy to create
forces and ultimately motion (a chemical engine, but not a heat engine).

Chemical heat engines which employ air (ambient atmospheric gas) as a part of the fuel
reaction are regarded as airbreathing engines. Chemical heat engines designed to operate
outside of Earth's atmosphere (e.g. rockets, deeply submerged submarines) need to carry an
additional fuel component called the oxidizer (although there exist super-oxidizers suitable for
use in rockets, such as fluorine, a more powerful oxidant than oxygen itself); or the application
needs to obtain heat by non-chemical means, such as by means of nuclear reactions.

All chemically fueled heat engines emit exhaust gases. The cleanest engines emit water only.
Strict zero-emissions generally means zero emissions other than water and water vapour. Only
heat engines which combust pure hydrogen (fuel) and pure oxygen (oxidizer) achieve zero-
emission by a strict definition (in practice, one type of rocket engine). If hydrogen is burnt in
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combination with air (all airbreathing engines), a side reaction occurs between atmospheric
oxygen and atmospheric nitrogen resulting in small emissions of NOx, which is adverse even
in small quantities. If a hydrocarbon (such as alcohol or gasoline) is burnt as fuel, large
quantities of CO2 are emitted, a potent greenhouse gas. Hydrogen and oxygen from air can be
reacted into water by a fuel cell without side production of NOx, but this is
an electrochemical engine not a heat engine.

2.1 TERMINOLOGY

The word engine derives from Old French engin, from the Latin ingenium–the root of the
word ingenious. Pre-industrial weapons of war, such as catapults, trebuchets and battering
rams, were called siege engines, and knowledge of how to construct them was often treated as
a military secret. The word gin, as in cotton gin, is short for engine. Most mechanical devices
invented during the industrial revolution were described as engines—the steam engine being a
notable example. However, the original steam engines, such as those by Thomas Savery, were
not mechanical engines but pumps. In this manner, a fire engine in its original form was merely
a water pump, with the engine being transported to the fire by horses.

In modern usage, the term engine typically describes devices, like steam engines and internal
combustion engines, that burn or otherwise consume fuel to perform mechanical work by
exerting a torque or linear force (usually in the form of thrust). Devices converting heat energy
into motion are commonly referred to simply as engines. Examples of engines which exert a
torque include the familiar automobile gasoline and diesel engines, as well as turboshafts.
Examples of engines which produce thrust include turbofans and rockets.

When the internal combustion engine was invented, the term motor was initially used to
distinguish it from the steam engine—which was in wide use at the time, powering locomotives
and other vehicles such as steam rollers.

2.2 TYPES OF ENGINES

2.2.1 Internal Combustion Engine

2.2.2 External Combustion Engine

2.2.1 INTERNAL COMBUSTION ENGINE

An internal combustion engine (ICE or IC engine) is a heat engine in which the combustion of
a fuel occurs with an oxidizer (usually air) in a combustion chamber that is an integral part of
the working fluid flow circuit. In an internal combustion engine, the expansion of the high-

5
temperature and high-pressure gases produced by combustion applies direct force to some
component of the engine. The force is applied typically to pistons, turbine blades, a rotor, or
a nozzle. This force moves the component over a distance, transforming chemical energy into
useful kinetic energy and is used to propel, move or power whatever the engine is attached to.
This replaced the external combustion engine for applications where weight or size of the
engine is important.

The first commercially successful internal combustion engine was created by Étienne
Lenoir around 1860 and the first modern internal combustion engine was created in 1876
by Nicolaus Otto (see Otto engine).

The term internal combustion engine usually refers to an engine in which combustion
is intermittent, such as the more familiar four-stroke and two-stroke piston engines, along with
variants, such as the six-stroke piston engine and the Wankel rotary engine. A second class of
internal combustion engines use continuous combustion: gas turbines, jet engines and
most rocket engines, each of which are internal combustion engines on the same principle as
previously described. Firearms are also a form of internal combustion engine, though of a type
so specialized that they are commonly treated as a separate category.

In contrast, in external combustion engines, such as steam or Stirling engines, energy is

delivered to a working fluid not consisting of, mixed with, or contaminated by combustion
products. Working fluids for external combustion engines include air, hot water, pressurized
water or even liquid sodium, heated in a boiler.

ICEs are usually powered by energy-dense fuels such as gasoline or diesel fuel, liquids derived
from fossil fuels. While there are many stationary applications, most ICEs are used in mobile
applications and are the dominant power supply for vehicles such as cars, aircraft and boats.

2.2.2 EXTERNAL COMBUSTION ENGINE

An external combustion engine (EC engine) is a reciprocating heat engine where a working
fluid, contained internally, is heated by combustion in an external source, through
the engine wall or a heat exchanger. The fluid then, by expanding and acting on
the mechanism of the engine, produces motion and usable work. The fluid is then dumped
(open cycle), or cooled, compressed and reused (closed cycle). In these types of engines, the
combustion is primarily used as a heat source, and the engine can work equally well with other
types of heat sources.
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"Combustion" refers to burning fuel with an oxidizer, to supply the heat. Engines of similar (or
even identical) configuration and operation may use a supply of heat from other sources such
as nuclear, solar, geothermal or exothermic reactions not involving combustion; they are not
then strictly classed as external combustion engines, but as external thermal engines.

External combustion engines separate the combustion process (which is the energy input to the
engine) from the working gas, which undergoes pressure fluctuations and hence does useful
work. The continuous, controlled external combustion process offers significant advantages in
terms of low emissions, high efficiency, low noise and vibration and potentially long life and
extended service intervals, although it must be conceded that these characteristics have yet to
approaching commercialisation. Stirling engines have long been considered the leading micro-
CHP technology, but have so far failed to reach the market in significant numbers, although it
is expected that both WhisperGen and Baxi will launch their mass-produced 1 kWe products
on the UK market during 2010 through the energy companies E. ON and British Gas,
respectively. Both products have an electrical output around 1 kWe and electrical efficiencies
approaching 15% and with overall efficiencies similar to those of gas boilers. For a typical UK
home they would be expected to generate around 3000 kWh of low carbon electricity with a
value of up to £200 if all the generated power were consumed on site and an additional £300
from the proposed FIT (feed-in tariff) subsidy.

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 CHAPTER-3
AIR POWERED ENGINE

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.

3.A ENGINE

A 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. 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.

3.B AIR TANK

The tanks must be designed to safety standards appropriate for a pressure vessel, such as ISO
11439. The storage tank may be made of:

1. Steel,

2. Aluminum,

3. Carbon fiber,

4. Kevlar,

5. Other materials or combinations of the above.

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6. 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 4,500 pounds 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 in parking
lots, plugging the car into the electrical grid via an on-board compressor.

3.C COMPRESSED AIR

Compressed air has 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, 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.

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.

3.1 WORKING PRINCIPLE

The normal 4 stroke SI engine is shown as:

Fig. 3.1: Stage 1 of Operation

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Operation:

Initial torque is supplied from the DC exciter motor, and then the engine operation starts.

Stage 1: When the piston is in the TDC, compressed air is injected through the pulsed air firing
valve, which pushes the piston to BDC.

Fig. 3.2: Stage 2 of Operation

Stage 2: Due to the motion of the engine and its inertia, the piston moves back to TDC, pushing
the air out of the valves.

Fig. 3.3: Stage 3 of Operation

The plunger of the pulsed firing valve is controlled by a timing circuit which is specifically a
PLC programmed circuit. It supplies the electronic signals by which the plunger moves so that
it opens and closes the pulsed firing valve.

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 Fig. 3.4: Electric Control of Crank Shaft

On comparing it with the working of normal SI 4 stroke engine, we can say that:

• “Stage 1” of the air engine comprises of the combined operation of “Suction stage” and “Power
stage” of the normal 4 stroke SI engine.

• “Stage 2” of the air engine comprises of the combined operation of the “Compression stage”
and “Exhaust stage” of the normal 4

stroke SI engine.

• In comparison to petrol or diesel powered vehicles “air powered vehicles” have following
advantages:

• Air, on its own, is non-flammable, abundant, economical, transportable, storable and, most
importantly, non polluting.

• Compressed air technology reduces the cost of vehicle production by about 20%, because there
is no need to build a cooling system, fuel tank, spark plugs or silencers.

• High torque for minimum volume. The mechanical design of the engine is simple and robust.

• Low manufacture and maintenance costs as well as easy maintenance. Lighter vehicles would
mean less abuse on roads, thus, resulting in longer lasting roads.

• The price of fueling air powered vehicles will be significantly cheaper than current fuels. When
the air is being compressed at reasonable speeds, it heats up. The heat given off during
compression could be reclaimed for space heating or water heating, or used in a stirling engine.

• 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.

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• Compressed-air vehicles are comparable in many ways even to electric vehicles and their
potential advantages over electric vehicles include: Compressed-air vehicles are unconstrained
by the degradation problems associated with current battery systems.

Fig 3.5. Flow Chart

3.2 APPLICATIONS

The compressed air engine can be used in many vehicles. Some of its applications to be used
as engine for vehicles are:

3.2.1 Mopeds Jem Stansfield

A moped (/ˈmoʊpɛd/ MOH-ped) is a type of small motorcycle, generally having a less

stringent licensing requirement than full motorcycles or automobiles. The term used to mean a
similar vehicle except with both bicycle pedals and a motorcycle engine. Mopeds typically
travel only a bit faster than bicycles on public roads. Mopeds are distinguished from scooters in
that the latter tend to be more powerful and subject to more regulation.

Some mopeds have a step-through frame design, while others have motorcycle frame designs,
including a backbone and a raised fuel tank, mounted directly between the saddle and the head
tube. Some resemble motorized bicycles. Most are similar to a regular motorcycle but with
pedals and a crankset that may be used with or instead of motor drive. Although mopeds

12
usually have two wheels, some jurisdictions classify low-powered three- or four-wheeled
vehicles (including ATVs and go-kart) as a moped.

In some countries, a moped can be any motorcycle with an engine capacity below 100cc (most
commonly 50cc or lower).

Fig 3.2.1. Moped

3.2.2 Buses

A compressed air vehicle is powered by an air engines, using compressed air, which
is stored in a tank. Instead of mixing fuel with air and burning in the engine it to drive pistons
with hot expanding gases, compressed air vehicles (CAV) use the expansion of compressed air
to drive their pistons . The use of that air in the engine is 90 percent efficient.
Compressed air propulsion may also be incorporated in hybrid system, e.g., battery electric
propulsion and fuel tanks to recharge the batteries. This kind of system is called a hybrid-
pneumatic electric propulsion. Additionally, regenerative braking can also be used in
conjunction to this system.

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 Fig 3.2.2. Buses

3.2.3 Locomotives

A locomotive or engine is a rail transport vehicle that provides the motive power for a train. If
a locomotive is capable of carrying a payload, it is usually rather referred to as a multiple
unit, motor coach, railcar or power car; the use of these self-propelled vehicles is increasingly
common for passenger trains, but rare for freight (see CargoSprinter and Iron Highway).

Traditionally, locomotives pulled trains from the front. However, push-pull operation has
become common, where the train may have a locomotive (or locomotives) at the front, at the
rear, or at each end. Most recently railroads have begun adopting DPU or distributed power.
The front may have one or two locomotives followed by a mid train locomotive that is
controlled remotely from the lead unit.

Fig.3.2.3. locomotive
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3.2.4 Trams

A tram (in North America streetcar or trolley) is a train that runs on tramway track on
public urban streets; some include segments of segregated right-of-way. The lines or networks
operated by tramcars as public transport are called tramways or simply tram/streetcar. Many
recently built tramways use the contemporary term light rail. The vehicles are called streetcars
or trolleys (not meaning trolleybus) in North America and trams or tramcars elsewhere. The
first two terms are often used interchangeably in the United States, with trolley being preferred
in the eastern US and streetcar in Canada and the western US. In parts of the United States,
internally powered buses made to resemble a streetcar are often referred to as "trolleys". To
avoid further confusion with trolley buses, the American Public Transportation
Association (APTA) refers to them as "trolley-replica buses". In the United States, the
term tram has sometimes been used for rubber-tired trackless trains, which are unrelated to
other kinds of trams.

Fig.3.2.4. Trams

3.2.5 Watercraft and aircraft

Currently, no water or air vehicles exist that make use of the air engine. Historically
compressed air engines propelled certain torpedoes.

3.3 ADVANTAGES

The advantages are well publicised since the developers need to make their machines
attractive to investors. Compressed-air vehicles are comparable in many ways to electric
vehicles, but use compressed air to store the energy instead of batteries. Their potential
advantages over other vehicles include:

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 • Much like electrical vehicles, air powered vehicles would ultimately be powered
through the electrical grid, which makes it easier to focus on reducing pollution from
one source, as opposed to the millions of vehicles on the road.
• 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.
• Compressed air technology reduces the cost of vehicle production by about 20%,
because there is no need to build a cooling system, fuel tank, Ignition Systems or
silencers.
• Air, on its own, is non-flammable.
• High torque for minimum volume
• The mechanical design of the engine is simple and robust.
• Low manufacture and maintenance costs as well as easy maintenance.
• Compressed-air tanks can be disposed of or recycled with less pollution than batteries.
• Compressed-air vehicles are unconstrained by the degradation problems associated
with current battery systems.
• The tank may be able to be refilled more often and in less time than batteries can be
recharged, with re-fuelling rates comparable to liquid fuels.
• Lighter vehicles would mean less abuse on roads. Resulting in longer lasting roads.
• The price of fuelling air-powered vehicles will be significantly cheaper than current
fuels.
3.4 DISADVANTAGES

Energy efficiency of compressed air engine compared to micro gas turbine with
adequate soundproofing that can be used in hybrid gas turbine-electric motor vehicles with a
mixture of compressed air, liquid nitrogen or hydrogen (previous gas turbine powered
vehicles have used a setup for speed, rather than efficiency consisting in a large noise gas
turbines connected to the transmission) since the gas turbine (which are used in thermal power
plants due to its efficiency) outperforms pistonless rotary engines, however the production
of compressed air is more energy efficient and so requires less wind power and infrastructure
and also there is a loss of efficiency from gas turbine to generator and to electric motor.

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, the pressure of

16
compressed air tanks falls as air is drawn off, reducing available power. This can be mitigated
by using an additional engine for lower pressure on roads with no slope.

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.

• Refueling the compressed air container using a home or low end conventional air compressor
may take a long time.

• Tanks get very hot when filled rapidly. It very dangerous if caution is not maintained.

• Only limited storage capacity of the tanks. So we cannot opt for a long drive.

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 CHAPTER-4
COMPONENTS OF AIR POWERED ENGINE

The main components of an air powered engine are given below:

4.1 Air cylinder

4.2 Air compressor

4.3 Poppet valve

4.4 Crank shaft

4.5 Connecting rod

4.6 Cam Shaft

4.7 Piston

4.8 Pressure Regulator

4.9 Air Storage Tank

Fig.4. components of air engine

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4.1 CYLINDER

A cylinder is a vital part of the engine. It's a chamber where fuel is combusted and power is
generated. The cylinder consists of a piston and two valves at the top; an inlet and exhaust
valves. The piston moves up and down, and its reciprocating motion generates power that
moves your vehicle.

Since the invention of the internal combustion engine, engine cylinders have gone on to be
widely adopted by manufacturers. Engine cylinders are generally laid out in a straight line (an
inline engine), V-shaped, or in a flat orientation.

In the case of an inline configuration, it is the same arrangement they used at the very beginning
of the engine history. Inline cylinders are one of the most basic forms of cylinder arrangements.
An inline 4-cylinder engine, for example, has the virtue of being small and light so it can be
used on a variety of different drivetrains. Also, it causes fewer vibrations in your vehicle
compared to other layouts, contributing to a smooth ride and comfortable driving.

When engine cylinders are V-shaped, they typically use 6 or more cylinders. Compared to
inline engines, V-6 engines are much more compact which makes them easy to fit into diverse
car platforms, thus cutting the cost of manufacturing. V-8 engine works in the same way as V-
6, but with 2 extra cylinders. The main point of putting a V-8 in is for more power. A V-shaped
engine is usually far shorter than an Inline that even a V-6 engine can be shorter than an Inline
4. The less longitudinal length is one of the biggest advantages of having V-6 and V-8 engines.

Engines with a flat arrangement commonly use four or six cylinders. In this arrangement, as its
name implies, cylinders are lying flat to the ground. Since the flat engine greatly reduces the
center of gravity compared to Inline or V-shaped engines, your car is going to have much
smoother handling and less vibration.

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 Fig.4.1.

4.2 AIR COMPRESSOR

An air compressor is pneumatic device which converts power (using an electric motor, diesel,
or gasoline engine, etc) into potential energy stored in pressurized air (i.e., compressed air). By
one of several methods, an air compressor forces more and more air into a storage tank,
increasing the pressure. When the tank's pressure reaches its engineered upper limit, the air
compressor shuts off. The compressed air, then, is held in the tank until called into use. The
energy contained in the compressed air can be used for a variety of applications, utilizing the
kinetic energy of the air as it is released and the tank depressurizes. When tank pressure reaches
its lower limit, the air compressor turns on again and re-pressurizes the tank.

Fig.4.2. Air compressor

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4.3 POPPET VALVE

A poppet valve (also called mushroom valve) is a valve typically used to control the timing
and quantity of gas or vapor flow into an engine.

It consists of a hole or open-ended chamber, usually round or oval in cross-section, and a plug,
usually a disk shape on the end of a shaft known as a valve stem. The working end of this plug,
the valve face, is typically ground at a 45° bevel to seal against a corresponding valve
seat ground into the rim of the chamber being sealed. The shaft travels through a valve guide to
maintain its alignment.

A pressure differential on either side of the valve can assist or impair its performance.
In exhaust applications higher pressure against the valve helps to seal it, and
in intake applications lower pressure helps open it.

The poppet valve was invented in 1833 by American E.A.G. Young of the Newcastle and
Frenchtown Railroad. Young had patented his idea, but the Patent Office fire of 1836 destroyed
all records of it.

Fig.4.3. Poppet valves

4.4 CRANK SHAFT

A crankshaft is a shaft driven by a crank mechanism, consisting of a series of cranks

and crankpins to which the connecting rods of an engine is attached. It is a mechanical part
able to perform a conversion between reciprocating motion and rotational motion. In
a reciprocating engine, it translates reciprocating motion of the piston into rotational motion,
whereas in a reciprocating compressor, it converts the rotational motion into reciprocating
motion. In order to do the conversion between two motions, the crankshaft has "crank throws"

21
or "crankpins", additional bearing surfaces whose axis is offset from that of the crank, to which
the "big ends" of the connecting rods from each cylinder attach.

It is typically connected to a flywheel to reduce the pulsation characteristic of the four-stroke

cycle, and sometimes a torsional or vibrational damper at the opposite end, to reduce
the torsional vibrations often caused along the length of the crankshaft by the cylinders farthest
from the output end acting on the torsional elasticity of the metal.

Fig.4.4. crank shaft

4.5 CONNECTING ROD

A connecting rod is the part of a piston engine which connects the piston to the crankshaft.
Together with the crank, the connecting rod converts the reciprocating motion of the piston
into the rotation of the crankshaft. The connecting rod is required to transmit the compressive
and tensile forces from the piston. In its most common form, in an internal combustion engine,
it allows pivoting on the piston end and rotation on the shaft end.

The predecessor to the connecting rod is a mechanic linkage used by water mills to convert
rotating motion of the water wheel into reciprocating motion.

The most common usage of connecting rods is in internal combustion engines or on steam
engines.

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 Fig.4.5. connecting rod

4.6 CAM SHAFT

The camshaft is a rotating object— usually made of metal— that contains pointed cams, which
converts rotational motion to reciprocal motion. Camshafts are used in internal combustion
engines (to operate the intake and exhaust valves), mechanically controlled ignition systems
and early electric motor speed controllers. Camshafts in automobiles are made from steel or
cast iron, and are a key factor in determining the RPM range of an engine's power band.

In piston engines, the camshaft is used to operate the intake and exhaust valves. The camshaft
consists of a cylindrical rod running the length of the cylinder bank with a number
of cams (discs with protruding cam lobes) along its length, one for each valve. A cam lobe
forces a valve open by pressing on the valve, or on some intermediate mechanism, as it rotates.
Meanwhile, a spring exerts a tension pulling the valve toward its closed position. When the
lobe reaches its highest displacement on the push rod, the valve is completely open. The valve
is closed when the spring pulls it back and the cam is on its base circle.

Fig.4.6. Cam shaft

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4.7 PISTON

A piston is a component of a reciprocating engine, reciprocating pumps, gas

compressors, hydraulic cylinders and pneumatic cylinders, among other similar mechanisms.
It is the moving component that is contained by a cylinder and is made gas-tight by piston
rings. In an engine, its purpose is to transfer force from expanding gas in the cylinder to
the crankshaft via a piston rod and/or connecting rod. In a pump, the function is reversed and
force is transferred from the crankshaft to the piston for the purpose of compressing or ejecting
the fluid in the cylinder. In some engines, the piston also acts as a valve by covering and
uncovering ports in the cylinder.

Fig.4.7. Piston

4.8 PRESSURE REGULATOR

A pressure regulator is a valve that controls the pressure of a fluid or gas to a desired value,
using negative feedback from the controlled pressure. Regulators are used for gases and liquids,
and can be an integral device with a pressure setting, a restrictor and a sensor all in the one
body, or consist of a separate pressure sensor, controller and flow valve.

Two types are found: The pressure reduction regulator and the back-pressure regulator.

• A pressure reducing regulator is a control valve that reduces the input pressure of a fluid
or gas to a desired value at its output. It is a normally-open valve and is installed upstream
of pressure sensitive equipment.

• A back-pressure regulator, back-pressure valve, pressure sustaining valve or pressure

sustaining regulator is a control valve that maintains the set pressure at its inlet side by
opening to allow flow when the inlet pressure exceeds the set value.

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 Fig.4.8. Pressure regulator

4.9 AIR SOARAGE TANK

An air receiver tank (sometimes called an air compressor tank or compressed air storage
tank) is a type of pressure vessel that receives air from the air compressor and holds it under
pressure for future use. The tanks come in a range of sizes and in both vertical and
horizontal configurations. An air receiver tank provides temporary storage for compressed
air. It also helps your compressed air system run more efficiently. The air receiver tank has
three main functions:

• It stores compressed air that can be used for short, high-demand events.
• It provides a steady air signal to air compressor controls.
• When used as a "wet tank," it acts as a secondary heat exchanger, increasing the
efficiency of your air dryer.

Fig.4.9. Air tank

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 CHAPTER-5

DEVELOPERS & MANUFACTURERS OF COMPRESSED

AIR ENGINE / COMPRESSED AIR VEHICLES
• MDI (Motor Development International)
• TATA motors
• Air Car Factories SA
• NISSAN
• Ford
• Kia
• Energies corporation (a south Korean company)
• Engine air (an Australian company)
• HONDA
• Mercury

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 CHAPTER-6

FUTURE SCOPE
Further study is to be done to improve the performance parameters like output and efficiency.
Compressed Air Engine will be make revolution in automobile industry. This engine having
many advantages than the conventional engines. With some modifications it will give better
performance than the conventional engines. This engine having minimum disadvantages. It is
cheaper than any other technology. So in future compressed air engine will be give the better
option for the conventional engines. Few advancements in this presented project can be taken
up by doing some ideal methods like:

1. As there is no combustion use of lighter engine parts like carbon fiber for piston and
connecting rod will give more efficiency as inertia will decrease.

2. Installing of external heater to heat inlet air before entering the engine can improve the
efficiency.

3. Develop cylinders with lesser weight and less volume and a capacity to store high pressure.
4. Making the chassis light weight by selecting proper materials can also greatly affect the
efficiency of the CAV.

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 CHAPTER-7

CONCLUSION
The model designed by me is a small scale working model of the compressed air engine. When
scaled to higher level it can be used for driving automobiles independently or combined
(hybrid) with other engines like I.C. engines. The technology of compressed air vehicles is not
new. Compressed air technology allows for engine that are both non-polluting and economical.
Unlike electric or hydro-gen powered vehicles, compressed air vehicles are not expensive and
do not have a limited driving range. Compressed air vehicles are affordable and have a
performance rate that stands up to current standards. To summit up, they are non-expensive
which do not pollute and are easy to get around in cities. The emission benefits of introducing
this zero emission technology are obvious At the same time the well to wheels efficiency of
these vehicles need to be improved. This is a revolutionary engine which is not only eco-
friendly, pollution free, but also very economical. This addresses both the problems of fuel
crises and pollution. However excessive research is needed to completely prove the technology
for both its commercial and technical viability.

We were able to successfully complete the design and modification of the Petrol Vehicle in to
the Compressed air vehicle.

• The Air Vehicle provides an effective use and applied to the transportation light vehicles. It’s
speed, range and the power are limited now, so further research could provide more effective
results.

• This project can be directly utilized in the market to modify IC Engine bikes in to the Air
bikes in effective cost. Since a number of operations can be performed in a single and simple
unit. It is efficient and economical.

• We can say that the cost of the modification is very less and the effective results can be
achieved. SRPCE AIR POWERED VEHICLE 53

• As we know that in IC engines higher pressures and temperatures are maintained as compared
to air driven engine so that in IC engines heavy metal alloys are used but for air driven engine
light alloys can be used.

• The weight of the engine can be reduced by using aluminium and more light metals. Also the
new modified engine and chassis, cast from light alloys can be lighter which will design for

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the air engine. • The use of heater and reuse of exhaust air improves the efficiency of the
vehicle.

• This project is a successful one because we have stared the 4 Stroke petrol vehicle is running
only on compressed air.

On the whole, the technology is just about modifying the engine of any regular IC engine
vehicle into an Air Powered Engine. The Air Powered Engine technology is cheaper in cost
and maintenance, can be easily adapted by the masses and it doesn’t cause any kind of harm to
the environment. Instead, its widespread use will help mankind in controlling the serious
problem of global warming.

It surely is the “Futuristic Mode of Transport”

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 CHAPTER-8
REFERENCE

1. V.Ganesan, “Computer Simulation of Compression Ignition Engine Processes”.

2. HEYWOOD, J.B., “Internal Combustion Engine Fundamentals”, Mc Graw-Hill Book
Company.
3. Internet website,www.wikipedia.com
4. Internet website, www.engineering tool box.com
5. Internet website, www.how stuff works.com
6. Internet website, www.youtube.com/Mr.Teslonian

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