pneumatically driven two wheeler- an ......force, distance, time, power, torque are calculated for...

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International Journal of Mechanical Engineering and Technology (IJMET) Volume 7, Issue 5, September–October 2016, pp.368–379, Article ID: IJMET_07_05_036

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ISSN Print: 0976-6340 and ISSN Online: 0976-6359

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PNEUMATICALLY DRIVEN TWO WHEELER- AN

EXPLORATION AT DESIGN PARAMETERS AND

EXTRA POSSIBLE BENEFITS

Divya Phanindra Parise

M. Tech Student, Thermal Engineering,

Mechanical Engineering Department, K L University, Andhra Pradesh, India

A S R Murty

Distinguished Professor, Chair, Research and Industrial Consultancy,

Mechanical Engineering Department, K L University, Andhra Pradesh, India

ABSTRACT

A two wheeler with payload of 100Kg already in use in many parts of India driven by petrol

and known as 'moped' is considered in this work. Its conversion or retrofitting to a pneumatically

driven vehicle is the objective of this design parameters exploration. In a simplified manner with

least disturbance to the existing configuration a moped, a light two wheeler used in India

extensively is considered for this. The design parameters are calculated to enable retrofitting. The

study is based on Brayton cycle with multiple iso-thermal resulting due to implicit and unavoidable

heat transfers in the engine and its ambiance.Two accumulators with 300 bar and 10 bar pressures

of air are recommended that can address and avoid the possible failure sources of previous design

attempts. Integrating the chassis and previous fuel tank locations for the location of primary and

secondary accumulators is very much possible. Avoidance of ON-board combustion thereby

avoiding pollution is an obvious possibility .Besides other advantages are also discussed.

Key words: Pneumatically driven two wheeler, Brayton cycle, Abating pollution, Retrofitting a

two wheeler, added benefits.

Cite this Article: Divya Phanindra Parise and A S R Murty, Pneumatically Driven Two Wheeler -

An Exploration at Design Parameters and Extra Possible Benefits. International Journal of

Mechanical Engineering and Technology, 7(5), 2016, pp. 368–379.

http://www.iaeme.com/ijmet/issues.asp?JType=IJMET&VType=7&IType=5

1. INTRODUCTION

Using compressed air as drive power source though received practitioners' attention initially it has to take

back seat due to problems of efficiency, economy and it being only considered in limited applications etc.,

Even the four wheeler small automobiles after their trial launches were dropped due to very obvious

dispirits and dissuades on the way. Research continues as there are new promoting factors like 'no on board

combustion' and therefore drastic fall in the resulting pollution from the running vehicle. This work on a

trial basis attempts at very decisive factors that can be helpful in the design of a two wheeler driven by

Pneumatically Driven Two Wheeler - An Exploration at Design Parameters and Extra Possible Benefits


compressed air. A two wheeler vehicle called 'moped' a lighter version of a two wheeler in weight as well

as in total pay load is the one seriously considered for easy retrofitting for trial runs which the authors are

now exploring for fabrication. The design parameters and some benefits thereof are taken up in this work.

1.1. Previous Work and a Brief Review

Compressed air as stored energy with cleanliness highly associated and with ample scope in avoiding “on

board combustion " has not received as much attention as it perhaps deserves. Moreover, the attempts of

automobile companies to apply the technology and put vehicles on the road leading to no take off in this

direction might have deterred the researchers (1).A reasonably good survey was given (2) by Verma et al.,

and Kripal Raj Mishra et al., (4) though with slight implicit attention we have to apply while reading.

Present authors (3) considered even on line compression of achieving compressed air using primary

compressor, secondary compressor and a preliminary compressor through solenoid and diaphragm

mechanism. Very serious and somewhat real seeing the final practical end of the problem with a working

and demonstrated solution by France (5) was also set aside. Most probably the pollution hit places have not

been well informed at that time."The latest generation of this technology uses a simpler engine than its

predecessors, and the company got a boost in 2007, when Tata Motors(from India)bought the Indian rights

to MDI's technology" (5). On the whole, compressed air critics and automotive specialists have not voted

for it while Governing authorities were naturally after competitive and fast solutions. Doctoral thesis by

Sasa Trajkovic (6) is an excellent reference which still does not drop the economic aspects too while

considering so many merits of Pneumatic vehicles the thesis seriously and exhaustively takes into account.

2. MOTIVATIONAL FACTORS IN FAVOUR OF PNEUMATIC ENERGY

Never in the past humankind was so much at one single slot of time simultaneously concerned about

energy, economy, ecology, education and efficiency the 5 e's! But little (or at least compared to what was

perhaps needed) was the collective, collateral and comprehensive portfolio management done in

connection with these 5e's.

Actually it is a solution to comprehensive economy of a zone or nation when we consider pollution

related consequences like respiratory diseases, expenses and the non affordability of most of the people

moving in this pollution towards medical needs. Escalating multiplicity of losses there from is nothing

surprising. Non-affordability of authorities to bring legislation s that are gain-some at large make the

problem even more complex. Energy crisis, an alternative word or synonym for fossil-fuel-depletion, the

associated and apprehended outcomes compelled a back seat to this very promising and effective

Research area “pneumatic energy and its deployment as a solution that is already with us if we keep

efficiency and economy slightly in lower priority and technologically educate ourselves for achieving this

goal viz., better and increased use of pneumatic energy entails better environment too. Here, a complete

overview and review appear to be over due considering the 5 e's.

While theory, design aspects are clear the question that the compressed air needs energy to gain its own

form (and that too its use with further efficiency loss) is warding off and holding off from sanctions and

approvals for further research. Governing authorities and world bodies like UN might have already

emphasized, but we have to wake up at least where vehicular pollution is alarming.

3. DESIGN PARAMETERS

The design is for thermodynamic aspects as well as for material strength withstanding combination of

factors that govern the peak conditions. The mentioned vehicle moped has the following dimensions and

capacities. All refer to the cylinder where combustion takes place:

Length: 9in

Diameter:46mm

Stroke length: 42mm

Wall thickness:5mm

Divya Phanindra Parise and A S R Murty


Material: Cast Iron

Processes in manufacture ( likely only)

Working pressure peak at combustion level like an impulse: 2 bar

Port diameter for fuel inlet which gets spray into combustion chamber: 10mm

Port diameter of exhaust where from the flue gases get into filter and silencer: 10mm

Weight of fuel tank and fuel at full capacity: 2.6 kg and 2 litre capacity

Kilometers the full tank fuel can help vehicle traverse: 15km

Pay load ( including self weight of vehicle and the driver plus load carried):100

Maximum speed possible: 40

Drive zones:With in city

The same parameters for a moped under consideration in the present work are:

Obviously total traverse distance being low is first draw back which can be solved through higher

operating pressure and higher secondary accumulator pressure.

4. CALCULATIONS OF AVAILABLE POWER FOR THE TWO WHEELER

(OPED)

The primary accumulator pressure can be 300 bar or 100 bar depending on local availability but its volume

is fixed which combination will naturally define the total kilometers it can offer. The secondary

accumulator pressure is kept at 10 barto facilitate proximity to supply pressure in the working Pneumatic

engine which needs only 2-3 bar pressure to move the piston. How long should this supply pressure

continue is a very complex question to be answered. Because it has to be controlled as per conditions like

starting the vehicle, accelerations desirable depending on needs, payload, road conditions, traffic

obstructions etc., It is planned for this pressure regulation a micro-processor/ micro-controller based

system shall be deployed to satisfy all the needs. Work done per cycle in cylinder with various

combination pressure- volume diagrams are given below:

Here the following constants are assumed:

Other quantities represented in all diagrams notationally are:

Where n = no of cycles = 1 ,

R = universal gas constant = 0.0083 ,

T1 = temperature while compression = 640k

T2 = temperature while expansion = 320k ,

V= volumes at different stages

100 bar Pressure - One Litre

Figure 1

Pneumatically Driven Two Wheeler

http://www.iaeme.com/IJMET

Work Done =

V1=100ml, V2=142.85ml, V3=250ml, V

Work done per cycle = 25.898kj

Work do

Work Done =

V1=66.6ml, V2=133.3ml, V3=2000ml.



IJMET/index.asp 371

=250ml, V4=1000ml

Work done at 2 iso -Thermal Stage (expansion)

Figure 2

=2000ml.

10 bar Pressure - 0.5 litres tank

Figure 3

An Exploration at Design Parameters and Extra Possible Benefits

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(expansion)



Work Done=

V1=100ml, V2=142.83ml, V3=200ml, V4= 500ml.


Work done at 2 iso - Thermal Stage (expansion)

Figure 4

Work Done =

V1=100ml, V2=200ml, V3=500ml.


Work done at 10 iso - Thermal Stage (expansion)

Figure 5



Work Done =

V1 = 100ml, V2 = 111.1ml, V3 = 125ml,V4 = 142.8ml,

V5 = 166.6ml,V6 = 200ml,V7 = 250ml,V8 = 333.3ml,V9 = 500ml.


For n= 40 cycles

= 172.3kj

For n = 60 cycles

=258.54kj

For n = 150 cycles

= 646.35kj

By using above formula force, distance, time, power, torque is calculated for four wheeler. Size of

accumulator = 2L= 300bar.

Operating

pressure in

bar

Torque

(N-m)

Power

(kw)

Distance

(m/s)

Time

(sec)

10 392.5 29.044 11.7 2.1

20 785 58.089 5.9 1.06

30 1177.5 87.134 3.9 0.7

40 1570 116.17 2.9 0.5

50 1962.5 145.22 2.3 0.4

100 3925 290.44 1.17 0.212

150 5887.5 435.67 0.78 0.1414

200 7850 580.89 0.59 0.106

250 9812.5 726.11 0.41 0.074

300 11775 871.34 0.392 0.070

Table 1

Figure 6



Force, distance, time, power, torque are calculated for two wheeler. Size of accumulator = 2L= 300bar.

Table 2

Figure 7

Operating

pressure in

bar

Torque

(N-m)

Power

(kw)

Distance

(m/s)

Time

(sec)

1 39.25 2.904 39.2 7.0

2 78.5 5.808 19.6 3.5

3 117.5 8.694 13.07 2.3

4 157 11.617 9.8 1.76

5 196 14.503 7.8 1.40

10 392.5 29.044 3.9 0.70

20 785 58.089 1.96 0.353

30 1177.5 87.134 1.3 0.234

40 1570 116.17 0.9 0.169

50 1962.5 145.22 0.7 0.133

100 3925 290.44 0.3 0.003

150 5887.5 435.67 0.2 0.0017

200 7850 580.89 0.19 0.0012

250 9812.5 726.11 0.15 0.0007

300 11775 871.34 0.13 0.0005



The pressure is 300bar with a volume of 2 liters then volume vs Distance is

Table 3

Figure 9

The pressure is 10bar with a volume of 500milliliters then volume vs Distance is

Volume Distance

100ml 102.6

200ml 198.7

300ml 308

400ml 410.7

500ml 513.3

Table 4

Volume Distance

200ml 205m

400ml 410m

600ml 616m

800ml 880m

1000ml 1026m

1200ml 1232m

1400ml 1540m

1600ml 2053m

1800ml 2053m

2000ml 2053m


Theatrical experiment on 50cc engine with

Engine Type 2 Stroke

Maximum Power 2.61 Kw (3.5 BHP) @ 5000 rpm

Maximum Torque 5.0 @ 3750 rpm

Bore 46 mm D= 0.046m r= 0.023m

Stroke length 42 mm

21600j/s = (2x3.14x5000xT)/60

T = 4.98 N-m

F = force on piston

R = radius crank

4.98N-m = 0.023 x F

F = 237.1

237.1 = p x (0.0013)

P = 171223.47N-m

= 1.7 bar

W = mg

= 100x9.81

W = N

Then

0

100

200

300

400

500

600

100ml

Dis

tan

ce (

me

ter)


IJMET/index.asp 376

Figure 10

Theatrical experiment on 50cc engine with specifications as below

2.61 Kw (3.5 BHP) @ 5000 rpm

5.0 @ 3750 rpm

D= 0.046m r= 0.023m

100ml 200ml 300ml 400ml 500ml

Volume (bar)

Distance VS Volume

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500ml

Pneumatically Driven Two Wheeler


friction factor µ= 0.12

Friction Force on vehicle = µN

= 0.12x100x9.81

F = 117 N

F = Friction Force

M = mass (or) pay load

a = (117x0.53)/100

=0.6 m/s

S = 102.3 m/s

In a 300 bar pressure tank at working pressure is at 2 bar 1 cycle covers distance = 102.3m/s then tank

gives 150 cycles at 2 bar pressure then total distance covered is about 15902

Engine diameter = 46mm

Stroke length = 42mm

Primary accumulator dimensions = 101x350mm =2liters volume

Wall thickness = 25mm

Secondary accumulator dimensions = 25x76.25mm

= 0.5liters volume

Estimated total distance for 2liters tank with 3

The required size of tank and pressure for 100kmph is 2 litres tank with 300bar in 6 cylinders

The primary accumulator is fitted in the place of fuel tank and the secondary accumulator is fitted just

below the primary accumulator and nearer to the engine. The inlet of compressed air is made by replacing

spark plug with an inlet valve.


IJMET/index.asp 377


gives 150 cycles at 2 bar pressure then total distance covered is about 15902m/s and as 15.0km

Primary accumulator dimensions = 101x350mm =2liters volume

Secondary accumulator dimensions = 25x76.25mm

Estimated total distance for 2liters tank with 300bar pressure is 15kmph.



or and nearer to the engine. The inlet of compressed air is made by replacing

An Exploration at Design Parameters and Extra Possible Benefits

[email protected]


m/s and as 15.0km



or and nearer to the engine. The inlet of compressed air is made by replacing



It is clear from these diagrams that the availability of power from the engine is governed by the number

of iso-thermal expansion portions. This number changes along with the heat transfer properties in cylinder

and surroundings. But as the steady state of running is achieved these heat transfers will reduce the number

of iso-thermal arc shaped expansions. It is to be noted that because of no combustion on board the vehicle

the thermal cycle and p-v diagrams are completely different in regular fuel burning vehicle and Pneumatic

engine, the later running on Brayton cycle. Engine heating will be no problem in Pneumatic engine.

Suitable long lasting greases can be used as lubricants which have narrow temperature band for their

operational ranges. No fuel pumps and related linkages. If pressures are suitably taken into design criteria

spring-cum-Pneumatic brakes with requisite linkages can be deployed. This is certainly an added

opportunity in Pneumatic engines. It appears a secondary accumulator with 10 bar pressure and a volume 2

litre which is the actual capacity of fuel tank in moped is quire suitable. While we supply from similar tank

in case one tank gets depleted the switch over mechanism with suitable time constants using micro-

processor and micro- controller should be possible.

5. CONCLUSION

• From the set of design parameter evaluation conducted by the authors retrofitting an existing moped and

converting to a Pneumatic vehicle is possible. Confirmation of this possibility is the objective of this work.

It is confirmed that retrofitting is possible.

• Lubrication can be through grease and lubricating system is obviated reason being narrow temperature band

in the possible frictional surfaces.

• Two accumulators one with either 100 bar or with 300 bars are the prime source of energy. These

accumulators need refilling and pressure drop down to 15 bars indicated through a gauge of these

accumulators should act as alarms for refilling or replacement of primary accumulator.

• Secondary accumulator is kept near the engine. Its pressure being constantly maintained there can be

smoother running with uniform torque with no associated combustion, firing, knocking type problems.

• It is presently being pursued by the authors to put a retrofitted moped on the street. While exhaust port and

silencer are under study the ports or holes existing for location of spark plug and fuel injection shall be

retained to allow air into the Pneumatic engine cylinder. The uniform pressure inlet to engine replacing the

explosive pressures of normal moped is expected to be helpful in uniform torque, better speed control and

stopping with Pneumatic brakes. Stopping of vehicle due to overheating, spark plug problem is not expected.

• However, unless experienced the leakage related problems in the entire traverse path of air, tanks to engine

cannot be guaranteed. it is expected that this should not be a formidable one with the present day technology

in seals, gaskets and greases.

REFERENCE

[1] Ford and Tata motor

[2] Latest Developments of a Compressed Air Vehicle: A Status Report,

[3] S. S.Verma, Global Journal of Research In Engineering, Automotive Engineering, 13(1)

Version 1.0 Year 2013, Publisher: Global Journals Inc. (USA)

[4] "Pneumatically Driven Vehicle With Rechargeable Battery During Drive- An Exploratory Step

In Addressing Environmental Pollution” Authored By “U Guru Sri Charan, P.D Phanindra and

A.S.R. Murty International Journal of Mechanical Engineering & Technology (IJMET),

Volume 7, Issue 3, May–June 2016, pp.410–425; ISSN Online: 0976- 6359

[5] "Study About Engine Operated By Compressed Air (C.A.E): "A Pneumatic Power



[6] Source" Kripal Raj Mishra,Gaurav Sugandh, Mechanical Engineering Deptt AnuragBahuguna ,

RajeshPant Tula’s institute of Engineering and Rechnology

[7] -248011,Dehradun, India; IOSR Journal of Mechanical and Civil Engineering (IOSR-JMCE) e-

ISSN: 2278-1684,p-ISSN: 2320-334X, Volume 11, Issue 6 Ver. IV (Nov- Dec. 2014), PP 99-

103

[8] Car That Runs on Compressed Air Questioned by Critics (w/ Video) - Phys.org

[9] phys.org Energy & Green Tech ,Nov 3, 2009 - At 220 kilograms, the vehicle runs on 80

kilograms of air compressed to 350 bars (or 350 times ... They point out that the AirPod's 200-

liter tank doesn't carry much more energy than one liter of gasoline .

[10] “The Pneumatic Hybrid Vehicle A New Concept for Fuel Consumption Reduction

ISBN 978‐91‐7473‐072‐2 ISRN LUTMDN/TMHP‐10/1076‐SE” by Sasa Trajkovic Doctoral

Thesis Division of Combustion Engines Department of Energy Sciences Faculty of Engineering

LundUniversity© 2010 by Sasa Trajkovic, All rights reserved Printed in Sweden by

[11] Tryckeriet i E‐huset, Lund, December 2010

[12] Abhishek Nayak Ashwin H.S and Dr. S.M. Murigendrappa, Stability Enhancement of a

Powered Two Wheeler Vehicle under Curve Negotiation. International Journal of Mechanical

Engineering & Technology (IJMET), 7(4), 2016, pp 85–95.

[13] Jigar Parmar, Vishnu Acharya and Dr. Jayaramuluchalla, Selection and Analysis of the Landing

Gear for Unmanned Aerial Vehicle for SAE AERO Design Series. International Journal of

Mechanical Engineering & Technology (IJMET), 6(2), 2015, pp 10–18.

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