WATER FUEL ENGINE CUM LPG

Submitted in partial fulfillment of the requirement for the award of degree of

BACHELORE OF ENGINEERING

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 “WATER FUEL ENGINE CUM LPG” 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 EngineeringDuring 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---------------------------------------------------------------------------------

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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WATER FUEL ENGINE CUM LPG------------------------------------------------------------------------------------

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CONTENTS---------------------------------------------------------------------------------

CONTENTS

ADKNOWLEDGEMENT

SYNOPSIS

1. INTRODUCTION

2. WATER FUEL ENGINE CUM LPG

3. I.G ENGINE

4. BEARING WITH BEARING CAP

5. SPROCKET WITH CHAIN DRIVE

6. TURBINE WITH BLOWER ARRANGEMENT

7. WORKING PRINCIPLE

8. DESIGN AND DRAWINGS

9. LIST OF MATERIAL

10. COST ESTIMATION

11. ADVANTAGES

12. APPLICATIONS AND DISADVANTAGES

13. CONCLUSION

BIBLIOGRAPHY

PHOTOGRAPHY

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SYNOPSIS---------------------------------------------------------------------------------

SYNOPSIS

A Water fuel engine (hydrogen vehicle) is an alternative fuel vehicle that

uses hydrogen as its onboard fuel for motive power. The term may refer to a personal

transportation vehicle, such as an automobile, or any other vehicle that uses hydrogen in

a similar fashion, such as an aircraft. The power plants of such vehicles convert the

chemical energy of hydrogen to mechanical energy either by burning hydrogen in an

internal combustion engine, or by reacting hydrogen with oxygen in a fuel cell to run

electric motors. Widespread use of hydrogen for fueling transportation is a key element

of a proposed hydrogen economy.

Hydrogen fuel does not occur naturally on Earth and thus is not an energy source,

but is an energy carrier. Currently it is most frequently made from methane or other fossil

fuels. However, it can be produced from a wide range of sources (such as wind, solar, or

nuclear) that are intermittent, too diffuse or too cumbersome to directly propel vehicles.

Integrated wind-to-hydrogen plants, using electrolysis of water, are exploring

technologies to deliver costs low enough, and quantities great enough, to compete with

traditional energy sources.

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Chapter-1-------------------------------------------------------------------------------------

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INTRODUCTION---------------------------------------------------------------------------------------

CHAPTER 1

INTRODUCTION

Many companies are working to develop technologies that might efficiently

exploit the potential of hydrogen energy for mobile uses. The attraction of using

hydrogen as an energy currency is that, if hydrogen is prepared without using fossil fuel

inputs, vehicle propulsion would not contribute to carbon dioxide emissions.

The drawbacks of hydrogen use are low energy content per unit volume, high

tank age weights, the storage, transportation and filling of gaseous or liquid hydrogen in

vehicles, the large investment in infrastructure that would be required to fuel vehicles,

and the inefficiency of production processes.

Buses, trains, PHB bicycles, canal boats, cargo bikes, golf carts, motorcycles,

wheelchairs, ships, airplanes, submarines, and rockets can already run on hydrogen, in

various forms. NASA uses hydrogen to launch Space Shuttles into space. There is even a

working toy model car that runs on solar power, using a regenerative fuel cell to store

energy in the form of hydrogen and oxygen gas. It can then convert the fuel back into

water to release the solar energy.

The current land speed record for a hydrogen-powered vehicle is 286.476 mph

(461.038 km/h) set by Ohio State University's Buckeye Bullet 2, which achieved a

"flying-mile" speed of 280.007 mph (450.628 km/h) at the Bonneville Salt Flats in

August 2008. For production-style vehicles, the current record for a hydrogen-powered

vehicle is 333.38 km/h (207.2 mph) set by a prototype Ford Fusion Hydrogen 999 Fuel

Cell Race Car at Bonneville Salt Flats in Wend over, Utah in August 2007. It was

accompanied by a large compressed oxygen tank to increase power. Honda has also

created a concept called the FC Sport, which may be able to beat that record if put into

production.

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Chapter-2-------------------------------------------------------------------------------------

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LITERATURE SURVEY---------------------------------------------------------------------------------------

CHAPTER 2

LITERATURE SURVEY

NECESSITY OF USING ALTERNATIVE FUEL

In the automobile field now the fuel used is known as petrol and fuel oil (Diesel).

Petrol is a volatile fuel which is used in spark ignition engines and fuel oil which is used

in compression ignition engine.

Basically both the fuels petrol and diesel is obtained from the crude oil (i.e.)

petroleum. Now the problem is, its availability is decreasing day by day in bulk and

insufficient for future decades. Hence an alternative fuel is essential to fight against

scarcity. In term of long sight some alternative fuels are suggested and experimented by

various manufacturing units with technicians, such alternative fuels are as follows.

1. Hydrogen Gas with LPG

2. Methyl alcohol

3. Compressed Natural gas (CNG)

4. Liquefied Petroleum gas (LPG)

In this project we have installed hydrogen gas with LPG as alternative fuel in Four

stroke Gasoline engine.

At the beginning of 2002, the Bush Administration announced the .Freedom CAR

initiative, an industry-government cooperative effort, to develop fuel cell vehicles. This

Prompted a subcommittee of the POPA Energy and Environment Committee to

commence work on a report about fuel cells and Freedom CAR. The rationale for

preparing such a report is that the topic is an important aspect of the nation’s energy

policy a topic that physicists justifiably feel competent to discuss. Previous POPA studies

have been on nuclear energy, energy supplies, etc.

Fuel cells are of interest to the physics community (e. g., see the recent Physics

Today article by Joan Ogden) and physicists are actively involved in research areas for

potential hydrogen storage, such as carbon nano tubes. The materials aspects of fuel cells

are especially within the purview of physicists. Overall systems considerations, wells-to-

wheels energy efficiency, and related issues can benefit from analysis by physicists. In

view of the high expectations for fuel-cell vehicles generated by the Freedom CAR

initiative, it seems reasonable to examine what is reality and what is unsupported

optimism. Of those who have read the Ogden article or popular-press fuel cell articles,

some will want to know more. This report is a start on a balanced discussion that intends

to educate, rather than persuade or advocate. The intended audience is POPA and the

APS membership.

The motivation for the Freedom Car initiative is to reduce U.S. dependence on

imported petroleum, to reduce emissions of atmospheric pollutants, and to reduce CO2

emissions by improving fuel economy and/or by going to a hydrogen-based system.

Since the transportation sector itself uses more oil than produced domestically (Fig. 1),

FreedomCAR also addresses a serious national security issue.

The big three automotive manufacturers have publicly committed their companies

to participation in the initiative. General Motors Chairman Jack Smith: .With the

FreedomCAR program, we are taking a major step towards creating a future where the

vehicle is no longer part of the energy and environmental debate.

DaimlerChrysler CEO

Dieter Zetsche: Freedom CAR focuses on jointly developing technologies that are

important to the entire automotive industry. This program allows us to continue to work

Together as an industry in a way that can make a difference.. Ford Chairman and Chief

Executive Officer William Clay Ford Jr.: .Our companies have made significant progress

in reducing the environmental impact of our products. Our participation in FreedomCAR

signifies our commitment to continue that progress. FreedomCAR has the following

technology-specific goals for 2010.

• To ensure reliable systems with costs comparable with conventional internal

combustion engine/automatic transmission systems, future fuel cell power trains should

have o Electric propulsion system with a 15-year life capable of delivering at least 55 kW

for 18 seconds and 30 kW in a continuous mode, at a system cost of $12/kW peak.

• A durable fuel cell power system (including hydrogen storage) that achieves 60%

energy efficiency when operating at peak power and that offers a 325 W/kg power

density and 220 W/L operating on hydrogen. Cost targets are $45/kW by 2010, $30/kW

by 2015.

• To enable clean, energy-efficient vehicles operating on clean, hydrocarbon-based fuels

powered by fuel cells, the goal is

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Chapter-3-------------------------------------------------------------------------------------

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I.C ENGINE---------------------------------------------------------------------------------------

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.

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.

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.

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.

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.

ENGINE TERMINOLOGY

The engine terminologies are detailed below,

CYLINDER

It is a cylindrical vessel or space in which the piston makes a reciprocating

motion.

PISTON

It is a cylindrical component fitted to the cylinder which transmits the bore

of explosion to the crankshaft.

COMBUSTION CHAMBER

It is the space exposed in the upper part of the cylinder where the

combustion of fuel takes place.

CONNECTING ROD

It inter connects the piston and the crankshaft and transmits the

reciprocating motion of the piston into the rotary motion of crankshaft.

CRACKSHAFT

It is a solid shaft from which the power is transmitted to the clutch.

CAM SHAFT

It is drive by the crankshaft through timing gears and it is used to control

the opening and closing of two valves.

CAM

These are made as internal part of the camshaft and are designed in such a way to

open the valves at the current timing.

PISTON RINGS

It provides a tight seal between the piston and cylinder wall and preventing

leakage of combustion gases.

GUDGEON PIN

It forms a link between the small end of the connecting rod and the piston.

INLET

The pipe which connects the intake system to the inlet valve of the engine end

through which air or air fuel mixture is drawn in to the cylinder.

EXHAUST MANIFOLD

The pipe which connects the exhaust system to the exhaust valve of the

engine through which the product of combustion escape in to the atmosphere.

INLET AND EXHAUST VALVE

They are provided on either on the cylinder head or on the side of the cylinder and

regulating the charge coming in to the cylinder and for discharging the product of

combustion from the cylinder.

FLYWHEEL

It is a heavy steel wheel attached to the rear end of the crank shaft. It absorbs

energy when the engine speed is high and gives back when the engine speed is low.

NOMENCLATURE

This refers to the position of the crank shaft when the piston is in it slowest

position.

BORE(d)

Diameter of the engine cylinder is refers to as the bore.

STROKE(s)

Distance traveled by the piston in moving from TDC to the piston in

moving from TDC to the BDC.

CLEARANCE VOLUME (V)

The volume of cylinder above the piston when it is in the TDC position.

SWEPT VOLUME (V)

The swept volume of the entire cylinder

Vd = Vs N

Where,

Vs ------- Swept Volume

N --------- Number of cylinder

COMPRESSION RATIO (R)

It is the ratio of the total cylinder volume when the piston is at BDC to the

clearance volume.

ENGINE SPECIFICATION

Type of fuel used : Petrol/Hydrogen with LPG

Cooling system : Air cooled

Number of cylinder : Single

Number of stroke : Four Stroke

Arrangement : Vertical

Cubic capacity : 100 cc

Spark Ignition Engine

A spark ignition (SI) engine runs on an Otto cycle—most gasoline engines run on

a modified Otto cycle. This cycle uses a homogeneous air-fuel mixture which is

combined prior to entering the combustion chamber. Once in the combustion chamber,

the mixture is compressed, and then ignited using a spark plug (spark ignition). The SI

engine is controlled by limiting the amount of air allowed into the engine. This is

accomplished through the use of a throttling valve placed on the air intake (carburetor or

throttle body). Mitsubishi is working on the development of a certain type of SI engine

called the gasoline direct injection engine.

Advantages

A century of development and refinement - For the last century the SI engine has

been developed and used widely in automobiles. Continual development of this

technology has produced an engine that easily meets emissions and fuel economy

standards. With current computer controls and reformulated gasoline, today's engines are

much more efficient and less polluting than those built 20 years ago.

Low cost - The SI engine is the lowest cost engine because of the huge volume

currently produced.

Disadvantages

The SI engine has a few weaknesses that have not been significant problems in the

past, but may become problems in the future.

Difficulty in meeting future emissions and fuel economy standards at a reasonable

cost - Technology has progressed and will enable the SI engine to meet current standards,

but as requirements become tougher to meet, the associated engine cost will continue to

rise.

Throttling loss lowers the efficiency - To control an SI engine, the air allowed into

the engine is restricted using a throttling plate. The engine is constantly fighting to draw

air past the throttle, which expends energy.

Friction loss due to many moving parts - The SI engine is very complex and has

many moving parts. The losses through bearing friction and sliding friction further reduce

the efficiency of the engine.

Limited compression ratio lowers efficiency - Because the fuel is already mixed

with the air during compression, it will auto-ignite (undesirable in a gasoline engine) if

the compression ratio is too high. The compression ratio of the engine is limited by the

octane rating of the engine.

Emission Control Systems

Automotive emissions contribute significantly to urban air quality problems.

HEVs can reduce this contribution significantly through increased fuel economy, use of

alternative fuels, and improved power unit and after treatment technology. A well-tuned

spark ignition engine produces relatively low emissions. Significant emissions occur

when the vehicle is started and warming up. During this time the engine must be choked

to run properly. This creates excess unburned fuel in the exhaust, which leads to

hydrocarbon and carbon monoxide emissions. During normal driving, emissions are

relatively low because the air-to-fuel mixture is precisely controlled, allowing the

catalytic converter to effectively reduce emissions.

The diesel engine emissions are primarily nitrogen oxides (NOx) and particulate

matter (PM). NOx is produced because the engine is operated with a lean air-to-fuel

mixture. The high compression ratio of a diesel engine (required because of compression

ignition) creates much higher pressure and temperature in the combustion cylinder. This

lean mixture and high temperature cause the higher level of NOx production. At high

engine loads, where more fuel is injected, some of the fuel burns incompletely leading to

the black smoke (PM) characteristic of a diesel engine. The fuel cell produces a little

water as emissions when operating on pure hydrogen. Other types of fuel cells have

reformers that convert methane to hydrogen, then use the hydrogen. The reformer

produces some emissions in the conversion process, but overall emission levels are low.

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Chapter-4-------------------------------------------------------------------------------------

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BEARING WITH BEARING CAP---------------------------------------------------------------------------------------

CHAPTER 4

BEARING WITH BEARING CAP

The bearings are pressed smoothly to fit into the shafts because if hammered the

bearing may develop cracks. Bearing is made upon steel material and bearing cap is mild

steel.

INTRODUCTION

Ball and roller bearings are used widely in instruments and machines in

order to minimize friction and power loss.  While the concept of the ball bearing

dates back at least to Leonardo da Vinci, their design and manufacture has become

remarkably sophisticated. This  technology  was  brought  to  its  p resent  state  o f

perfection  only  after  a  long  period  of research and development.  The benefits of

such specialized research can be obtained when it is possible to use a standardized

bearing of the proper size and type.  However, such bearings cannot be used

indiscriminately without a careful study of the loads and operating conditions.  In

addition, the bearing must be provided with adequate mounting, lubrication and

sealing. Design engineers have usually two possible sources for obtaining

information which they can use to select a bearing for their particular application:

a)  Textbooks

b)  Manufacturers’

Catalogs Textbooks are excellent sources; however, they tend to be overly

detailed and aimed at the student of the subject matter rather than the practicing

designer.  They, in most cases, contain information on how to design rather than

how to select a bearing for a particular application. Manufacturers’ catalogs, in

turn, are also excellent and contain a wealth of information which relates to the

products of the particular manufacturer.  These catalogs, however, fail to provide

alternatives – which may divert the designer’s interest to products not

manufactured by them. Our Company, however, provides the broadest selection of

many types of bearings made by different manufacturers.  

For this reason, we are interested in providing a condensed overview of the

subject matter in an objective manner, using data obtained from different texts,

handbooks and manufacturers’ literature.  This information will enable the reader

to select the proper bearing in an expeditious manner. If the designer’s interest

exceeds the scope of the presented material, a list of references is provided at the

end of the Technical Section. At the same time, we are expressing our thanks and

are providing credit to the sources which supplied the material presented here.

Construction and Types of Ball Bearings

A ball bearing usually consists of four parts:  an inner ring, an outer ring, the balls

and the cage or separator.

 To increase the contact area and permit larger loads to be carried, the balls run in

curvilinear grooves in the rings.  The radius of the groove is slightly larger than the radius

of the ball, and a very slight amount of radial play must be provided.  The bearing is thus

permitted to adjust itself to small amounts of angular misalignment between the

assembled shaft and mounting.  The separator keeps the balls evenly spaced and prevents

them from touching each other on the sides where their relative velocities are the greatest.

Ball bearings are made in a wide variety of types and sizes.  Single-row radial bearings

are made in four series, extra light, light, medium, and heavy, for each bore, as illustrated

in Fig. 1-3(a), (b), and (c).

100 Series 200 Series 300 Series Axial Thrust Angular Contact Self-aligning

Bearing Fig. 1-3 Types of Ball Bearings

The heavy series of bearings is designated by 400.  Most, but not all,

manufacturers use a numbering system so devised that if the last two digits are multiplied

by 5, the result will be the bore in millimeters.  

The digit in the third place from the right indicates the series number. Thus,

bearing 307 signifies a medium-series bearing of 35-mm bore.  For additional digits,

which may be present in the catalog number of a bearing, refer to manufacturer’s details.

 Some makers list deep groove bearings and bearings with two rows of balls.  For

bearing designations of Quality Bearings &

Components (QBC), see special pages devoted to this

purpose. The radial bearing is able to carry a

considerable amount of axial thrust.  However, when

the load is directed entirely along the axis, the thrust type of bearing should be used.  The

angular contact bear- ing will take care of both radial and axial loads.  The self-aligning

ball  bearing  will  take  care  of  large amounts  of  angular  misalignment.   An  increase

in radial capacity may be secured by using rings with deep grooves, or by employing a

double-row radial bearing. Radial bearings are divided into two general classes,

depending on the method of assembly.  These are the Conrad, or nonfilling-notch type,

and the maximum, or filling-notch type.  In the Conrad bearing, the balls are placed

between the rings as shown in Fig. 1-4(a).  Then they are evenly spaced and the separator

is riveted in place.    In  the  maximum-type  bearing,  the  balls  are a (a) (b) (c) (d) (e) (f)

100 Series Extra Light 200 Series Light 300 Series Medium Axial Thrust Bearing

Angular Contact Bearing Self-aligning Bearing Fig. 1-3  Types of Ball Bearings Fig. 1-4

Methods of Assembly        for Ball Bearings (a) Conrad or non-filling notch type (b)

Maximum or filling notch type

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Chapter-5-------------------------------------------------------------------------------------

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SPROCKET WITH CHAIN DRIVE---------------------------------------------------------------------------------------

CHAPTER 5

SPROCKET AND CHAIN DRIVE

This is a cycle chain sprocket. The chain sprocket is coupled with another

generator shaft. The chain converts rotational power to pulling power, or pulling power to

rotational power, by engaging with the sprocket.

The sprocket looks like a gear but differs in three important ways:

1. Sprockets have many engaging teeth; gears usually have only one or two.

2. The teeth of a gear touch and slip against each other; there is basically no slippage in a

sprocket.

3. The shape of the teeth is different in gears and sprockets.

Figure Types of Sprockets

Engagement with Sprockets:

Although chains are sometimes pushed and pulled at either end by cylinders,

chains are usually driven by wrapping them on sprockets. In the following section, we

explain the relation between sprockets and chains when power is transmitted by

sprockets.

1. Back tension

First, let us explain the relationship between flat belts and pulleys. Figure 2.5

shows a rendition of a flat belt drive. The circle at the top is a pulley, and the belt hangs

down from each side. When the pulley is fixed and the left side of the belt is loaded with

tension (T0), the force needed to pull the belt down to the right side will be:

T1 = T0 3 eµu

For example, T0 = 100 N: the coefficient of friction between the belt and pulley, µ

= 0.3; the wrap angle u = ¼ (180).

T1 = T0 3 2.566 = 256.6 N

In brief, when you use a flat belt in this situation, you can get 256.6 N of drive

power only when there is 100 N of back tension.

For elements without teeth such as flat belts or ropes, the way to get more drive

power is to increase the coefficient of friction or wrapping angle. If a substance, like

grease or oil, which decreases the coefficient of friction, gets onto the contact surface, the

belt cannot deliver the required tension.

In the chain's case, sprocket teeth hold the chain roller. If the sprocket tooth

configuration is square, as in Figure 2.6, the direction of the tooth's reactive force is

opposite the chain's tension, and only one tooth will receive all the chain's tension.

Therefore, the chain will work without back tension.

Figure Flat Belt Drive

Figure Simplified Roller/Tooth Forces

But actually, sprocket teeth need some inclination so that the teeth can engage and

slip off of the roller. The balances of forces that exist around the roller are shown in

Figure 2.7, and it is easy to calculate the required back tension.

For example, assume a coefficient of friction µ = 0, and you can calculate the back

tension (Tk) that is needed at sprocket tooth number k with this formula:

Tk = T0 3 sin ø k-1 sin(ø + 2b) Where:

Tk= back tension at tooth k

Figure The Balance of Forces Around the Roller

T0 = chain tension

ø = sprocket minimum pressure angle 17 64/N(š)

N = number of teeth

2b = sprocket tooth angle (360/N)

k = the number of engaged teeth (angle of wrap 3 N/360); round down to the nearest

whole number to be safe

By this formula, if the chain is wrapped halfway around the sprocket, the back

tension at sprocket tooth number six is only 0.96 N. This is 1 percent of the amount of a

flat belt. Using chains and sprockets, the required back tension is much lower than a flat

belt. Now let's compare chains and sprockets with a toothed-belt back tension. Although

in toothed belts the allowable tension can differ with the number of pulley teeth and the

revolutions per minute (rpm), the general recommendation is to use 1/3.5 of the allowable

tension as the back tension (F). This is shown in below Figure 2.8. Therefore, our 257 N

force will require 257/3.5 = 73 N of back tension.

Both toothed belts and chains engage by means of teeth, but chain's back tension is

only 1/75 that of toothed belts.

Figure 2.8 Back Tension on a Toothed Belt

Chain wear and jumping sprocket teeth

The key factor causing chain to jump sprocket teeth is chain wear elongation (see

Basics Section 2.2.4). Because of wear elongation, the chain creeps up on the sprocket

teeth until it starts jumping sprocket teeth and can no longer engage with the sprocket.

Figure 2.9 shows sprocket tooth shape and positions of engagement. Figure 2.10

shows the engagement of a sprocket with an elongated chain.

In Figure 2.9 there are three sections on the sprocket tooth face:

a: Bottom curve of tooth, where the roller falls into place;

b: Working curve, where the roller and the sprocket are working together;

c: Where the tooth can guide the roller but can't transmit tension. If the roller, which

should transmit tension, only engages with C, it causes jumped sprocket teeth.

The chain's wear elongation limit varies according to the number of sprocket teeth

and their shape, as shown in Figure 2.11. Upon calculation, we see that sprockets with

large numbers of teeth are very limited in stretch percentage. Smaller sprockets are

limited by other harmful effects, such as high vibration and decreasing strength;

therefore, in the case of less than 60 teeth, the stretch limit ratio is limited to 1.5 percent

(in transmission chain).

Figure 2.9 Sprocket Tooth Shape and Positions of Engagement

Figure 2.10 The Engagement Between a Sprocket and

  an Elongated Chain

In conveyor chains, in which the number of working teeth in sprockets is less than

transmission chains, the stretch ratio is limited to 2 percent. Large pitch conveyor chains

use a straight line in place of curve B in the sprocket tooth face.

Figure 2.11 Elongation Versus the Number of Sprocket Teeth

A chain is a reliable machine component, which transmits power by means of tensile

forces, and is used primarily for power transmission and conveyance systems. The

function and uses of chain are similar to a belt. There are many kinds of chain. It is

convenient to sort types of chain by either material of composition or method of

construction.

We can sort chains into five types:

Cast iron chain.

Cast steel chain.

Forged chain.

Steel chain.

Plastic chain.

Demand for the first three chain types is now decreasing; they are only used in

some special situations. For example, cast iron chain is part of water-treatment

equipment; forged chain is used in overhead conveyors for automobile factories.

In this book, we are going to focus on the latter two: "steel chain," especially the

type called "roller chain," which makes up the largest share of chains being produced,

and "plastic chain." For the most part, we will refer to "roller chain" simply as "chain."

NOTE: Roller chain is a chain that has an inner plate, outer plate, pin, bushing, and roller.

In the following section of this book, we will sort chains according to their uses,

which can be broadly divided into six types:

1. Power transmission chain.

2. Small pitch conveyor chain.

3. Precision conveyor chain.

4. Top chain.

5. Free flow chain.

6. Large pitch conveyor chain.

The first one is used for power transmission; the other five are used for

conveyance. In the Applications section of this book, we will describe the uses and

features of each chain type by following the above classification.

In the following section, we will explain the composition of power transmission

chain, small pitch chain, and large pitch conveyor chain. Because there are special

features in the composition of precision conveyor chain, top chain, and free flow chain,

checks the appropriate pages in the Applications section about these features.

Basic Structure of Power Transmission Chain

A typical configuration for RS60-type chain is shown in Figure 1.1.

Connecting Link

Figure 1.1 The Basic Components of Transmission Chain

This is the ordinary type of connecting link. The pin and link plate are slip fit in

the connecting link for ease of assembly. This type of connecting link is 20 percent lower

in fatigue strength than the chain itself. There are also some special connecting links

which have the same strength as the chain itself. (See Figure 1.2)

Tap Fit Connecting Link

In this link, the pin and the tap fit connecting link plate are press fit. It has fatigue

strength almost equal to that of the chain itself. (See Figure 1.2)

Offset Link

An offset link is used when an odd

number of chain links is required.

It is 35 percent lower in fatigue

strength than the chain itself. The

pin and two plates are slip fit.

There is also a two-pitch offset

link available that has fatigue strength as great as the chain itself. (See Figure 1.3)

Figure 1.2 Standard Connecting Link (top)

  and Tap Fit Connecting Link (bottom)

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Chapter-6-------------------------------------------------------------------------------------

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Figure 1.3 Offset Link

HYDROGEN PRODUCTION---------------------------------------------------------------------------------------

CHAPTER 6

HYDROGEN PRODUCTION

Hydrogen Gas is a volatile gas at room temperature, but when chilled to -253C

and compressed, it makes the perfect fuel. Hydrogen’s greatest feature, as a fuel, is that it

causes no pollution.

A hydrogen fuel cell works by combing hydrogen gas with atmospheric oxygen.

The resulting chemical reaction generates electric power, and the only by-product it

produces is clean water. At a time when there is real concern about global warming due

to carbon emissions, this makes hydrogen fuel a desirable technology and perhaps the

most feasible alternative to petrol and gasoline.

Many scientists and researches are working towards a vision of the hydrogen

economy. Hydrogen based fuel could potentially be used to run our cars or even drive

larger scale power plants, generating the electricity we need to light our buildings, run

our kettles and fridges, and power our computers. But hydrogen does not occur naturally

and it has to be processed. The big challenge is the large scale production of hydrogen in

sustainable way. There are a number of challenges to be overcome before hydrogen gas is

common place as a fuel.

Hydrogen fuel is used to generate electricity, but conversely, electricity is required

to generate the hydrogen fuel. Electrolysis uses electricity to break water into hydrogen

and oxygen, with the two gases forming at opposite electrodes. Electricity is also required

to power the compression of the hydrogen and the refrigeration to chill it to less than -

200 degrees.

However, this initial requirement of electricity could be generated sustainably

through wind power, biomass, tidal, hydropower, or even nuclear.

Hydrogen can also be generated by extracting it from natural gas, but this process

generates carbon dioxide and negates the main motivation for moving to hydrogen fuel-

cell vehicles: ending dependence on fossil fuels. Further exciting alternative technology

at an early stage in development is Solar Powered Hydrogen Generation utilizing water-

splitting solar panels.

HYDROGEN GAS FROM WATER MIXED WITH KOH:-

Here's some information on a simple homegrown method for producing pure

hydrogen gas. The beauty of this system, is that it uses a common inexpensive chemical

which is not consumed in the reaction, so it can be used again and again almost

indefinitely (if you use pure water in the reaction).

The chemical is Potassium hydroxide, commonly called caustic potash. It's

chemical formula is KOH, and its used to manufacture soaps, dyes, alkaline batteries,

adhesives, fertilizers, drain pipe cleaners, asphalt emulsions, and purifying industrial

gases.

The chemical reaction we are interested in occurs with water in the following

equation.

KOH + H2O = KOOH + H2

The balanced equation is

2KOH + 2H2O = 2KOOH + 2H2

Notice the free Hydrogen gas 2H2 which is stripped from the water added to the

KOH. Making this reaction more than a one-time event is the key to cheap hydrogen

production, which means controlling the reverse reaction to recover the KOH without

giving back the hydrogen. There is an easy way to do this however.

Stripping the Hydrogen from the water removed stored energy from the first

reaction, and it must be replaced to drive the reaction in the opposite direction, but

instead of giving back the hydrogen gas we can give back the energy in another form like

solar radiation.

Thus, heating the KOOH in a solar cooker will produce the following reaction:

KOOH + HEAT --> KOH + O. The balanced reaction is 2KOOH + HEAT --> 2KOH +

O2 Notice the free Oxygen gas released in this reaction.

The combined result of our double reaction cycle is the splitting of H20 into 2 free

gases, and our initial Potassium Hydroxide is ready to be used again. Furthermore, not

only have we created a fuel supply, but also an oxygen supply. Designing a continuous

fuel supply system from this reaction cycle would require 2 potassium hydroxide tanks.

One for each reaction They would have to be exchanged between reactions on a regular

timed schedule.

Hydrogen production can be regulated with a flow control value from the H2O

storage tank. O2 production is regulated by heat input. Matching gas production with

consumption would reduce the size of tanks needed for surplus gas storage. I haven’t

done the exact calculations on how much potassium hydroxide is needed to supply the

average gas requirements per capita consumed in the US, but I am guessing that it

wouldn’t require very many pounds of KOH, so the system size could be pretty small.

The solar collector for the oxygen reaction would probably be the biggest component,

and I suggest a focusing solar collector be used for higher heat input.

There you have it, a non-polluting source of free hydrogen and oxygen from

nothing but the Sun and water!

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Chapter-7-------------------------------------------------------------------------------------

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LPG FUEL SYSTEM---------------------------------------------------------------------------------------

CHAPTER 7

LPG FUEL SYSTEM

FUNCTION:

When starting the engine, gas flows from the cylinder through valve, due to

vacuum creation inside the crank case and slider being closed, and the coming gas enters

directly through the idle passage into the intake tube, thus the engine starts.

When acceleration is applied, the slider moves upwards, so the gas enters both

through acceleration passage and idle passage into the crankcase thus the vehicle speed is

increased. The quantity of gas going through idle passage is less and through acceleration

passage is more. If initial starting is difficult, the slider can be just raised for starting.

1. LPG CYLINDER:

Construction

It is a closed cylindrical container made up of thick steel plate. A primary

delivery valve is provided at the top of the cylinder.

The delivery valve consists of a valve body where there is valve seat for the valve

to be seated. Under the valve there is a low tension sprig which retains the valve in

position. A threaded portion is provided in the valve body to fix the regulator.

The followings are the some of details about the cylinder.

a. Working pressure = 5PSI-15PSI (1PSI=0.071428 KG/CM²)

b. Pressure inside the cylinder = 1.66 Mpa (1pa=1N/m²)

c. Pressure can be

With stand by the cylinder = 2.48 Mpa

d. LPG cylinder weight with gas = 4.6 Kg.

2. LPG REGULATOR:

Construction:

The regulator is a barrel structured body made of brass having a hose collar and

provision to fix a pressure gauge at the top. The amount of gas flow of required

pressure is controlled by a tapered pin which is of screw type fastened across the

hollow passage. At the bottom there is a knob which presses the valve in the cylinder

for the gas to come out.

Function:

When the regulator is fastened in the valve body, the knob in the regulator forces

the valve inwards and gas comes out from the cylinder to the hollow passage of the

regulator. The flow of gas with pressure is prevented and secured by a tapered pin in

the regulator and comes out through hose collar from where it can be used.

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Chapter-8-------------------------------------------------------------------------------------

---------------------------------------------------------------------------------------

BATTERY---------------------------------------------------------------------------------------

CHAPTER 8

BATTERY

INTRODUCTION:

In isolated systems away from the grid, batteries are used for storage of excess

solar energy converted into electrical energy. The only exceptions are isolated sunshine

load such as irrigation pumps or drinking water supplies for storage. In fact for small

units with output less than one kilowatt.

Batteries seem to be the only technically and economically available storage

means. Since both the photo-voltaic system and batteries are high in capital costs. It is

necessary that the overall system be optimized with respect to available energy and local

demand pattern. To be economically attractive the storage of solar electricity requires a

battery with a particular combination of properties:

(1) Low cost

(2) Long life

(3) High reliability

(4) High overall efficiency

(5) Low discharge

(6) Minimum maintenance

(A) Ampere hour efficiency

(B) Watt hour efficiency

We use lead acid battery for storing the electrical energy from the solar panel for

lighting the street and so about the lead acid cells are explained below.

LEAD-ACID WET CELL:

Where high values of load current are necessary, the lead-acid cell is the type most

commonly used. The electrolyte is a dilute solution of sulfuric acid (H₂SO₄).

In the application of battery power to start the engine in an auto mobile, for

example, the load current to the starter motor is typically 200 to 400A. One cell has a

nominal output of 2.1V, but lead-acid cells are often used in a series combination of three

for a 6-V battery and six for a 12-V battery.

The lead acid cell type is a secondary cell or storage cell, which can be recharged.

The charge and discharge cycle can be repeated many times to restore the output voltage,

as long as the cell is in good physical condition. However, heat with excessive charge

and discharge currents shortends the useful life to about 3 to 5 years for an automobile

battery. Of the different types of secondary cells, the lead-acid type has the highest

output voltage, which allows fewer cells for a specified battery voltage.

CONSTRUCTION:

Inside a lead-acid battery, the positive and negative electrodes consist of a group

of plates welded to a connecting strap. The plates are immersed in the electrolyte,

consisting of 8 parts of water to 3 parts of concentrated sulfuric acid. Each plate is a grid

or framework, made of a lead-antimony alloy. This construction enables the active

material, which is lead oxide, to be pasted into the grid. In manufacture of the cell, a

forming charge produces the positive and negative electrodes. In the forming process, the

active material in the positive plate is changed to lead peroxide (pbo₂). The negative

electrode is spongy lead (pb).

Automobile batteries are usually shipped dry from the manufacturer. The

electrolyte is put in at the time of installation, and then the battery is charged to from the

plates. With maintenance-free batteries, little or no water need be added in normal

service. Some types are sealed, except for a pressure vent, without provision for adding

water.

The construction parts of battery are shown in figure (6).

CHEMICAL ACTION:

Sulfuric acid is a combination of hydrogen and sulfate ions. When the cell

discharges, lead peroxide from the positive electrode combines with hydrogen ions to

form water and with sulfate ions to form lead sulfate. Combining lead on the negative

plate with sulfate ions also produces he sulfate. There fore, the net result of discharge is

to produce more water, which dilutes the electrolyte, and to form lead sulfate on the

plates.

As the discharge continues, the sulfate fills the pores of the grids, retarding

circulation of acid in the active material. Lead sulfate is the powder often seen on the

outside terminals of old batteries. When the combination of weak electrolyte and

sulfating on the plate lowers the output of the battery, charging is necessary.

On charge, the external D.C. source reverses the current in the battery. The

reversed direction of ions flows in the electrolyte result in a reversal of the chemical

reactions. Now the lead sulfates on the positive plate reactive with the water and sulfate

ions to produce lead peroxide and sulfuric acid. This action re-forms the positive plates

and makes the electrolyte stronger by adding sulfuric acid.

At the same time, charging enables the lead sulfate on the negative plate to react

with hydrogen ions; this also forms sulfuric acid while reforming lead on the negative

plate to react with hydrogen ions; this also forms currents can restore the cell to full

output, with lead peroxide on the positive plates, spongy lead on the negative plate, and

the required concentration of sulfuric acid in the electrolyte.

The chemical equation for the lead-acid cell is

Charge

Pb + pbO₂ + 2H₂SO₄ 2pbSO₄ + 2H₂O

Discharge

On discharge, the pb and pbo₂ combine with the SO₄ ions at the left side of the

equation to form lead sulfate (pbSO₄) and water (H₂O) at the right side of the equation.

One battery consists of 6 cell, each have an output voltage of 2.1V, which are connected

in series to get an voltage of 12V and the same 12V battery is connected in series, to get

an 24 V battery. They are placed in the water proof iron casing box.

CARING FOR LEAD-ACID BATTERIES:

Always use extreme caution when handling batteries and electrolyte. Wear

gloves, goggles and old clothes. “Battery acid” will burn skin and eyes and destroy

cotton and wool clothing.

The quickest way of ruin lead-acid batteries is to discharge them deeply and leave

them stand “dead” for an extended period of time. When they discharge, there is a

chemical change in the positive plates of the battery. They change from lead oxide when

charge out lead sulfate when discharged. If they remain in the lead Sulfate State for a

few days, some part of the plate dose not returns to lead oxide when the battery is

recharged. If the battery remains discharge longer, a greater amount of the positive plate

will remain lead sulfate. The parts of the plates that become “sulfate” no longer store

energy. Batteries that are deeply discharged, and then charged partially on a regular basis

can fail in less then one year.

Check your batteries on a regular basis to be sure they are getting charged. Use a

hydrometer to check the specific gravity of your lead acid batteries. If batteries are

cycled very deeply and then recharged quickly, the specific gravity reading will be lower

than it should because the electrolyte at the top of the battery may not have mixed with

the “charged” electrolyte.

Check the electrolyte level in the wet-cell batteries at the least four times a year

and top each cell of with distilled water. Do not add water to discharged batteries.

Electrolyte is absorbed when batteries are very discharged. If you add water at this time,

and then recharge the battery, electrolyte will overflow and make a mess.

Keep the top of your batteries clean and check that cables are tight. Do not tighten

or remove cables while charging or discharging. Any spark around batteries can cause a

hydrogen explosion inside, and ruin one of the cells, and you.

On charge, with reverse current through the electrolyte, the chemical action is

reversed. Then the pb ions from the lead sulfate on the right side of the equation re-form

the lead and lead peroxide electrodes. Also the SO₄ ions combine with H₂ ions from the

water to produce more sulfuric acid at the left side of the equation.

CURRENT RATINGS:

Lead-acid batteries are generally rated in terms of how much discharge currents

they can supply for a specified period of time; the output voltage must be maintained

above a minimum level, which is 1.5 to 1.8V per cell. A common rating is ampere-hours

(A.h.) based on a specific discharge time, which is often 8h. Typical values for

automobile batteries are 100 to 300 A.h.

As an example, a 200 A.h battery can supply a load current of 200/8 or 25A, used

on 8h discharge. The battery can supply less current for a longer time or more current for

a shorter time. Automobile batteries may be rated for “cold cranking power”, which is

related to the job of starting the engine. A typical rating is 450A for 30s at a temperature

of 0 degree F.

Note that the ampere-hour unit specifies coulombs of charge. For instance, 200

A.h. corresponds to 200A*3600s (1h=3600s). the equals 720,000 A.S, or coulombs.

One ampere-second is equal to one coulomb. Then the charge equals 720,000 or

7.2*10^5ºC. To put this much charge back into the battery would require 20 hours with a

charging current of 10A.

The ratings for lead-acid batteries are given for a temperature range of 77 to 80ºF.

Higher temperature increase the chemical reaction, but operation above 110ºF shortens

the battery life.

Low temperatures reduce the current capacity and voltage output. The ampere-

hour capacity is reduced approximately 0.75% for each decreases of 1º F below normal

temperature rating. At 0ºF the available output is only 60 % of the ampere-hour battery

rating. In cold weather, therefore, it is very important to have an automobile battery unto

full charge. In addition, the electrolyte freezes more easily when diluted by water in the

discharged condition.

SPECIFIC GRAVITY:

Measuring the specific gravity of the electrolyte generally checks the state of

discharge for a lead-acid cell. Specific gravity is a ratio comparing the weight of a

substance with the weight of a substance with the weight of water. For instance,

concentrated sulfuric acid is 1.835 times as heavy as water for the same volume.

Therefore, its specific gravity equals 1.835. The specific gravity of water is 1, since it is

the reference.

In a fully charged automotive cell, mixture of sulfuric acid and water results in a

specific gravity of 1.280 at room temperatures of 70 to 80ºF. As the cell discharges,

more water is formed, lowering the specific gravity. When it is down to about 1.150, the

cell is completely discharged.

Specific-gravity readings are taken with a battery hydrometer. Note that the

calibrated float with the specific gravity marks will rest higher in an electrolyte of higher

specific gravity.

The decimal point is often omitted for convenience. For example, the value of

1.220 is simply read “twelve twenty”. A hydrometer reading of 1260 to 1280 indicates

full charge, approximately 12.50 are half charge, and 1150 to 1200 indicates complete

discharge.

The importance of the specific gravity can be seen from the fact that the open-

circuit voltage of the lead-acid cell is approximately equal to

V = Specific gravity + 0.84

For the specific gravity of 1.280, the voltage is 1.280 = 0.84 = 2.12V, as an

example. These values are for a fully charged battery.

CHARGING THE LEAD-ACID BATERY:

The requirements are illustrated in figure. An external D.C. voltage source is

necessary to produce current in one direction. Also, the charging voltage must be more

than the battery e.m.f.

Approximately 2.5 per cell are enough to over the cell e.m.f. so that the charging

voltage can produce current opposite to the direction of discharge current. Note that the

reversal of current is obtained just by connecting the battery VB and charging source VG

with + to + and –to-, as shown in figure. The charging current is reversed because the

battery effectively becomes a load resistance for VG when it higher than VB. In this

example, the net voltage available to produce charging currents is 15-12=3V. A

commercial charger for automobile batteries is essentially a D.C. power supply,

rectifying input from the AC power line to provide D.C. output for charging batteries.

Float charging refers to a method in which the charger and the battery are always

connected to each other for supplying current to the load. In figure the charger provides

current for the load and the current necessary to keep the battery fully charged. The

battery here is an auxiliary source for D.C. power.

It may be of interest to note that an automobile battery is in a floating-charge

circuit. The battery charger is an AC generator or alternator with rectifier diodes, driver

by a belt from the engine. When you start the car, the battery supplies the cranking

power. Once the engine is running, the alternator charges he battery. It is not necessary

for the car to be moving. A voltage regulator is used in this system to maintain the

output at approximately 13 to 15 V.

The constant voltage of 24V comes from the solar panel controlled by the charge

controller so for storing this energy we need a 24V battery so two 12V battery are

connected in series. It is a good idea to do an equalizing charge when some cells show a

variation of 0.05 specific gravity from each other. This is a long steady overcharge,

bringing the battery to a gassing or bubbling state. Do not equalize sealed or gel type

batteries. With proper care, lead-acid batteries will have a long service life and work very

well in almost any power system. Unfortunately, with poor treatment lead-acid battery

life will be very short.

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Chapter-9-------------------------------------------------------------------------------------

---------------------------------------------------------------------------------------

WORKING PRINCIPLE---------------------------------------------------------------------------------------

CHAPTER 9

WORKING PRINCIPLE

The hydrogen gas is produced by mixing the KOH and water with the help

of cathode and anode terminals. The 12 volt battery supply is given to these electrodes,

so that the hydrogen is comes out from the negative terminal tank. This output gas is

dipped to the water tank so that hydrogen is produced. This will explained in the above

chapter.

Here's some information on a simple homegrown method for producing pure

hydrogen gas. The beauty of this system is that it uses a common inexpensive chemical

which is not consumed in the reaction, so it can be used again and again almost

indefinitely (if you use pure water in the reaction).

The chemical is Potassium hydroxide, commonly called caustic potash. It's

chemical formula is KOH, and its used to manufacture soaps, dyes, alkaline batteries,

adhesives, fertilizers, drain pipe cleaners, asphalt emulsions, and purifying industrial

gases.

The chemical reaction we are interested in occurs with water in the following

equation.

KOH + H2O = KOOH + H2

The balanced equation is

2KOH + 2H2O = 2KOOH + 2H2

Notice the free Hydrogen gas 2H2 which is stripped from the water added to the

KOH. Making this reaction more than a one-time event is the key to cheap hydrogen

production, which means controlling the reverse reaction to recover the KOH without

giving back the hydrogen. There is an easy way to do this however.

The LPG gas is stored in a LPG tank. This Gas is given to the LPG gas kit and

this output is given to the input of the carburetor. Before given to the carburetor the LPG

and Hydrogen gas top is mixed in the prober ratio so that the vehicle runs continuously.

--------------------------------------------------------------------------------------

Chapter-10-------------------------------------------------------------------------------------

---------------------------------------------------------------------------------------

DESIGN AND DRAWINGS---------------------------------------------------------------------------------------

CHAPTER 10

DESIGN AND DRAWINGS

1. DESIGN OF BALL BEARING

Bearing No. 6202

Outer Diameter of Bearing (D) = 35 mm

Thickness of Bearing (B) = 12 mm

Inner Diameter of the Bearing (d) = 15 mm

r₁ = Corner radii on shaft and housing

r₁ = 1 (From design data book)

Maximum Speed = 14,000 rpm (From design data book)

Mean Diameter (dm) = (D + d) / 2

= (35 + 15) / 2

dm = 25 mm

2. ENGINE DESIGN CALCULATIONS:-

DESIGN AND ANYLSIS ON TEMPERATURE DISTRIBUTION FOR TWO-

STROKE ENGINE COMPONENT USING FINITE ELEMENT METHOD:

SPECIFICATION OF FOUR STROKE PETROL ENGINE:

Type : four strokes

Cooling System : Air Cooled

Bore/Stroke : 50 x 50 mm

Piston Displacement : 98.2 cc

Compression Ratio : 6.6: 1

Maximum Torque : 0.98 kg-m at 5,500 RPM

CALCULATION:

Compression ratio = (Swept Volume + Clearance Volume)/ Clearance Volume

Here,

Compression ratio = 6.6:1

∴ 6.6 = (98.2 + Vc)/Vc

Vc = 19.64

Assumption:

1. The component gases and the mixture behave like ideal gases.

2. Mixture obeys the Gibbs-Dalton law

Pressure exerted on the walls of the cylinder by air is P₁

P₁ = (M₁RT)/V

Here,

M₁ = m/M = (Mass of the gas or air)/(Molecular Weight)

R = Universal gas constant = 8.314 KJ/Kg mole K.

T₁ = 303 ºK

V₁ = V = 253.28 x 10¯⁶ m³

Molecular weight of air = Density of air x V mole

Here,

Density of air at 303ºK = 1.165 kg/m³

V mole = 22.4 m³/Kg-mole for all gases.

∴Molecular weight of air = 1.165 x 22.4

∴P₁ = {[(m₁/(1.165 x 22.4)] x 8.314 x 303}/253.28 x 10¯⁶

P₁ = 381134.1 m₁

Let Pressure exerted by the fuel is P₂

P₂ = (N₂ R T)/V

Density of petrol = 800 Kg/m³

∴P₂ = {[(M₂)/(800 x 22.4)] x 8.314 x 303}/(253.28 x 10¯⁶

P₂ = 555.02 m₂

Therefore Total pressure inside the cylinder

PT = P₁ + P₂

= 1.01325 x 100 KN/m²

∴381134.1 m₁ + 555.02 m₂= 1.01325 x 100 ------------------------- (1)

Calculation of air fuel ratio:

Carbon = 86%

Hydrogen = 14%

We know that,

1Kg of carbon requires 8/3 Kg of oxygen for the complete combustion.

1Kg of carbon sulphur requires 1 Kg of Oxigen for its complete combustion.

(From Heat Power Engineering-Balasundrrum)

Therefore,

The total oxygen requires for complete combustion of 1 Kg of fuel

= [ (8/3c) + (3H₂) + S] Kg

Little of oxygen may already present in the fuel, then the total oxygen required for

complete combustion of Kg of fuel

= { [ (8/3c) + (8H₂) + S ] - O₂} Kg

As air contains 23% by weight of Oxygen for obtain of oxygen amount of air

required = 100/23 Kg

∴Minimum air required for complete combustion of 1 Kg of fuel

= (100/23) { [ (8/3c) + H₂ + S] - O₂} Kg

So for petrol 1Kg of fuel requires = (100/23) { [ (8/3c) x 0.86 + (8 x 0.14) ] }

= 14.84 Kg of air

∴Air fuel ratio = m₁/m₂ = 14.84/1

= 14.84

∴ m₁ = 14.84 m₂-------------------------- (2)

Substitute (2) in (1)

1.01325 x 100 = 3.81134 (14.84 m₂) + 555.02 m₂

∴m₂ = 1.791 x 10¯⁵ Kg/Cycle

Mass of fuel flow per cycle= 1.791 x 10¯⁵ Kg cycle

Therefore,

Mass flow rate of the fuel for 2500 RPM

[(1.791 x 10¯⁵)/3600] x (2500/2) x 60

= 3.731 x 10¯⁴ Kg/sec

Calculation of calorific value:

By Delong’s formula,

Higher Calorific Value = 33800 C + 144000 H₂ + 9270 S

= (33800 x 0.86) + (144000 x 0.14) + 0

HCV = 49228 KJ/Kg

Lower Calorific Value = HCV – (9H₂ x 2442)

= 49228 – [(9 x 0.14) x 2442]

= 46151.08 KJ/Kg

LCV = 46.151 MJ/Kg

Finding Cp and Cv for the mixture:

We know that,

Air contains 77% N₂ and 23% O₂ by weight

But total mass inside the cylinder = m₁ + m₂

= 2.65 x 10¯⁴ + 1.791 x 10¯⁵ Kg

= 2.8291 x 10¯⁴ Kg

(1) Weight of nitrogen present = 77% = 0.77 Kg in 1 Kg of air

∴In 2.65 x 10¯⁴ Kg of air contains,

= 0.77 x 2.65 x 10¯⁴ Kg of N₂

= 2.0405 x 10¯⁴ Kg

Percent of N₂ present in the total mass

= (2.0405 x 10¯⁴/2.8291 x 10¯⁴)

= 72.125 %

(1) Percentage of oxygen present in 1 Kg of air is 23%

Percentage of oxygen present in total mass

= (0.23 x 2.65 x 10¯⁴)/(2.8291 x 10¯⁴)

= 21.54 %

(2) Percentage of carbon present in 1 Kg of fuel 86%

Percentage of carbon present in total mass

= (0.866 x 1.791 x 10¯⁵)/(2.8291 x 10¯⁴)

= 5.444%

(3) Percentage of Hydrogen present in 1 Kg of fuel 14%

Percentage of Hydrogen present in total mass

= (0.14 x 1.791 x 10¯⁵)/(2.8291 x 10¯⁴)

= 0.886 %

Total Cp of the mixture is = ∑msi Cpi

Cp = (0.72125 x 1.043) + (0.2154 x 0.913)

+ (0.54444 x 0.7) + (8.86 x 10¯³ x 14.257)

Cp = 1.1138 KJ/Kg.K

Cv = ∑msi Cvi

= (0.72125 x 0.745) + (0.2154 x 0.653)

+ (0.05444 x 0.5486) + (8.86 x 10¯³ x 10.1333)

= 0.8 KJ/Kg.K

(All Cvi, Cpi values of corresponding components are taken from clerks table)

n For the mixture = (Cp/Cv)

= 1.11/0.8

n = 1.38

Pressure and temperature at various PH:

P₁ = 1.01325 x 100 bar

= 1.01325 bar

T₁ = 30ºC = 303 K

P₂/P₁ = (r)ⁿ¯¹

Where,

P₁ = 1.01325 bar

r = 6.6

n = 1.38

∴P₂ = 13.698 bar

T₂ = (r)ⁿ¯¹ x T₁

Where,

T₁ = 303 K

∴T₂ = 620.68 K

3

P 4

2

1

V

Heat Supplied by the fuel per cycle

Q = MCv

= 1.79 x 10¯⁵ x 46151.08

Q = 0.8265 KJ/Cycle

0.8265 = MCv (T₃ - T₂)

T₃ = 4272.45 K

(P₂ V₂) / T₂ = (P₃ V₃) / T₃

Where,

V₂ = V₃

∴P₃ = (T₃ x P₂)/T₂

Where,

P₃ = 94.27 bar

P₄ = P₃ / (r)ⁿ

∴P₄ = 6.973 bar

T₄ = T₃ / (r)ⁿ¯¹

= 2086.15 K

POINT POSITION PRESSURE (bar) TEMPERATURE

POINT-1 1.01325 30 ºC 303 K

POINT-2 13.698 347.68 ºC 620.68 K

POINT-3 94.27 3999.45 ºC 4272.45 K

POINT-4 6.973 1813.15 ºC 2086.15 K

DESIGN OF ENGINE PISTON:

We know diameter of the piston which is equal to 50 mm

Thickness of piston:

The thickness of the piston head is calculated from flat-plate theory

Where,

t = D (3/16 x P/f)½

Here,

P - Maximum combustion pressure = 100 bar

f - Permissible stress in tension = 34.66 N/mm²

Piston material is aluminium alloy.

∴t = 0.050 (3/16 x 100/34.66 x 10⁶/10⁵)½ x 1000

= 12 mm

Number of Piston Rings:

No. of piston rings = 2 x D½

Here,

D - Should be in Inches = 1.968 inches

∴ No. of rings = 2.805

We adopt 3 compression rings and 1 oil rings

Thickness of the ring:

Thickness of the ring = D/32

= 50/32

= 1.5625 mm

Width of the ring:

Width of the ring = D/20

= 2.5 mm

The distance of the first ring from top of the piston equals

= 0.1 x D

= 5 mm

Width of the piston lands between rings

= 0.75 x width of ring = 1.875 mm

Length of the piston:

Length of the piston = 1.625 x D

Length of the piston = 81.25 mm

Length of the piston skirt = Total length – Distance of first ring from top of

The first ring (No. of landing between rings x

Width of land) – (No. of compression ring x

Width of ring)

= 81.25 – 5 – 2 x 1.875 – 3 x 2.5

= 65 mm

Other parameter:

Centre of piston pin above the centre of the skirt = 0.02 x D

= 65 mm

The distance from the bottom of the piston to the

Centre of the piston pin = ½ x 65 + 1

= 33.5 mm

Thickness of the piston walls at open ends = ½ x 12

= 6 mm

The bearing area provided by piston skirt = 65 x 50

= 3250 mm²

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Chapter-11--------------------------------------------------------------------------------------

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LIST OF MATERIALS--------------------------------------------------------------------------------------

CHAPTER-11

LIST OF MATERIALS

Sl. No.PARTS

Qty. Material

i. Frame Stand 1 Mild Steel

ii. LPG Tank 1 M.S

iii. Hydrogen Gas Tank 1 -

iv. Bearing with Bearing Cap 1 M.S

v. Engine 1 75 Cc

vi Chain with Sprocket 1 M.S

viii. Connecting Tube 1 meter Plastic

ix. Bolt and Nut - M.S

x Wheel Arrangement 1 -

Xi Battery 1 Lead Acid

Xi Electrode 2 Steel

Xii KOH - -

Xiii Distilled Water - -

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Chapter-12-------------------------------------------------------------------------------------

---------------------------------------------------------------------------------------

COST ESTIMATION---------------------------------------------------------------------------------------

CHAPTER-12

COST ESTIMATION

1. MATERIAL COST:-

Sl. No.PARTS

Qty. Material Amount (Rs)

i. Frame Stand 1 Mild Steel

ii. LPG Tank 1 M.S

iii. Hydrogen Gas Tank 1 -

iv. Bearing with Bearing Cap 1 M.S

v. Engine 1 75 Cc

vi Chain with Sprocket 1 M.S

viii. Connecting Tube 1 meter Plastic

ix. Bolt and Nut - M.S

x Wheel Arrangement 1 -

Xi Battery 1 Lead Acid

Xi Electrode 2 Steel

Xii KOH - -

Xiii Distilled Water - -

TOTAL =

2. LABOUR COST

LATHE, DRILLING, WELDING, GRINDING, POWER HACKSAW, GAS CUTTING:

Cost =

3. OVERHEAD CHARGES

The overhead charges are arrived by “Manufacturing cost”

Manufacturing Cost = Material Cost + Labour cost

=

=

Overhead Charges = 20% of the manufacturing cost

=

TOTAL COST

Total cost = Material Cost + Labour cost + Overhead Charges

=

=

Total cost for this project =

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Chapter-13-------------------------------------------------------------------------------------

---------------------------------------------------------------------------------------

ADVANTAGES AND DISADVANTAGES

---------------------------------------------------------------------------------------

CHAPTER-13

ADVANTAGES AND DISADVANTAGES

Hydrogen cars are beneficial for the environment in a number of ways. For

example, they do not emit greenhouse gases that are harmful for the welfare of the

ecosystem. These cars are much more fuel efficient than gasoline vehicles, and let

out less pollution overall. However, there are many drawbacks to using hydrogen-

powered vehicles, though scientists are working to eliminate these downsides.

GOING GREEN

The main objective of using hydrogen cars is to save the environment from the

negative impacts of burning fossil fuels. According to greenliving.com, hydrogen

fuel is better because it does not release carbon dioxide into the air. Hydrogen cars

also give more mileage as compared to gasoline-powered vehicles; for example, a

car using hydrogen fuel can go up to twice the mileage as a gasoline car on the

same amount of fuel.

ENGINE DURABILITY

Another advantage of hydrogen cars is the engine's strength and durability. Many

other types of engines cannot work properly in high temperatures, and tend to

overheat. Hydrogen engines, however, can work in extremely high temperatures,

plus the engines do not corrode as easily as their gasoline counterparts.

COST

There is a disadvantage around the cost of hydrogen fuel: the initial expenditure to

convert the infrastructure from gasoline to hydrogen is huge. It would cost billions

of dollars to replace all of the current gas stations with hydrogen fueling stations.

HYDROGEN AVAILABILITY

Another disadvantage of hydrogen fuel cars is the difficulty of obtaining liquid

hydrogen to use as a fuel. Hydrogen is not readily gotten from air, so it must be

obtained from water molecules. There are several ways for hydrogen to be

extracted from water, but none are efficient and all are very expensive.

HYDROGEN STORAGE

Hydrogen storage is another problem. It takes enormous amounts of space to store

liquid hydrogen. Research is in process on how to more effectively store hydrogen

in vehicles, but the solution is yet to be found. According to greenliving.com,

several companies have invested billions of dollars in the development of efficient

hydrogen fuel cells which will carry more hydrogen fuel in a vehicle.

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Chapter-14-------------------------------------------------------------------------------------

---------------------------------------------------------------------------------------

APPLICATIONS ---------------------------------------------------------------------------------------

CHAPTER-14

APPLICATIONS

Automobile application

Two wheeler Application

Four wheeler Applications

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Chapter-15-------------------------------------------------------------------------------------

---------------------------------------------------------------------------------------

CONCLUSION---------------------------------------------------------------------------------------

CHAPTER 15

CONCLUSION

The project adventured by us is the one that can be used for both Petrol and water

with LPG. Even though it is complicated to convert to water with LPG in four stroke

engine, we have entered to this project. We have done the project to simple in

construction by low expenses.

This is one of the advantageous project conserving the cost and low fuel cost.

This project work has provided us an excellent opportunity and experience, to use our

limited knowledge. We gained a lot of practical knowledge regarding, planning,

purchasing, assembling and machining while doing this project work. We feel that the

project work is a good solution to bridge the gates between institution and industries.

We are proud that we have completed the work with the limited time successfully.

The WATER FUEL ENGINE WITH LPG is working with satisfactory conditions.

We are able to understand the difficulties in maintaining the tolerances and also quality.

We have done to our ability and skill making maximum use of available facilities. In

conclusion remarks of our project work, let us add a few more lines about our impression

project work. Thus we have developed an “WATER FUEL ENGINE WITH LPG”

which helps to know how to achieve low fuel cost to run the vehicle.

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BIBLIOGRAPHY---------------------------------------------------------------------------------------

BIBLIOGRAPHY

AUTOMOBILE ENGG - N.M AGGARWAL

S.K.KATARIA & SONS

ADVANCES IN AUTOMOBILE ENGG - S.SUBRAMANIAM

ALLIED PUBLISHERS LTD

THEORY & PERFORMANCE OF - J.B.GUPTA

ELECTRICAL MACHINES S.K.KATARIA & SONS

PRINCIPLES OF ELECTRICAL

ENGINEERING AND ELECTRONICS - V.K.METHTA

CYBER REFERANCE

www.wikipedia.org

www.tpup.com

www. hydrogen carsnow.com