(##)water Fuel Engine Cum Lpg 5g2j2d

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

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 Engineering During the Year –(2004-2005) _________________ Head of Department Guide

_______________

Coimbatore –641651. Date: Submitted for ___________

the

_________________ Internal Examiner Examiner

university

examination

held

________________ External

on

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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

Department Prof.

grateful

to

the

Head

of

…………………………………….., 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 MECHANICAL

and

NON

TEACHING

ENGINEERING

staffs

of

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 istration 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-towheels 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 uned 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 hip.

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 tly 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 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 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 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 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 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

Figure The Balance of Forces Around the Roller

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= T0 = ø= N= 2b =

back tension at tooth k chain tension sprocket minimum pressure angle 17 64/N(š) number of teeth 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

Figure 2.11 Elongation Versus the Number of Sprocket Teeth

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.

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.

Figure 1.1 The Basic Components of Transmission Chain

Connecting Link 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)

Figure 1.2 Standard Connecting Link (top) and Tap Fit Connecting Link (bottom)

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 1.3 Offset Link

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

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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 fuelcell vehicles: ending dependence on fossil fuels. Further exciting alternative technology at an early stage in development is Solar Powered Hydrogen Generation utilizing watersplitting solar s.

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. Deg 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!

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

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

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

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 age into the intake tube, thus the engine starts.

When acceleration is applied, the slider moves upwards, so the gas enters both through acceleration age and idle age into the crankcase thus the vehicle speed is increased. The quantity of gas going through idle age is less and through acceleration age 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)

=

2.48 Mpa

=

4.6 Kg.

c. Pressure can be With stand by the cylinder d. LPG cylinder weight with gas

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 age. 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 age 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 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 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 amperehour 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 opencircuit 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 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.

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

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.

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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

Maximum Speed

=

14,000 rpm (From design data book)

Mean Diameter (dm)

=

(D + d) / 2

=

(35 + 15) / 2

=

25 mm

dm

2. ENGINE DESIGN CALCULATIONS:-

(From design data book)

DESIGN AND ANYLSIS ON TEMPERATURE DISTRIBUTION FOR TWOSTROKE 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

M₁

=

m/M =

R

=

Universal gas constant

T₁

=

303 ºK

V₁

=

V

=

=

Density of air x V mole

Here,

Molecular weight of air

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

8.314 KJ/Kg mole K.

253.28 x 10¯⁶ m³

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

=

Density of petrol

(N₂ R T)/V =

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 =

∴Air fuel ratio

(100/23) { [ (8/3c) x 0.86 + (8 x 0.14) ] }

=

14.84 Kg of air

=

m₁/m₂

=

14.84

=

14.84/1

∴ m₁

=

14.84 m₂--------------------------

(2)

Substitute (2) in (1) 1.01325 x 100

=

∴m₂

3.81134 (14.84 m₂) + 555.02 m₂ =

Mass of fuel flow per cycle =

1.791 x 10¯⁵ Kg/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

HCV

Lower Calorific Value

=

33800 C + 144000 H₂ + 9270 S

=

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

=

49228 KJ/Kg

=

HCV – (9H₂ x 2442)

=

49228 – [(9 x 0.14) x 2442]

=

46151.08 KJ/Kg

LCV

=

46.151 MJ/Kg

Finding and Cv for the mixture: We know that, Air contains 77% N₂ and 23% O₂ by weight But total mass inside the cylinder =

(1)

m₁ + m₂

=

2.65 x 10¯⁴ + 1.791 x 10¯⁵ Kg

=

2.8291 x 10¯⁴ Kg

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

(1)

=

(2.0405 x 10¯⁴/2.8291 x 10¯⁴)

=

72.125 %

Percentage of oxygen present in 1 Kg of air is 23% Percentage of oxygen present in total mass

(2)

=

(0.23 x 2.65 x 10¯⁴)/(2.8291 x 10¯⁴)

=

21.54 %

Percentage of carbon present in 1 Kg of fuel 86% Percentage of carbon present in total mass

(3)

=

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

=

5.444%

Percentage of Hydrogen present in 1 Kg of fuel 14% Percentage of Hydrogen present in total mass

Total of the mixture is

=

(0.14 x 1.791 x 10¯⁵)/(2.8291 x 10¯⁴)

=

0.886 %

=

∑msi i

=

(0.72125 x 1.043) + (0.2154 x 0.913) + (0.54444 x 0.7) + (8.86 x 10¯³ x 14.257)



=

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, i values of corresponding components are taken from clerks table)

n For the mixture

n

=

(/Cv)

=

1.11/0.8

=

1.38

Pressure and temperature at various PH:

P₁

T₁

=

1.01325 x 100 bar

=

1.01325 bar

=

30ºC =

P₂/P₁

=

(r)ⁿ¯¹

Where, P₁

=

1.01325 bar

r

=

6.6

n

=

1.38

=

13.698 bar

=

(r)ⁿ¯¹ x T₁

∴P₂

T₂

303 K

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

POINT POSITION POINT-1 POINT-2 POINT-3 POINT-4

=

T₃ / (r)ⁿ¯¹

=

2086.15 K

PRESSURE (bar) 1.01325 13.698 94.27 6.973

TEMPERATURE 30 ºC 303 K 347.68 ºC 620.68 K 3999.45 ºC 4272.45 K 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

=

2 x D½

Number of Piston Rings: No. of piston rings Here, D

∴

-

Should be in 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

1.968 inches

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

Length of the piston

=

1.625 x D

Length of the piston

=

81.25 mm

=

1.875 mm

Length of the piston:

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)

Other parameter:

=

81.25 – 5 – 2 x 1.875 – 3 x 2.5

=

65 mm

Centre of piston pin above the centre of the skirt

=

0.02 x D

=

65 mm

=

½ x 65 + 1

=

33.5 mm

=

½ x 12

=

6 mm

=

65 x 50

=

3250 mm²

The distance from the bottom of the piston to the Centre of the piston pin

Thickness of the piston walls at open ends

The bearing area provided by piston skirt

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

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

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

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

CHAPTER-11 LIST OF MATERIALS

Sl. No. i. ii. iii. iv. v. vi viii. ix. x Xi Xi Xii Xiii

PARTS Frame Stand LPG Tank Hydrogen Gas Tank Bearing with Bearing Cap Engine Chain with Sprocket Connecting Tube Bolt and Nut Wheel Arrangement Battery Electrode KOH Distilled Water

Qty. 1 1 1 1 1 1 1 meter 1 1 2 -

Material Mild Steel M.S M.S 75 Cc M.S Plastic M.S Lead Acid Steel -

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

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

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

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

CHAPTER-12 COST ESTIMATION

1. MATERIAL COST:Sl. No. i. ii. iii. iv. v. vi viii. ix. x Xi Xi Xii Xiii

PARTS Frame Stand LPG Tank Hydrogen Gas Tank Bearing with Bearing Cap Engine Chain with Sprocket Connecting Tube Bolt and Nut Wheel Arrangement Battery Electrode KOH Distilled Water

Qty. 1 1 1 1 1 1 1 meter 1 1 2 -

Material Mild Steel M.S M.S 75 Cc M.S Plastic M.S Lead Acid Steel -

TOTAL

Amount (Rs)

=

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

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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 hydrogenpowered 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 -------------------------------------------------------------------------------------

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

CHAPTER-14 APPLICATIONS

• Automobile application • Two wheeler Application • Four wheeler Applications

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

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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

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N.M AGGARWAL

S.K.KATARIA & SONS ADVANCES IN AUTOMOBILE ENGG

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S.SUBRAMANIAM

ALLIED PUBLISHERS LTD THEORY & PERFORMANCE OF

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ELECTRICAL MACHINES

J.B.GUPTA S.K.KATARIA & SONS

PRINCIPLES OF ELECTRICAL ENGINEERING AND ELECTRONICS

CYBER REFERANCE

www.wikipedia.org www.tpup.com www.hydrogencarsnow.com

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V.K.METHTA