WENTWORTH INSTITUTE OF TECHNOLOGY

Pneumatic Motor Midterm

Mechanical Design and Simulation Midterm Project

Shiv Patel
2/23/2013

Executive summary
Steam and air powered motors are in extremely high demand. A prototype
pneumatic motor was created through reverse engineering. A simulation tool to evaluate
and predict existing air motor power was created using Microsoft Excel spreadsheets.
The prototype air motor was then utilized to develop a mathematical model to base
future designs upon.
The original prototype motor, at 5 psig air pressure required to run at 2000 rpm
with no load produced no net power. Other than the work required to overcome friction,
no work was being done. Then with 80psi air pressure, and 2000 rpm the original net
power was a little under 24W. After rigorous design and analysis, the diameter of the
piston was changed from an original .375 to .684 which as a result output a net power of
78.5W, a little more than three times the original net power.

Table of Contents
Page

Contents

Executive Summary
List Of Figures
List of Tables
Historical Research of Air & Steam
Expander Engines
Problem Statement
Theoretical Analysis
Motor simulation graphical results
Motor output summary
Detailed interface tolerance analysis
Materials
Exploded Views of Assemblies
Drawing Packages
Conclusions
References

1
2
2
3
4
5
9
12
12
13
14, 15, 19
14-30
31
32

List of Figures
Figures
Crankshaft (1)
Crankshaft (2)
Crankshaft (3)
Crankshaft (4)
Prime Mover (5)

Pages
6
6
6
6
7
List of tables

Tables
Output summary (1)
Detailed Interface tolerance analysis (2)
Materials (3)

Pages
13
13
14

Historical Research of Air and Steam Expander Engines

The air and steam expander engines have existed for hundreds of years and
both have various functionalities within the world. The steam engine uses steam to
perform mechanical work; whereas the air engine uses compressed air to perform work.
In the modern age where the air engines, or pneumatic motors, are typically used to
power hand-held sized objects, the steam engine has powered all types of objects.
Many commercial flights today used compressed air starters to start their main engines.
The steam engine can be traced back hundreds of years ago. The first patent for the
crude steam engine was in 1679 by Thomas Savery. The first commercial steam engine
using a piston was invented by Thomas Newcomen around 1712. The Newcomen
steam engine was used mostly for pumping in a mine. In 1781, James Watt patented
his idea of a steam engine. The Watt steam engine was the first that actually produced
continuous rotating motion. Watts first engine developed 10 hp. The engine made it
possible for various manufacturing machines to be powered. Eventually, enormously
powerful steam engines were possible. By the time the 19th century came around,
steam engines were used to power a mode of transportation on land and sea. The
steam engine was first used to power vehicles such as trains, and ships. The steam
engine was also a huge contributing factor to the Industrial Revolution. First factories
were only built next to rivers because the water was used to power the machinery
inside. Because of the steam engines factories could now locate themselves places
where a water source was not available. The power-to-weight ratio of the steam engine
is considerably lower than that of the internal combustion engines, therefore the internal
combustion engines are the better choice to use in modern vehicles.

The compressed air engine, like the steam engine, has been around for many
years now. Pneumatic motors have been used in all types of applications over the
years, but mostly are now associated with power tools in the modern era. Compressed
air engines were used in railways before other; more preferred engines came into use.
Compressed air engines were also successfully tested in the automotive industry before
being ditched for the internal combustion engines. Compressed air engines can convert
compressed air into two types of motion, rotary or linear motion. The major reason that
the Pneumatic motor is not used in the transportation industry is because it is very
inefficient compared to the other available engines know to us.

Statement of problem:
The original motor, with 80psi Air at 2000 rpm produced a net power of a little
under 24W. The objective was change the motor while maintaining the same air
pressure of 80psi and 2000rpm, to produce at least three times the original net power;
which would equal approximately 72W of net power. The engine must use standard
components such as bearings, o-rigs, and screws. All while maintaining the appropriate
tolerances ensuring manufacturability. The Engine parts should also be able to be
assembled with simple tools, and should ensure smooth quiet operation.

Theoretical Analysis

Figure 4

Figure 5

Governing Equations:
Piston Area x Stroke = Max Cylinder Volume
Clearance Volume = .05 x Max Cylinder Volume
Theta = Crank Angle
b = pivot distance
a = stroke= smax
c = distance from pivot to crank pin (varies with crank angle)
Phi () = Rod Angle or Piston/Cylinder Pivot Angle
=Tan-1 [a*sin()/(b-a*cos())]
Piston length: L=b-a+d
d=TDC distance; y=port size
d=y/sinmax

L-a+smax =b+d (From Figures (1) and (2))

Stroke: smax=2a
Alpha = Tangent Force Angle To Piston Force Angle
Alpha = 90-Theta- Phi
Tangent Force On Crank (FT) = FP *Cos()
Torque = FT *a
Power Output = 2 * Torque * RPM / 60
Theta () = Crank Angle
Phi () = Rod Angle or Piston/Cylinder Pivot Angle
=Tan-1 [a*sin()/(b-a*cos())]
d/d= -(cos()*b-a)*a/[(2cos()*ab-a2-b2)2]
d/d= 0 = cos()*b-a
at max = cos-1 (a/b)
Relative position for ports is x=d*Cos( max), y=d*Sin( max)d=y/Sin( max)
c2=a2+b2-2 a b Cos()(L+s-d)2=a2+b2-2 a b Cos()
Stroke=s

-(L-d) =

+a-b

At =0 (From Fig 1) L-d=b-a and s=0

At =180 (From Fig 3) smax=

+a-b= (a+b) +a-b=2a

Cylinder volume = clearance volume + Stroke * Piston Area

h (enthalpy)=109.902+0.239591*T+1.47908E-6*T2+7.299E-9*T3

Implementation Techniques
*All calculations were based on an Excel Spreadsheet.

Detailed motor simulation graphical results

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Motor summary output of bore, stroke, isentropic efficiency and net power for
prototype air motor

Bore
Stroke
Isentropic Efficiency
Net Power

Output
.684 in
.75 in
0.535401895
78.49317028 W

Detailed interface tolerance analysis

Table 2

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Parts Material

Table 3

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Exploded View of Assemblies and Drawing Packages

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Conclusion
The original prototype motor, at 5 psig air pressure required to run at 2000
rpm with no load produced no net power. Other than the work required to
overcome friction, no work was being done. Then with 80psi air pressure, and
2000 rpm the original net power was a little under 24W. After rigorous design and
analysis, the diameter of the piston was changed from an original .375 to .684
inches.
For the changing of the piston diameter to be successful, many changes
to other parts were also required. The width of the cylinder had to be slightly
extended to eliminate interference from other parts. The O-Ring was also
required to be changed. The O-Ring selected was the Parker No. 2-205. After
modifying all the required parts, the assembly resulted in outputting a net power
of 78.5W, a little more than three times the original net power. After factoring in
the net power, and the successful assembly and its manufacturability, this project
was a success.

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References
2012, machinerys handbook (29th edition), industrial press,pp. 635-651.
Dickinson, Henry Winram, 2010, A Short History of the Steam Engine, Cambridge
University press, New York
Parker O-Ring Handbook, 2007, Parker Hannin Corporation, Cleveland, OH
Stewart, Harry L, 1977, Hydraulic and Pneumatic Power for Production, 4th ed.,
Industrial Press INC., New York, NY, chap. 23