ELECTRO-PNUEMATIC MOTOR CYCLE

A PROJECT REPORT


Submitted by

PRAVEEN K (1180910066)
VIGNESH C (1180910107)
VISHNU M (1180910112)

Under the guidance of
Mr. SANJAY KUMAR KAR, M.E.

(Assistant Professor, Department of Mechatronics Engineering)


in partial fulfillment for the award of the degree
of

BACHELOR OF TECHNOLOGY

in
MECHATRONICS ENGINEERING

of

FACULTY OF ENGINEERING & TECHNOLOGY



S.R.M. Nagar, Kattankulathur, Kancheepuram District
MAY, 2013







(A typical specimen of Bonafide Certificate)



SRM UNIVERSITY
(Under Section 3 of UGC Act, 1956)



BONAFIDE CERTIFICATE




Certified that this project report titled ELECTRO-PNEUMATIC MOTOR
CYCLE is the bonafide work of PRAVEEN K, VIGNESH C, VISHNU M, who
carried out the project work under my supervision. Certified further, that to the best of
my knowledge the work reported herein does not form any other project report or
dissertation on the basis of which a degree or award was conferred on an earlier
occasion on this or any other candidate.


SIGNATURE SIGNATURE

Mr. Sanjay Kumar Kar, M.E. Dr. B.K. Vinayagam, Ph.D.

GUIDE HEAD OF THE DEPARTMENT

Assistant Professor, Department of Mechatronics

Department of Mechatronics




Signature of the Internal Examiner Signature of the External Examin



TABLE OF CONTENTS


CHAPTER NO. TITLE PAGE NO.

ABSTRACT iii
LIST OF TABLE xvi
LIST OF FIGURES xviii
LIST OF SYMBOLS xxvii


1. INTRODUCTION
1

1.1 GENERAL
1
1.2 . . . . . . . . . . . . .
2
1.2.1 General
5
1.2.2 . . . . . . . . . . .
12
1.2.2.1 General
19
1.2.2.2 . . . . . . . . . .
25
1.2.2.3 . . . . . . . . . .
29
1.2.3 . . . . . . . . . . . .
30
1.3 . . . . . . . . . . .. . . . . . .
45
1.4 . . . . . . . . . . . . . . . . . .
58
2. LITERATURE REVIEW
69
2.1 GENERAL
75
2.2 . . . . . . . . . .
99
2.2 .
100








































Chapter 1

Introduction


1.1. Pneumatic vehicle:

1.1.1 Pneumatic bicycle:

The basic requirement of the pneumatic bicycle is to provide a no emission and
renewable source of energy used vehicle. Due to time constrain and low budget the
best option was to work on a bicycle. To give the initial torque the person has to pedal
first once the cycle start moving one can start the throttle letting the air supply to flow
in the motor. Since we were low on budget we could come up with the circulatory
system which can use the air supplied to the motor again to be compressed and used
again for the cycle.

The cylinder containing the compressed air is connected with the flow control valve
which controls the flow or air and also cut off the flow of air to stop the cycle. The
flow control is connected to the air motor with a pipe. The air motor has a shaft which
has a sprocket. This sprocket is connected to the main chain frame system in cycle. So
when the air supply is passed through motor the shaft rotate which moves the shaft
and sprocket and which in turn moves the main sprocket.

Once the cycle is moved to overcome the initial torque the flow control valve is
pushed which helps in letting the air reach the motor which turns the shaft which
leads to motion of the cycle. Its a very clean form of source few work has to be done
in making a better and much powerful motor. Once the motor is able to overcome
torque the cycle moves only on the supply of air. To stop the cycle the flow control
valve has to cut off the air supplied to the motor. Since the source of air is stopped the
cycle stops moving.


1.1.2 Pneumatic motor:

A pneumatic motor or compressed air engine is a type of motor which
does mechanical work by expanding compressed air. Pneumatic motors generally
convert the compressed air to mechanical work through either linear or rotary motion.
Linear motion can come from either a diaphragm or piston actuator, while rotary
motion is supplied by either a vane type air motor or piston air motor.

Fig 1.1
Pneumatic motors have existed in many forms over the past two centuries, ranging in
size from hand held turbines to engines of up to several hundred horsepower. Some
types rely on pistons and cylinders, others use turbines. Many compressed air engines
improve their performance by heating the incoming air, or the engine itself.
Pneumatic motors have found widespread success in the hand-held tool industry and
continual attempts are being made to expand their use to the
transportation industry.

There are two types of air motor:
1) Linear
2) Rotary
Linear:

In order to achieve linear motion from compressed air, a system of pistons is
most commonly used. The compressed air is fed into an air-tight chamber that houses
the shaft of the piston. Also inside this chamber a spring is coiled around the shaft of
the piston in order to hold the chamber completely open when air is not being pumped
into the chamber. As air is fed into the chamber the force on the piston shaft begins to
overcome the force being exerted on the spring.

As more air is fed into the chamber,
the pressure increases and the piston begin to move down the chamber. When it
reaches its maximum length the air pressure is released from the chamber and the
spring completes the cycle by closing off the chamber to return to its original position.

Rotary:

The rotating element is a slotted rotor which is mounted on a drive shaft. Each
slot of the rotor is fitted with a freely sliding rectangular vane. The vanes are extended
to the housing walls using springs, cam action, or air pressure, depending on the
motor design. Air is pumped through the motor input which pushes on the vanes
creating the rotational motion of the central shaft. Rotation speeds can vary between
100 and 25,000 rpm depending on several factors which include the amount of air
pressure at the motor inlet and the diameter of the housing.

Stored energy in the form of compressed air, nitrogen or natural gas enters the sealed
motor chamber and exerts pressure against the vanes of a rotor. This causes the rotor
to turn at high speed.


1.2. History:

The pneumatic motor was first applied to the field of transportation in the mid-19th
century. Though little is known about the first recorded compressed-air vehicle, it is
said that the Frenchmen Andraud and Tessie of Motay ran a car powered by a
pneumatic motor on a test track in Chaillot, France, on July 9, 1840. Although the car
test was reported to have been successful, the pair didnt explore further expansion of
the design.
The first successful application of the pneumatic motor in transportation was
the Mekarski system air engine used in locomotives. Mekarskis innovative engine
overcame cooling that accompanies air expansion by heating air in a small boiler prior
to use. The Tramway de nantes, located in Nantes, France, was noted for being the
first to use Mekarski engines to power their fleet of locomotives. The tramway began
operation on December 13, 1879, and continues to operate today, although the
pneumatic trams were replaced in 1917 by more efficient and modern electrical trams.
American Charles Hodges also found success with pneumatic motors in the
locomotive industry. In 1911 he designed a pneumatic locomotive and sold the patent
to the H. k. Porter Company in Pittsburgh for use in coal mines. Because pneumatic
motors do not use combustion they were a much safer option in the coal industry.
Many companies claim to be developing Compressed air cars, but none are actually
available for purchase or even independent testing.

Fig1.2 Mekarski Tram

1.3. Applications:

A widespread application of small pneumatic motors is in hand-held
tools, power ratchet wrenches, drills, sanders, grinders and cutters.
Impact wrenches, drills, firearms, die grinders, dental drills and other pneumatic
tools use a variety of air engines or motors.
Works are carried out in the field of automobile industry to work on the
compressed air engines.
Transport category airplanes, such as commercial airliners, use compressed air
starters to start the main engines. The air is supplied by the load compressor of
the aircrafts auxiliary power unit, or by ground equipment.
Water rockets use compressed air to power their water jet and generate thrust,
they are used as toys.
Air Hogs, a toy brand, also uses compressed air to power piston engines in toy
airplanes (and some other toy vehicles).
1.4. Advantages:
Reliability
1) Pneumatic systems tend to have long operating lives and require very little
maintenance.
2) Because gas is compressible, the equipment is less likely to be damaged by
shock. The gas in pneumatics absorbs excessive force, whereas the fluid of
hydraulics directly transfers force.
Safety
1) Very low chance of fire.
2) Machines can be designed to be overload safe.

Renewable source of energy

1) It is from a renewable source of energy thus not dependent on the fossil
fuels production.

No emissions

1) There is no emission if we use a pneumatic controlled system. Since its
dependent only on the pressure exerted by the compressed air.


Cost

1) The initial cost of a pneumatic system is very low because these systems are
cheap to make and have a simple design composed of inexpensive materials
like plastic, zinc or aluminum. However, the long-term operating cost of these
systems can be moderate range because it takes a good deal of power to
compress enough gas to allow the system to exert a proper amount of pressure.

1.5. Disadvantages:

Noise
The sound produced when a pneumatic system is installed is very high.

High maintenance
It requires a lot of care while handling as well as after installation it need a
high maintenance.

Oxidation
Since air is in contact with the motor there are more chance of the whole
system to get oxidized thus damaging the components.

Storage
Compressed gas can be stored, allowing the use of machines when electrical
power is lost.


Thus we can presume that it has its pros and cons and if worked on it it can prove to
be a very vital change in the world of transportation.










CHAPTER 3
Design and Fabrication

3.1. Fabrication of motor:

3.1.1 Design Specification:

Before fabrication of Motor, we should consider which motor suits to this required
project. While Air-motor is limited in supply, we opted for the air-motor which has
ranging from 0.18 to 0.82 HP (0.13 to 0.61 kW) and with motor speeds up to 4000
RPM. It was known as vane-type air motor.

3.1.2 Calculation and specifications:

Specifications of the Air-motor and Air-cylinder.

Torque of the Air-motor = 7Nm
Angle of the motor = 3*
RPM = 3000
Weight = 3.5 kgs

Air-Cylinder capacity=9L
Max. Pressure output from cylinder = 22bar
Adjustable up to the level of minimum = 7 bar
Weight = 4.5kgs (No air)
Weight = 6.5kgs (with air)

Fig 3.1

T1 = Number of teeth in driver
T2 = Number of teeth in driven
T2 > T1
T1 = 22
T2 = 30
T1 / T2 = N1 / N2
Where,

N1 = RPM of driver
N2 = RPM of driven
N1 = 60 rpm
N2 = ?

Torque = DN / 1000*60
D = 26 inches (diameter of tyre)
D = 660.4 mm

T1/T2 = N1/N2
N*22 = 60*30
N2 = (60*30) / 22
N2 = 81.8181 rpm

= (3.14 * 81.8181 * 660.4)/ (60 * 1000)
= 3.46 N/m
Torque is 3.46 N/m

We found the torque value and to find the Power loss and Efficiency of the vehicle.

Radius of wheel = 0.25
Torque = 3.46 N/m
Formulae for power output

Power output = 2**N* / 60
Where,
N = 1850 rpm of wheel
= 3.46N/m (drive generated)
By using this values

2*3.14*1850*3.46 / 60 = 669.97 W
We obtained power output 669.97 W

Where to find power input,

Formulae,

Power input = 2**N* / 60
Where,
N = 3000 rpm of motor
= 7N/m of motor

By using this values,

2*3.14*3000*7 / 60 = 2198 W
We obtained the power input 2198 W

Where,
Power loss = Power input power out put
Power loss = 2198 669.97
Power loss = 1528.03 W
The power loss is 1528.03 W

Efficiency = (power output / power input)*100
Efficiency = (669.97/ 2198)*100
Efficiency = 32.48 %
Efficiency of the vehicle is 32.48%

Required calculations are done accordingly.


3.1.3 Fixing the Shaft:

After getting the motor, we observed a small shaft arranged to the motor. We
measured the shaft then we obtained those values diameter of half-inch and length
10mm. Those values arent enough to attach a sprocket to that shaft and after
thorough study over elongation of shaft to the particular air-motor. Then we attached
a required washer to the small shaft and welded it accurately and delicately.
Elongation of shaft is done properly before welding a sprocket to the Air-motor.


Fig 3.2

The particular motor doesnt have a silencer over it. We fixed a silencer to the motor
to reduce the noise created from the motor while running. Without silencer it creates a
whistle sound and it varies after fixing a silencer to the Air-motor. It is must to reduce
the noise pollution. Which it was a Go-green project.

Fig 3.3



3.1.4 Fixing the Sprocket:

Before welding a required sprocket to the shaft. We should look over the sprocket
teeth requirements. We selected 16 teeth sprocket which resembles the back wheel
sprocket which is already fixed. Then we checked the diameter of the hole of sprocket
to insert the motors shaft. Shaping of the elongated shaft to fix the sprocket in it.
While free-wheeling the bicycle, there was a slight slippage if sprocket from its
position. So, we were forced to weld the sprocket too which doesnt affect our
pedaling and thereby reduces the friction between sprocket and shaft. The perfect
fabrication of motor is done.

The below figure shows the fabrication of motor.

Fig 3.4



3.2. Design of channel:

3.2.1 Placing the Motor:

Fabrication of Air-motor is done. Now mounting the motor to the bicycle is a
problematic. Before mounting the motor, we went thoroughly into study of materials
and its characteristics. Where Air- motor is made up of cast-iron. Which it doesnt
help in welding the motor directly to the bicycle. So, when planning on mounting the
Air-motor directly to the back wheel cant be done due to weight ratio problems.
When mounting the motor in front of cycle bar requires the welding of motor, which
leads to melt the motor where it totally destroys the vane type function of the air-
motor. With the other option of mounting the Air-motor at the back carrier portion of
the bicycle, which leads to another problematic arrangement of the Air-cylinder to the
bicycle. Then there was a final option and the only option for this type of project with
limited equipments, where arranging the motor in centre of the bicycle and which
helps in the weight ratio of the bicycle by mounting the cylinder on the carrier portion
of the bicycle.

3.2.2 Alignment of Sprocket:

For mounting the motor in the centre of the bicycle we need a channel to be arranged
to fix the motor in it. Where we made a bridge to fix the motor to sit in it. Then we
forged a U-shaped channel bar to sit on the motor. We welded that bar to the bridge
accurately. we Arc-welding to this process. This perfect designing of channel leads to
nil vibration of the motor and reduces the friction when air is released into the air-
motor. Before doing the arc welding, we should make sure that channel, small
sprocket and main bicycle big sprocket should be in proper alignment in order to
avoid slippage of chain from its position and avoiding sparks too due to friction. Even
it helps in proper free-wheeling.
Fig 3.5

3.3. Assembly

Before assembly we are selecting flow control valve to fix to the mouth of the Air-
cylinder. Where this FCV has two openings, one is for inlet and another one is for
outlet. Where in inlet it takes high pressure and from outlet it releases the required
pressure to the motor. The actuator is presented on top of the FCV, where we can
adjust the pressure of air.

The assembly of the equipments are discussed below.
1. Fixing a FCV to the Air-cylinder mouth.
2. With help of Male-Female connector we are connecting the FCV to the
cylinder.
3. Where these pipes are pull-push type and connected directly to the mouth of
FCV.
4. The other end of the pipe is connected to the inlet of the Air-motor.
5. 1M long chain is required to arrange over the sprockets.
6. Proper alignment should be checked before arranging the chain for reducing
the slippage of the chain.
7. Then mounting the Air-cylinder on the back carrier, which was most suitable
place for that size.
The proper assembly of the equipments to the bicycle can be observed in the below
figures.


Fig 3.6



Fig 3.7

3.4. Problems faced during designing

There were numerous problems during the fabrication and designing of the bicycle.
1. Required items are very limited in market.
2. Material of the motor (cast-iron), doesnt help us in welding it directly.
3. Mounting process was a mind boggling process in the project. Where it leads
to several other ideas.
4. Air-leakage was a problem.
5. To vary the output speed and the torque of the motor.
6. Connection between the cylinder and FCV.


3.5. Solutions adapted
1. As per market survey conducted by us we have selected the components from
the other state and made as possible specification as per the design to get the
desired power.
2. With the use of air tight joints formed by the connectors we prevent the
leakage of air.
3. We connected the cylinder and FCV directly with help of the Male-Female
connector.
4. Instead of welding we made a channel for motor to sit in it and mounting
process was adjusted by arranging the mid portion of the bicycle to eradicate
the weight ratio.

TABLE 1 CORRECTION FACTORS





















Correction Factors
Air pressure
Output Speed Torque Air consumption
(Bar) (Psl)
7 101 1.13 1.01 1.09 1.11
6 87 0.94 0.99 0.95 0.96
5 73 0.71 0.93 0.79 0.77
4 58 0.51 0.85 0.63 0.61
3 44 0.33 0.73 0.48 0.44
Chapter 4
Cost Estimation
Table 2

S.no. Product Cost
1 Cycle INR 2200
2 Motor INR 3500
3 Air Tank and Regulator INR 7000
4 Flow control valve INR 350
5 Air Re Filing INR 40
6 Direction Control Valve INR
Grand Total INR 10,030



Chapter 5
Conclusion

The model designed by us is a small scale working model of the Pneumatic controlled
bicycle. When it comes to high scale it can used in the motor-bikes for Emission less
process.
Main advantages of the Pneumatic controlled bicycle are:

1. Zero emission.
2. Zero fuel cost (the cost is involved only through air).
3. It is both way mechanism (Manual and Pneumatic controlled).
4. Affordable price.
5. No electricity is needed.

Main disadvantages involved in Pneumatic controlled bicycle are:

1. Less power output.
2. Probability Air leakage.
3. Slippage of chain at high speeds.
4. Acceleration of the bicycle.
We can conclude that our project can be utilized for a shorter distance. If a better
power motor can be used so that the efficiency of the bicycle can be improved and
can be used for longer distance and low emission. Due to time limitation work on
motor couldnt be carried out if slight fabricate