FUELLESS HEAT ENERGY

ABSTRACT

It is known that the supplies of fossil fuels are limited and their utilization
as energy source causes environmental degradation due to unfinished ignition
when used as energy source, in addition to this as the world population increase
the order for energy sources increases, so the issue of a steady replacement of
fossil fuels with renewable energy source is of major consideration for most
countries. Renewable power generation system is currently preferred for clean
power generation. With ongoing revolution in the generation, electricity is
generated at small level by using dynamo. Most of these villages are un-
electrified. Power generated by pedaling can be converted from mechanical to
electrical energy by using either dynamo or alternator.
INTRODUCTION

India is the second most popular nation in the world. Like many other
countries where agriculture is the main activity, biomass and other non
commercial fuels constitute around 40% of energy requirements in India.
Around 85.49% of Indian villages are electrified. People use bicycles as the
main medium of transportation in villages. In addition in cities, where most
people use exercise bikes, the energy can be productively used to power
electronic gadgets, which require less power. In India, many of the villages are
still without electricity and most of them use bicycle as their medium of
transportation. In such places, our system will be of great help. Charging of the
battery can be done by a layman by just connecting the circuit to the output of
the dynamo which is connected to the padel. This would charge the batteries.
World is a storehouse of energy. And according to energy conversion law,
energy neither be created nor be destroyed but can be transformed from one
form to another. But we are wasting resources that can produce energy as if they
are limited. Humans are able to generate approximately 150W of power while
riding bicycle. However, this power goes waste without any use. If this is
making use of this energy, would be able to power many electronic devices. A
dynamo or an alternator can be used for harvesting the energy generated by
pedal. We can charge a small lighting device with the power. With reference to
the report statistics, No. of Towns and Villages Electrified in India, Ministry
of Statistics and Program Implementation, India, it can be seen that even after
65 year of independence 17.7% of India is still in dark during nights. All of the
5161 towns in India are electrified, i.e. cent percent in the case of towns.
However, in India villages are more than towns and development of India I only
possible by the development of those villages, out of 593732 village in India
only 488439 villages are electrified, i.e. 105293 villages are un-electrified.
Andhra Pradesh, Goa, Kerala, Punjab, Tamil Nadu, Haryana, and Delhi are the
few of the stated that are where less than 60% of the villages are electrified, the
worst situation is in Jharkhand where only 31.1% villages are electrified. The
consumption of electricity in the country is increasing the rate of 10% per year.
The energy usage has been increasing through year, but there has been no
sufficient increase in the production. In the case of electricity, this leads to load
shedding and increase in prices.

LITERATURE SERVEY

The effectiveness of fuel consumption depends not only on vehicle design

but also on the control strategy used. The control strategy provides a dynamic
control of the vehicle to ensure the best utilization of the onboard energy
resources for the given operating conditions. So, the energy management
strategy is extremely important to decide how and when energy will be provided
by various sources of PHEV. In 1999, AVL Company proposed a hybrid system
that used a 50 cc carburetted lean-burn two-stroke engine with a 0.75 kW
electric motor mounted on the engine crankshaft mainly to provide increased
torque during acceleration. Su-Hau et al (2004) focused on the highly efficient
energy usage of the battery energy and proposed an integrated management
system for electric motor. This integrated management system includes the
power-saving controller, energy management subsystem and some hardware
protection strategies.

The energy management system acts as a supervisor to manage all the

events about the battery energy, including the residual capacity estimation and
regenerative braking operation. David and Sheng-Chung (2004) proposed new
parallel-type hybrid-electric-power system comprises an engines energy
distribution and a torque-integrated mechanism (specifically including an
engine, a motor/alternator, a CVT device, and PCM as well as a 3-helical gear
set). To let the engine achieve maximum thermo-efficiency with minimum
emissions, the servomotors adjust the diameter size of the pulley to control the
engine output for the final power-output axle and the alternator.

The system is applied with a stable engine-load to maximize operating

performance. The vehicle is driven by the motor alone in the light-duty mode.
Meanwhile, in the medium-duty mode, power comes from the engine, with
extra energy being used for battery charging. Finally, in the heavy duty mode,
both the engine and motor together power the vehicle. The engine output is
fixed, but the motor output power can be controlled. Wenguang et al (2005)
presented an approach to control power train of series hybrid electric vehicles. A
formulation of the system equations and controller design procedure were
proposed by them. They also proposed a new switching algorithm for the power
converter for motor torque and motor flux control.

The sliding mode method is applied to excitation winding control in

synchronous generator to achieve the desired current distribution in power train.
Yimin and Mehrdad (2006) introduced a speed and torque coupling hybrid
drivetrain. In this drivetrain, a planetary gear unit and a generator/motor
decouple the engine speed from the vehicle wheel speed. Also, another shaft-
fixed gear unit and traction motor decouple the torque from the vehicle wheel
torque. Thus, the engine can operate within its optimal speed and torque region,
and at the same time, can directly deliver its torque to the driven wheels. They
also discussed the fundamentals architecture, design, control, and simulation of
the drivetrain. Simulations show that the fuel economy in urban and highway
driving cycles can be greatly improved. Kuen-Bao and Tsung-Hua (2006)
incorporated a mechanical type rubber V-belt, continuously-variable
transmission (CVT) and chain drives to combine power of the two power
sources, a gasoline engine and an electric motor in hybrid power system. The
system uses four different modes in order to maximize the performance and
reduce emissions: electric-motor mode; engine mode; engine/charging mode;
and power mode.

The main advantages of this new transmission include the use of only one
electric motor/generator and the shift of the operating mode accomplished by
the mechanical-type clutches for easy control and low cost. Kinematic analyses
and design are achieved to obtain the size of each component of this system. A
design example is fabricated and tested. Markel and Simpson (2007) discussed
the battery power and energy requirements for grid-charged parallel hybrid
electric vehicles with different operating strategies. First, they considered the
traditional all-electric range based operating concept and shown that this
strategy can require a larger, more expensive battery due to the simultaneous
requirement for high energy and power.

They then proposed an alternative electric-assist operating concept for

grid-charged HEVs to enable the use of a smaller, less costly battery However,
this strategy is expected to reduce the vehicle efficiency during both charge-
depleting and charge-sustaining operation. Zhangcheng et al (2007) presented a
novel approach to the problem of power control strategy of series hybrid electric
vehicle. They defined three modes of operation and a cost function. To
determine which operation mode should be chosen during driving cycles they
generated a classifier using support vector machine (SVM). They claimed that
their approach does not need any models of devices and needed less
computational time. The control strategy was based on inputs from road
situation data, battery state-of-charge data and vehicle speed data. Their
simulation studies showed the feasibility of the approach.
 Daniel (2007) designed, developed and implemented a series hybrid
electric vehicle. Though he proposed the architecture as hybrid electric vehicle
architecture, he showed that the vehicle runs well in the electric mode and left
the hybrid conversion as future expansion. Before developing the hardware part,
he did a simulation using PSCAD/EMTDC and validated the simulated results
using the hardware he developed. Gonder and Markel (2007) analysed the
energy management strategy for the operation of hybrid electric vehicles. They
summarised three potential energy management strategies and compares the
implications of selecting one strategy over another in the context of the
aggressiveness and distance of the duty cycle over which the vehicle will likely
operate.

The particular operating strategy employed during the charge-depleting

mode will significantly influence the component attributes and the value of the
PHEV technology. Throughout human history, energy has generally been
applied through the use of the arms, hands, and back. With minor exceptions, it
was only with the invention of the sliding-seat rowing shell, and particularly of
the bicycle, that legs also began to be considered as a "normal" means of
developing power from human muscles (Wilson, 1986). Over the centuries, the
treadle has been the most common method of using the legs to produce power.
Treadles are still common in the low-power range, e specially for sewing
machines. Historically, two treadles were used for some tasks, but even then the
maximum output would have been quite small, perhaps only 0-15 percent of
what an individual using pedal operated cranks can produce under optimum
conditions. However, the combination of pedals and cranks, which today seems
an obvious way to produce power, was not used for that purpose until quite
recently. It was almost 50 years after Karl von Krais invented the steerable foot-
propelled bicycle in 1817 that Pierre Michaud added pedals and cranks, and
started the enormous wave of enthusiasm for bicycling that has lasted to the
present.

Ever since the arrival of fossil fuels and electricity, human powered tools
and machines have been viewed as an obsolete technology. This makes it easy
to forget that there has been a great deal of progress in their design, largely
improving their productivity. The most efficient mechanism to harvest human
energy appeared in the late 19thcentury: pedaling. Stationary pedal powered
machines went through a boom in the turn of the 20 th century, but the arrival of
cheap electricity and fossil fuel abruptly stopped all further development (Kris,
2011). Otto Von Guericke is credited with building the first electrical machine in
1660.

This form of electricity precedes electromagnetic energy which

dominates today. The landscape for today's electricity usage practices bloomed
from 1831 to 1846 with theoretical and experimental work from Faraday, Weber
and Gauss in the relationship of current, magnetic fields and force. These
theories enabled the design modern motors an d generators. From 1880 to
1900, there was a period of rapid development in electrical machines. Thus this
section reviews the works that has been done on human power generation.

Early Development

Studies in power generation shows that bicycling is one of the most

efficient form of power generation known, in terms of energy expended per
person. McCullagh, (1977) gives us an insight into the test conducted by Staurt
Wilson using a 24V (at 1800rpm), 20A generator to charge a 12V car battery. A
belt-drive was used to connect a 15.5 diameter bike flywheel to a 2.5 diameter
pulley that turned the generator. During this test, anaverage cyclist produced
75W of sustainable electrical power 12V (900rpm) for a period of one hour. In
1980, Carl Nowiszewski a mechanical student at the Massachusetts Institute of
Technology worked with Professor David Gordon Wilson on a design of
ahuman powered generator which when built will serve as an auxiliary control
function in a sail boat in an Atlantic crossing.
The energy storage was primarilyfor automatic steering while the pilot
sleep and the pedaling wasa way of keeping warm and avoid boredom. The
overwhelming problem in the design was the cramped quarters which
Nowiszewski eventually solved. And then in 1988, George Alexander Holt III
designed a human powered generator using recumbent bicycle technology for
use in a sail boat using 6061-T6 aluminum; he built a light weight foldable
apparatus. The human power requirement was 120watt at 75rpm (George,
1988).

Recent Development

Mohd and others (2013) discussed charkha device in India, stated that
spinning wheel horizontally could be rotated by a cord encircling a large, hand-
driven wheel where the fiber is held in the left hand and the wheel slowly turned
with the right. Holding the fiber at a slight angle to the spindle produced the
necessary twist. Jansen and Slob (2003) improved the power generation system
known as Better Water Maker (BWM) water disinfection system. The BWM
was designed for use where water is unsafe for drinking and electricity is scare.
The BWM utilizes a manual hand crank to provide power to its pump. They also
studied one hand cranking and found that 50wof power could be sustained for
up to 30 minutes, which is more than double the 17w required by the BWM. As
early as 2007, fitness facilities around the world have begun researching
applications for converting human power to electricity.
 The California Fitness facility in Hong Kong was one of the first gym
establishments to incorporate human powered machines. Started by French
inventor Lucien Gambaro and entrepreneur Doug Wood ring, the gym began a
program called Powered by YOU in which the excess energy generated by
members on 13-step cycling and cross training machines is diverted and
converted to power lighting fixtures in the gym (Gerard, 2008). Maha and
Kimberly (2010), in the Proceedings of ASME 2010 4th International
Conference on Energy Sustainability made us to understand that other gyms in
the United States began to harness human power as well.
The Dixon Recreation Center at Oregon State University (OSU) is one of
the many facilities retrofitted between the years 2008 and 2009 by the
Clearwater, Florida based company known as Reeve. The company retrofitted
22 elliptical machines at OSU so that the excess energy generated by patrons
was diverted to the electric grid. According to the companys website, An
elliptical machine in regular use at a gym using ReRev technology will generate
one kilowatt-hour of electricity every two days.

MATERIALS AND METHODS

Mechanism of Operation

The Pedal Operated Power Generator (POPG) is a type of generators in which

the source of mechanical power is provided by the human effort while spinning
a shaft, with its corresponding angular speed (human) and torque (Thuman).
Usually, a sort of mechanical transmission system is needed to adapt these
variables into the generators required ones (gen and Tgen). Then, this
mechanical power is turned into electric power by the generator (Pout gen).
Eventually, Pout gen is converted with the aim of being stored (Pin storage),
without damaging the storage system. The principle of using your pedal motion
to create the same motion as a motor can be translated to almost any device, and
the parts needed are all the same, and in the case of the pedal powered electrical
device.

CAR BATTERY

Batteries are typically made of six galvanic cells in a series circuit. ... As
the battery discharges, the acid of the electrolyte reacts with the materials of
the plates, changing their surface to lead sulfate. When the battery is recharged,
the chemical reaction is reversed: the lead sulfate reforms into lead dioxide.
Common examples are the alkaline battery used for flashlights and a
multitude of portable electronic devices. Secondary (rechargeable) batteries
can be discharged and recharged multiple times using mains power from a wall
socket; the original composition of the electrodes can be restored by reverse
current.

A deep-cycle battery is a lead-acid battery designed to be regularly

deeply discharged using most of its capacity. In contrast, starter batteries (e.g.
most automotive batteries) are designed to deliver short, high-current bursts for
cranking the engine, thus frequently discharging only a small part of their
capacity. While a deep-cycle battery can be used as a starting battery, the lower
"cranking current" implies that an oversized battery may be required.

A deep-cycle battery is designed to discharge between 45% and 75% of

its capacity, depending on the manufacturer and the construction of the battery.
Although these batteries can be cycled down to 20% charge, the best lifespan vs
cost method is to keep the average cycle at about 45% discharge. [1] There is an
indirect correlation between the depth of discharge of the battery, and the
number of charge and discharge cycles it can perform
 The lead-acid battery was invented in 1859 by French physicist Gaston
Plant and is the oldest type of rechargeable battery. Despite having a very low
energy-to-weight ratio and a low energy-to-volume ratio, its ability to supply
high surge currents means that the cells have a relatively large power-to-weight
ratio. These features, along with their low cost, makes it attractive for use in
motor vehicles to provide the high current required by automobile starter
motors.

As they are inexpensive compared to newer technologies, lead-acid

batteries are widely used even when surge current is not important and other
designs could provide higher energy densities. Large-format lead-acid designs
are widely used for storage in backup power supplies in cell phone towers, high-
availability settings like hospitals, and stand-alone power systems. For these
roles, modified versions of the standard cell may be used to improve storage
times and reduce maintenance requirements. Gel-cells and absorbed glass-
mat batteries are common in these roles, collectively known as VRLA (valve-
regulated lead-acid) batteries.

Leadacid battery sales account for 4045% of the value from batteries
sold worldwide (1999, not including China and Russia), a manufacturing market
value of about $15 billion.

CAR DYNAMO

A dynamo is an electrical generator that produces direct current with the use of
a commutator. Dynamos were the first electrical generators capable of
delivering power for industry, and the foundation upon which many other later
electric-power conversion devices were based, including the electric motor, the
alternating-current alternator, and the rotary converter. Today, the simpler
alternator dominates large scale power generation, for efficiency, reliability and
cost reasons. A dynamo has the disadvantages of a mechanical commutator.
Also, converting alternating to direct current using power rectification devices
(vacuum tube or more recently solid state) is effective and usually economical.

The electric dynamo uses rotating coils of wire and magnetic fields to convert
mechanical rotation into a pulsing direct electric current through Faraday's law
of induction. A dynamo machine consists of a stationary structure, called
the stator, which provides a constant magnetic field, and a set of rotating
windings called the armature which turn within that field. Due to Faraday's law
of induction the motion of the wire within the magnetic field creates
an electromotive force which pushes on the electrons in the metal, creating
an electric current in the wire. On small machines the constant magnetic field
may be provided by one or more permanent magnets; larger machines have the
constant magnetic field provided by one or more electromagnets, which are
usually called field coils.

Commutation

The commutator is needed to produce direct current. When a loop of wire

rotates in a magnetic field, the magnetic flux through it, and thus the potential
induced in it, reverses with each half turn, generating an alternating current.
However, in the early days of electric experimentation, alternating
current generally had no known use. The few uses for electricity, such
as electroplating, used direct current provided by messy liquid batteries.
Dynamos were invented as a replacement for batteries. The commutator is
essentially a rotary switch. It consists of a set of contacts mounted on the
machine's shaft, combined with graphite-block stationary contacts, called
"brushes", because the earliest such fixed contacts were metal brushes. The
commutator reverses the connection of the windings to the external circuit when
the potential reverses, so instead of alternating current, a pulsing direct current
is produced.

Excitation

The earliest dynamos used permanent magnets to create the magnetic field.
These were referred to as "magneto-electric machines" or magnetos.[3] However,
researchers found that stronger magnetic fields, and so more power, could be
produced by using electromagnets (field coils) on the stator.[4] These were called
"dynamo-electric machines" or dynamos.[3] The field coils of the stator were
originally separately excited by a separate, smaller, dynamo or magneto. An
important development by Wilde and Siemens was the discovery (by 1866) that
a dynamo could also bootstrap itself to be self-excited, using current generated
by the dynamo itself. This allowed the growth of a much more powerful field,
thus far greater output power.

Induction with permanent magnets

The Faraday disk was the first electric generator. The horseshoe-shaped
magnet (A) created a magnetic field through the disk (D). When the disk was
turned, this induced an electric current radially outward from the center toward
the rim. The current flowed out through the sliding spring contact m, through
the external circuit, and back into the center of the disk through the axle.

The operating principle of electromagnetic generators was discovered in the

years 18311832 by Michael Faraday. The principle, later called Faraday's law,
is that an electromotive force is generated in an electrical conductor which
encircles a varying magnetic flux.

He also built the first electromagnetic generator, called the Faraday disk, a type
of homopolar generator, using a copper disc rotating between the poles of a
horseshoe magnet. It produced a small DC voltage. This was not a dynamo in
the current sense, because it did not use a commutator.

This design was inefficient, due to self-cancelling counterflows of current in

regions of the disk that were not under the influence of the magnetic field.
While current was induced directly underneath the magnet, the current would
circulate backwards in regions that were outside the influence of the magnetic
field. This counterflow limited the power output to the pickup wires, and
induced waste heating of the copper disc. Later homopolar generators would
solve this problem by using an array of magnets arranged around the disc
perimeter to maintain a steady field effect in one current-flow direction.

Another disadvantage was that the output voltage was very low, due to the
single current path through the magnetic flux. Faraday and others found that
higher, more useful voltages could be produced by winding multiple turns of
wire into a coil. Wire windings can conveniently produce any voltage desired by
changing the number of turns, so they have been a feature of all subsequent
generator designs, requiring the invention of the commutator to produce direct
current.

The first dynamos

Hippolyte Pixii's dynamo. The commutator is located on the shaft below the
spinning magnet.

The first dynamo based on Faraday's principles was built in 1832 by Hippolyte
Pixii, a French instrument maker. It used a permanent magnet which was rotated
by a crank. The spinning magnet was positioned so that its north and south poles
passed by a piece of iron wrapped with insulated wire.

Pixii found that the spinning magnet produced a pulse of current in the wire
each time a pole passed the coil. However, the north and south poles of the
magnet induced currents in opposite directions. To convert the alternating
current to DC, Pixii invented a commutator, a split metal cylinder on the shaft,
with two springy metal contacts that pressed against it.

Pacinotti dynamo, 1860

This early design had a problem: the electric current it produced consisted of a
series of "spikes" or pulses of current separated by none at all, resulting in a low
average power output. As with electric motors of the period, the designers did
not fully realize the seriously detrimental effects of large air gaps in the
magnetic circuit.

Antonio Pacinotti, an Italian physics professor, solved this problem

around 1860 by replacing the spinning two-pole axial coil with a multi-
pole toroidal one, which he created by wrapping an iron ring with a continuous
winding, connected to the commutator at many equally spaced points around the
ring; the commutator being divided into many segments. This meant that some
part of the coil was continually passing by the magnets, smoothing out the
current.

The Woolrich Electrical Generator of 1844, now in Thinktank,

Birmingham Science Museum, is the earliest electrical generator used in an
industrial process. It was used by the firm of Elkingtons for
commercial electroplating.

The Woolrich Electrical Generator in Thinktank, Birmingham

Dynamo self excitation

 Independently of Faraday, the Hungarian Anyos Jedlik started
experimenting in 1827 with the electromagnetic rotating devices which he
called electromagnetic self-rotors. In the prototype of the single-pole electric
starter, both the stationary and the revolving parts were electromagnetic.

About 1856 he formulated the concept of the dynamo about six years
before Siemens and Wheatstone but did not patent it as he thought he was not
the first to realize this. His dynamo used, instead of permanent magnets, two
electromagnets placed opposite to each other to induce the magnetic field
around the rotor. It was also the discovery of the principle of dynamo self-
excitation, which replaced permanent magnet designs.

Practical designs

This large belt-driven high-current dynamo from around 1917 produced 310
amperes at 7 volts DC. The huge complicated commutator (left) was needed to
handle the large current. Dynamos are no longer used due to the size and
complexity of commutators needed for high power applications.

The dynamo was the first electrical generator capable of delivering power
for industry. The modern dynamo, fit for use in industrial applications, was
invented independently by Sir Charles Wheatstone, Werner von
Siemens and Samuel Alfred Varley. Varley took out a patent on 24 December
1866, while Siemens and Wheatstone both announced their discoveries on 17
January 1867, the latter delivering a paper on his discovery to the Royal
Society.

The "dynamo-electric machine" employed self-powering electromagnetic

field coils rather than permanent magnets to create the stator field.
[13]
Wheatstone's design was similar to Siemens', with the difference that in the
Siemens design the stator electromagnets were in series with the rotor, but in
Wheatstone's design they were in parallel.[14] The use of electromagnets rather
than permanent magnets greatly increased the power output of a dynamo and
enabled high power generation for the first time. This invention led directly to
the first major industrial uses of electricity. For example, in the 1870s Siemens
used electromagnetic dynamos to power electric arc furnaces for the production
of metals and other materials.

The dynamo machine that was developed consisted of a stationary structure,

which provides the magnetic field, and a set of rotating windings which turn
within that field. On larger machines the constant magnetic field is provided by
one or more electromagnets, which are usually called field coils.

Small Gramme dynamo, around 1878.

Znobe Gramme reinvented Pacinotti's design in 1871 when designing the first
commercial power plants operated in Paris. An advantage of Gramme's design
was a better path for the magnetic flux, by filling the space occupied by the
magnetic field with heavy iron cores and minimizing the air gaps between the
stationary and rotating parts. The Gramme dynamo was one of the first
machines to generate commercial quantities of power for industry.[15] Further
improvements were made on the Gramme ring, but the basic concept of a
spinning endless loop of wire remains at the heart of all modern dynamos.[16]

Charles F. Brush assembled his first dynamo in the summer of 1876 using a
horse-drawn treadmill to power it. Brush's design modified the Gramme
dynamo by shaping the ring armature like a disc rather than a cylinder shape.
The field electromagnets were also positioned on the sides of the armature disc
rather than around the circumference.

Rotary converters

After dynamos and motors were found to allow easy conversion back and forth
between mechanical or electrical power, they were combined in devices
called rotary converters, rotating machines whose purpose was not to provide
mechanical power to loads but to convert one type of electric current into
another, for example DC into AC. They were multi-field single-rotor devices
with two or more sets of rotating contacts (either commutators or sliprings, as
required), one to provide power to one set of armature windings to turn the
device, and one or more attached to other windings to produce the output
current.

The rotary converter can directly convert, internally, any type of electric power
into any other. This includes converting between direct current (DC) and
alternating current (AC), three phase and single phase power, 25 Hz AC and
60 Hz AC, or many different output voltages at the same time. The size and
mass of the rotor was made large so that the rotor would act as a flywheel to
help smooth out any sudden surges or dropouts in the applied power.

The technology of rotary converters was replaced in the early 20th century
by mercury-vapor rectifiers, which were smaller, did not produce vibration and
noise, and required less maintenance. The same conversion tasks are now
performed by solid state power semiconductor devices. Rotary converters
remained in use in the West Side IRT subway in Manhattan into the late 1960s,
and possibly some years later. They were powered by 25 Hz AC, and provided
DC at 600 volts for the trains.

Conclusion

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