THEVANESAM ERUTHAYA AMMAL POLYTECHNICCOLLEGE

VEMBAR, THOOTHUKUDI – 628 906

DEPARTMENT OF MECHANICAL ÉNGINEERING

DESING AND FABRICATION OF BNUEMATIC POWERED AIR ENGINE

submitted by
M.KALEESPANDI -17237265

P.KAMAL -17237266

A.KARTHICK -17237268

M.KARTHICKANNAN -17237269

S.KARTHICKUMAR -17237270

T.KASIRAJAN -17237274

Under the guidance of

Mr.T.SANMUGAKUMAR
Project Report 2018-2019

A project work submitted in partial fulfilment of the requirement for the award of diploma in
mechanical engineering by directorate of technical education,Tamilnadu
 THEVANESAM ERUTHAYA AMMAL POLYTECHNIC COLLEGE
VEMBAR,THOOTHUKUDI -628 906

DEPARTMENT OF MECHANICAL ENGINEERING

This is certified that the project report entiled DESIGN AND FABRICATION OF
PNUEMATIC POWERED AIR ENGINE is the bonafied record of the work done by
P.KAMAL(17237266) In partial fulfilment of the requiremend for the award of the
DIPLOMA IN MECHANICAL ENGINEERING submitted for the directorate of Tamilnadu
Education examination held on...........................

HEAD OF THE DEPARTMENT PROJECT GUIDE

INTERNAL EXAMINER EXTERNAL EXAMINAR

CONTENT
 CONTENT

S NO TITLE PAGE NO

1 ACKNOWLDGEMENT 5
2 SYNOPSIS 7

3 INDRODUCTION 9
4 MODEL DIAGRAM 11
5 MAIN COMPONENTS 13
6 WORKING PRINCIPLE 15
7 OPERATION PERFORMANCE 28
8 DESIGN 30
9 COST ESTIMATION 32
10 ADVANTAGES 34
11 APPLICATION 36
12 PHOTO GRAPH 38
13 CONCLUSION 40
14 BIBLIOGRAPHY 42
ACKNOWLEDGMENT
 ACKNOWLEDGEMENT
We wish to express our sincere thanks to our MANAGEMENT for the encouragement
extended to us to undertake this project work.

We wish to extend our gratitude and grateful thank to our principal

Thiru.K.JEEVANANTHAM M.E., for his excellent and continuous guidance to complete
our project proficiently in time.

We wish to express our gratitude to Thiru.KIRUBAKARAN JOSEPH M.E.

Heat of the Department for his motivation and suggestions during the progress of this project
work.

We wish to convey that our sincere thanks for to our guide

Thiru.T.SHANMUGAKUMAR B.E., Lecturer,Department of Mechanical Engineering for
his admirable guidance and suggestions throughout this project work.

We would like to thank for our project coordinator, Thiru.KIRUBAKARAN

JOSEPH M.E. Senior Lecturer, Department of Mechanical Engineering who has given the
valuable suggestions and technical support throughout this project work.

We would also thank all our STAFF MEMBERS and TECHNICAL ASSISTANTS
for their help and support to complete the project successfully.

Finally , we thank and feel a deep sense of gratitude to our PARENTS and
FRIENDS for their moral support to finish the project work in a great manner.
SYNOPSIS
 SYNOPSIS

The air engine is the new innovative concept to run the two wheeler by using the
compressed air system. Begins with an introduction to pneumatic it’s various application and
units and briefly explains a few devices capable of utilizing air effectively and their relative
merits.’hthe pneumatic operated of air engine is equipment and it is very userful for drive the
two wheel drive. It is operated by pneumatic system. Air is the working substance of our
machine. This system gives smooth operation and smooth movement for vehicle.

Here we demonstrate the concept of pneumatic powered air engine system that user
pneumatic power to operate a vehicle engine and achieve movement. Here we use a
pneumatic cylinder that is attached to a wheel in order to drive the wheel using a specially
designed rack and pinion king of arrangement.

This system use a pneumatic cylinder attached to the wheel through this particular
arrangement. We use pipes and valves to control the pneumatic cylinder movement using a
compressor. An electronic circuit is used to control the valves and thus control the movement
of the pneumatic cylinder. As the pneumatic cylinder pushes its piston forward and
backward, this motion is used to drive the wheel using the rack pinion kind of arrangement.

We cylindrical wheels to avoid contact of rack while returning to stop it from blocking
the motion achieved. We use bearings and a frame to holt and run the rotating wheel
arrangement and the pneumatic cylinder in a horizontal arrangement with respect to the
wheel. Thus we demonstrate the concept of an air engine.
INDRODUCTION
 INDRODUCTION
At first glance the idea of running an engine on air seems to be too good to be true.
Actually, if we can make use of air as an aid for running an engine it is a fantastic idea. As
we all know, air is all around us, it never runs out, it is non-polluting and it is free.

An air driven engine makes use of compressed air technology for its
operation.Compressed air technology is now widely preferred for research by different
industries for developing different drives for different purposes. The compressed air
technology is guide simple. If we compress normal air into a cylinder the air would hold
some energy within it. This energy can be utilized for userful purposes. When this
compressed air expands, the energy is released to do work.

So this energy in compressed air can also be utilized to displace a piston. This is the
basic working principle of the air driven engine. It uses the expansion of compressed air to
drivethe pistons of the engine. So an air driven engine is basically a pneumatic actuator that
creates userful work by expanding compressed air. This work provided by the air is utilized
to supply power to the crankshaft of the engine.
In the case of an air driven engine, there is no combustion taking place within the
engine. So it is non-polluting and less dangerous. It requires lighter metal only since it does
not have to withstand elevated temperatures.
As there is no combustion taking place, there is no need for mixing fuel and air. Here
compressed air is the fuel and it is directly fed into the piston cylinder arrangement. It simply
expands inside the cylinder and does useful work on the piston. This work done on the piston
provides sufficient power to the crankshaft.
MODEL DIAGRAM
 MODEL DIAGRAM

WHEEL

PNEUMATIC CRANK SHAFT

CYLINDER
CONNECTING ROD
SOLENOID VALVE CONTROL UNIT
MAIN COMPONENTS
 MAIN COMPONENTS
4.1 - Pneumatic Cylinder
4.2 - Bearing
4.3 - Solenoid Valve
4.4 - wheel
4.5 - Electrical Circuit
4.6 - Connecting Rod
4.7 - Crankshaft
OPERATIONAL PERFORMANCE
 OPRATIONAL PERFORMANCE

PNEUMATIC CYLIN’’HHH’ER

A pneumatic cylinder uses the pressure of a gas to perform work, specifically linear
work. The word “pneumatic” comes from the Greek and refers to air, which is the least
expensive and most common type of gas used in pneumatic cylinder. Air can be easily taken
in and compressed to refill pneumatic systems, and does not pose the same danger as other
gases. Some inert gases may be used instead, but these must be ordered or manufactured pre-
compressed in tanks and have more limited uses.
 BEARING

In this project we are using ball bearing because ball bearing are extremely common
because they can handle both radial and trust load , but can only handle a small amount of
weight. They are found wide array of application, such as roller blades and even hard drives,
but are prone to deforming if they are over load.
 SOLENOID VALVE
A solenoid valve is an valve for use with liquid or gas controlled by running or
stopping an electrical current through a solenoid, which is a coil of wire, thus changing the
state of the valve. The operation of a solenoid valve is similar to that of a light switch, but
typically controls the flow of air or water, whereas a light switch typically controls the flow
of electricity. Solenoid valves may have two or more ports: in the case of a two-port valve the
flow is switched on or off; in the case of a three-port valve, the outflow is switched between
the two outlet ports. Multiple solenoid valves can be placed together on a manifold
Solenoid valves are the most frequently used control elements in fluidics. Their tasks
are to shut off, release, dose, distribute or mix fluids. They are found in many application
areas. Solenoids offer fast and safe switching, high reliability, long service life, good medium
compatibility of the materials used, low control power and compact design.
Besides the plunger-type actuator which is used most frequently, pivoted-armature
actuators and rocker actuators are also used.

WORKING PRINCIPLE:
A solenoid valve has two main parts: the solenoid and the valve. The solenoid
converts electrical energy into mechanical energy which, in turn, opens or closes the valve
mechanically
Solenoid valves may use metal seals or rubber seals, and may also have electrical
interfaces to allow for easy control. A spring may be used to hold the valve opened or closed
while the valve is not activated.
A- Input side
B- Diaphragm
C- Pressure chamber
D- Pressure relief conduit
E- Solenoid
F- Output side
In some solenoid valves the solenoid provides the full power for the operation of the
main valve. Others use a small, complete solenoid valve, known as a pilot, to operate a larger
valve which provides the main output of the unit. While the second type is actually a solenoid
valve combined with a pneumatically actuated valve, they are sold and packaged as a single
unit which is referred to as a solenoid valve. Piloted valves require much less power to
control, but they are noticeably slower.
The diagram to the right shows the design of a basic valve. If we look at the top figure
we can see the valve in its closed state. The water under pressure enters at A. B is an elastic
diaphragm and above it is a weak spring pushing it down. The function of this spring is
irrelevant for now as the valve would stay closed even without it. The diaphragm has a
pinhole through its center which allows a very small amount of water to flow through it. This
water fills the cavity C on the other side of the diaphragm so that pressure is equal on both
sides of the diaphragm. While the pressure is the same on both sides of the diaphragm, the
force is greater on the upper side which forces the valve shut against the incoming pressure.
By looking at the figure we can see the surface being acted upon is greater on the upper side
which results in greater force. On the upper side the pressure is acting on the entire surface of
the diaphragm while on the lower side it is only acting on the incoming pipe. This results in
the valve being securely shut to any flow and, the greater the input pressure, the greater the
shutting force will be.
Now let us turn our attention to the small conduit D. Until now it was blocked by a
pin which is the armature of the solenoid E and which is pushed down by a spring. If we now
activate the solenoid, the water in chamber C will flow through this conduit D to the output
side of the valve. The pressure in chamber C will drop and the incoming pressure will lift the
diaphragm thus opening the main valve. Water now flows directly from A to F.
When the solenoid is again deactivated and the conduit D is closed again, the spring
needs very little force to push the diaphragm down again and the main valve closes. In
practice there is often no separate spring, the elastomer diaphragm is moulded so that it
functions as its own spring, preferring to be in the closed shape.
From this explanation it can be seen that this type of valve relies on a differential of
pressure between input and output as the pressure at the input must always be greater than the
pressure at the output for it to work. Should the pressure at the output, for any reason, rise
above that of the input then the valve would open regardless of the state of the solenoid and
pilot valve.
A common use for 2 way solenoid valves is in central heating. The solenoid valves are
controlled by an electrical signal from the thermostat to regulate the flow of heated water to
the heating elements within the occupied space. Such valves are particularly useful when
multiple heating zones are fed by a single heat source. Commercially available solenoid
valves for this purpose are often referred to as Zone valves.
 WHEEL
Wheel

Three wheels on an antique tricycle

The earliest wheels were made of a solid piece of wood.

A wheel is a circular component that is intended to rotate on an axial bearing. The
wheel is one of the main components of the wheel and axle which is one of the six simple
machines. Wheels, in conjunction with axles, allow heavy objects to be moved easily
facilitating movement or transportation while supporting a load, or performing labor in
machines. Wheels are also used for other purposes, such as a ship's wheel, steering wheel,
potter's wheel and flywheel.
Common examples are found in transport applications. A wheel greatly reduces friction
by facilitating motion by rolling together with the use of axles. In order for wheels to rotate, a
moment needs to be applied to the wheel about its axis, either by way of gravity, or by the
application of another external force or torque.
Etymology
The English word wheel comes from the Old English word hweol, hweogol, from Proto-
Germanic *hwehwlan, *hwegwlan, from Proto-Indo-European *kwekwlo-, an extended form
of the root *kwel- "to revolve, move around". Cognates within Indo-European include
Icelandic hjól "wheel, tyre", Greek κύκλος kúklos, and Sanskrit chakra, the latter both
meaning "circle" or "wheel".
History

A depiction of an onager-drawn cart on the Sumerian "battle standard of Ur" (c. 2500 BC)

A figurine featuring the New World's independently invented wheel

Evidence of wheeled vehicles appears from the second half of the 4th millennium BC,
near-simultaneously in Mesopotamia (Sumerian civilization), the Northern Caucasus
(Maykop culture) and Central Europe, so that the question of which culture originally
invented the wheeled vehicle is still unsolved.
The earliest well-dated depiction of a wheeled vehicle (here a wagon—four wheels, two
axles) is on the Bronocice pot, a c. BC clay pot excavated in a Funnelbeaker culture
settlement in southern Poland.
The oldest securely dated real wheel-axle combination, that from Stare Gmajne near
Ljubljana in Slovenia (Ljubljana Marshes Wooden Wheel) is now dated in 2σ-limits to 3340-,
the axle to
In China, the wheel was certainly present with the adoption of the chariot in c. although
Barbieri-Low argues for earlier Chinese wheeled vehicles,
Although they did not develop the wheel proper, the Olmec and certain other western
hemisphere cultures seem to have approached it, as wheel-like worked stones have been
found on objects identified as children's toys dating to about 1500 BC. It is thought that the
primary obstacle to large-scale development of the wheel in the Western hemisphere was the
absence of domesticated large animals which could be used to pull wheeled carriages. The
closest relative of cattle present in Americas in pre-Columbian times, the American Bison, is
difficult to domesticate and was never domesticated by Native Americans; several horse
species existed until about 12,000 years ago, but ultimately went extinct. The only large
animal that was domesticated in the Western hemisphere, the llama, did not spread far
beyond the Andes by the time of the arrival of Columbus.
Nubians from after about 400 BC used wheels for spinning pottery and as water wheels
It is thought that Nubian waterwheels may have been ox-driven It is also known that Nubians
used horse-driven chariots imported from Egypt The wheel was barely used, with the
exception of Ethiopia and Somalia, in Sub-Saharan Africa well into the 19th century but this
changed with the arrival of the Europeans.
The invention of the wheel thus falls in the late Neolithic, and may be seen in
conjunction with other technological advances that gave rise to the early Bronze Age. Note
that this implies the passage of several wheel-less millennia even after the invention of
agriculture and of pottery:
 9500–6500 BC: Aceramic Neolithic
 6500–4500 BC: Ceramic Neolithic (Halafian), earliest wooden wheels (disks with a
hole for the axle)
 c. 4500 BC: invention of the potter's wheel, beginning of the Chalcolithic (Ubaid
period)
 4500–3300 BC: Chalcolithic, earliest wheeled vehicles, domestication of the horse
 3300–2200 BC: Early Bronze Age
 2200–1550 BC: Middle Bronze Age, invention of the spoked wheel and the chariot
Early wheels were simple wooden disks with a hole for the axle. Because of the
structure of wood, a horizontal slice of a tree trunk is not suitable, as it does not have the
structural strength to support relevant stresses without failing; rounded pieces of longitudinal
boards are required.
The spoked wheel was invented more recently, and allowed the construction of lighter
and swifter vehicles. In the Harappan civilization of the Indus Valley and Northwestern India,
we find toy-cart wheels made of clay with lines which have been interpreted as spokes
painted or in relief, and a symbol interpreted as a spoked wheel in the script of the seals,
already in the second half of the 3rd millennium BC. The earliest known examples of wooden
spoked wheels are in the context of the Andronovo culture, dating to c . Soon after this, horse
cultures of the Caucasus region used horse-drawn spoked-wheel war chariots for the greater
part of three centuries. They moved deep into the Greek peninsula where they joined with the
existing Mediterranean peoples to give rise, eventually, to classical Greece after the breaking
of Minoan dominance and consolidations led by pre-classical Sparta and Athens. Celtic
chariots introduced an iron rim around the wheel in the 1st millennium BC. The spoked
wheel was in continued use without major modification until the 1870s, when wire wheels
and pneumatic tires were invented.
The invention of the wheel has also been important for technology in general,
important applications including the water wheel, the cogwheel (see also antikythera
mechanism), the spinning wheel, and the astrolabe or torquetum. More modern descendants
of the wheel include the propeller, the jet engine, the flywheel (gyroscope) and the turbine.
Mechanics and function
wheel and axle
The wheel is a device that enables efficient movement of an object across a surface
where there is a force pressing the object to the surface. Common examples are a cart pulled
by a horse, and the rollers on an aircraft flap mechanism.
Wheels are used in conjunction with axles; either the wheel turns on the axle, or the
axle turns in the object body. The mechanics are the same in either case.
The low resistance to motion (compared to dragging) is explained as follows (refer to
friction):
 the normal force at the sliding interface is the same.
 the sliding distance is reduced for a given distance of travel.
 the coefficient of friction at the interface is usually lower.
Bearings are used to help reduce friction at the interface. In the simplest and oldest
case the bearing is just a round hole through which the axle passes (a "plain bearing").
Example:
 If a 100 kg object is dragged for 10 m along a surface with the coefficient of friction
μ = 0.5, the normal force is 981 N and the work done (required energy) is
(work=force x distance) 981 × 0.5 × 10 = 4905 joules.
 Now give the object 4 wheels. The normal force between the 4 wheels and axles is the
same (in total) 981 N. Assume, for wood, μ = 0.25, and say the wheel diameter is
1000 mm and axle diameter is 50 mm. So while the object still moves 10 m the
sliding frictional surfaces only slide over each other a distance of 0.5 m. The work
done is 981 × 0.25 × 0.5 = 123 joules; the work done has reduced to 1/40 of that of
dragging.
 Additional energy is lost from the wheel-to-road interface. This is termed rolling
resistance which is predominantly a deformation loss. This energy is also lowered by the use
of a wheel (in comparison to dragging) because the net force on the contact point between the
road and the wheel is almost perpendicular to the ground, and hence, generates an almost
zero net work. This depends on the nature of the ground, of the material of the wheel, its
inflation in the case of a tire, the net torque exerted by the eventual engine, and many other
factors.
A wheel can also offer advantages in traversing irregular surfaces if the wheel radius is
sufficiently large compared to the irregularities.
The wheel alone is not a machine, but when attached to an axle in conjunction with
bearing, it forms the wheel and axle, one of the simple machines. A driven wheel is an
example of a wheel and axle. Note that wheels pre-date driven wheels by about 6000 years,
themselves an evolution of using round logs as rollers to move a heavy load -- a practice
going back in pre-history so far, it has not been dated.
Construction
Rim
Rim (wheel)

An aluminium alloy wheel

The rim is the "outer edge of a wheel, holding the tire. It makes up the outer circular
design of the wheel on which the inside edge of the tire is mounted on vehicles such as
automobiles. For example, on a bicycle wheel the rim is a large hoop attached to the outer
ends of the spokes of the wheel that holds the tire and tube.
In the 1st millennium BC an iron rim was introduced around the wooden wheels of
chariots.
Hub
 The hub is the center of the wheel, and typically houses a bearing, and is where the
spokes meet.
A hubless wheel (also known as a rim-rider or centerless wheel) is a type of wheel with
no center hub. More specifically, the hub is actually almost as big as the wheel itself. The
axle is hollow, following the wheel at very close tolerances.
Spokes
: spoke

A spoked wheel on display at The National Museum of Iran, in Tehran. The wheel is
dated to the late 2nd millennium BC and was excavated at Choqa Zanbil.
A spoke is one of some number of rods radiating from the center of a wheel (the hub
where the axle connects), connecting the hub with the round traction surface. The term
originally referred to portions of a log which had been split lengthwise into four or six
sections. The radial members of a wagon wheel were made by carving a spoke (from a log)
into their finished shape. A spokeshave is a tool originally developed for this purpose.
Eventually, the term spoke was more commonly applied to the finished product of the
wheelwright's work, than to the materials he used.
Wire
wire wheel
The rims of wire wheels (or "wire spoked wheels") are connected to their hubs by wire
spokes. Although these wires are generally stiffer than a typical wire rope, they function
mechanically the same as tensioned flexible wires, keeping the rim true while supporting
applied loads.
Wire wheels are used on most bicycles and still used on many motorcycles. They were
invented by aeronautical engineer George Cayley and first used in bicycles by James Starley.
A process of assembling wire wheels is described as wheelbuilding.
 CRANKSHAFT

A bearing journal is a precision ground surface within which the crankshaft rotates.
Bearing journals mate with bearing surfaces in the cylinder block. Most bearing surfaces are
machined integrally in the cylinder block. Some engines feature a low- friction bushing or a
ball or tapered roller bearing. A counterweight is a protruding mass integrally cast into the
crankshaft that partially balances the forces of the reciprocating piston and reduces the load
on crankshaft bearing journals.
WORKING PRINCIPLE
 WORKING PRINCIPLE

This project consists of pneumatic engine, controller system, solenoid operated DC

valve.In this project, PNEUMATIC ENGINE which utilizes the pressurized air instead of
fuel.
In this project , a single cylinder pneumatic engine is used.
The pressurized air come from the compressor to the engine through a 3/2 way directional
controlled solenoid operated valve. This valve is controlled by a electronic control system.
A infra red sensor is mounted on the top of the engine head which sends the signal to the
control (ON/OFF) the air supply.
DESIGN
DESIGN
COST ESTIMATION
 COST ESTIMATION

S MATERIAL QUANTITY PRICE

N0
1 Pneumatic Cylinder 1200
2 Connecting Rod 1 250
3 Crank Shaft 1 300
4 Bearing 2 400
5 Wheel 1 150
6 Raw Material 1 600
7 Nuts & Bolts 4 100
8 Solenoid Valve 1 700
9 Circuit 1 300
10 Paint 1 30
TOTAL RS.4030
ADVANTAGES
 ADVANTAGES

 Low maintenance
 It is economic
 It is safe
 It is reliable
APPLICATION
 APPLICATION
 It is useful for two wheel vehicle
PHOTO GRAPH
PHOTO GRAPH
CONCLUSION
 CONCLUSION

The project work has been completed successfully. The project hardware
functions satisfactorily as per the design. The project work was developed after
conducting a number of experiments before finalizing the design work, this
reduced the bottle necks and we did not face much difficulty in the final
integration process.

In general the entire development of the project work was educative and
we could gain a lot of experience by way of doing the project practically. We
could understand the practical constraints of developing such systems about
which we have studied by way of lectures in the theory classes.

It was satisfying to see so many theoretical aspects work before us in real

life practice of which we have heard through lectures and of which we have
studied in the books.
BIBLIOGRAPHY
 BIBLIOGRAPHY

INTERNET

www.wikipedia.com
www.pneumatic.com

BOOKS

Fluid mechanics &Fluid power