Major Project On

DESIGN AND ANALYSIS OF COMPRESSED AIR ENGINE

Submitted by

V MAHIPAL REDDY (1601-17-736-085)

G RAHUL (1601-17-736-096)
K RISHIKESH (1601-17-736-099)

Under the guidance of

DR. K. KISHOR

ASSOCIATE PROFESSOR

Department of Mechanical Engineering

CHAITANYA BHARATHI INSTITUTE OF TECHNOLOGY

(Affiliated to Osmania University)
GANDIPET, HYDERABAD- 500 075
MAY 2021

I
 A
Project Report
on

DESIGN AND ANALYSIS OF COMPRESSED AIR ENGINE

A Report Submitted in partial fulfillment of the requirement for the award of degree
of
BACHELOR OF ENGINEERING
In
MECHANICAL ENGINEERING

Submitted by

V MAHIPAL REDDY (1601-17-736-085)

G RAHUL (1601-17-736-096)
K RISHIKESH (1601-17-736-099)

Under the guidance of

DR. K. KISHOR

ASSOCIATE PROFESSOR

Submitted to
Department of Mechanical Engineering

CHAITANYA BHARATHI INSTITUTE OF TECHNOLOGY

(Affiliated to Osmania University)
GANDIPET, HYDERABAD- 500 075
MAY 2021
II
 Chaitanya Bharathi Institute of Technology
Hyderabad (Telangana)

CERTIFICATE

This is to certify that the thesis entitled,” Design and Analysis of Compressed Air Engine”
submitted by Mr. K RISHIKESH (1601-17-736-099), Mr. RAHUL G (1601-17-736-096), Mr.
V MAHIPAL REDDY (1601-17-736-085) in partial fulfillment of the requirements for the award of
Bachelor of Technology in Mechanical Engineering during session 2017-2021 in the Department of
Mechanical Engineering,Chaitanya Bharathi Institute of Technology, Gandipet, Hyderabad.

Under the Guidance of Head of Department

Dr. K. Kishor Dr. P.V.R. Ravindra Reddy

Associate Professor Prof & Head of Department

Mechanical Engineering Department Mechanical Engineering Department

DATE: 29.05.2021
PLACE: HYDERABAD

III
 DECLARATION

We declare that this project report titled “DESIGN AND ANALYSIS OF COMPRESSED
AIR ENGINE” submitted in partial fulfilment of the degree of B.E in Mechanical Engineering is
a record of original work carried out by us under the supervision of Dr.K.Kishor, and has not
formed the basis for the award of any other degree in this or any other Institution or University.
In keeping with the ethical practice in reporting scientific information, due acknowledgements
have been made wherever the findings of others have been cited.

V MAHIPAL REDDY (160117736085)

RAHUL G (160117736096)

K RISHIKESH (160117736099)

DATE: 29.05.2021
PLACE:HYDERABAD

IV
 ACKNOWLEDGEMENT

First and foremost, we offer our sincerest gratitude and respect to our project supervisor,
Dr.K KISHOR, Department of Mechanical Engineering, for his invaluable guidance,
valuable suggestions and endless support during our study. He has not only been a wonderful
supervisor but also a genuine person. We consider ourselves extremely lucky to be able to
work under guidance of such a dynamic personality. This thesis was made possible by his
patience and persistence. After the completion of this thesis, we experience the feeling of
achievement and satisfaction. Looking into the past we realize how impossible it was for us
to succeed on our own. We wish to express our deep gratitude to all those who extended their
helping hands towards us in various ways during our short tenure at CBIT Hyderabad. We
also express our sincere thanks to Dr. P.V.R. RAVINDRA REDDY, HOD, Department of
Mechanical Engineering, and also the other staff members of Department of Mechanical
Engineering, CBIT Hyderabad, for providing us the necessary facilities that was required to
conduct the design and analysis and completion of my thesis. We are also thankful to our
principal Dr. Chennakesava Rao Bandaru, for providing us a platform to carry out our
project in the college premises with the help of proficient, accomplished and co- operating
faculty in the college. Last but not the least, we are especially indebted to our parents for their
love, sacrifice, and support. They are our first teachers after we came to this world and have
set great examples for us about how to live, study, and work.

DATE:29.05.2021

V
 LIST OF FIGURES
Fig. 1. Two strokes of Compressed Air Engine. 11

Fig .2. Camshaft for Four Stroke I.C Engine 13

Fig. 3. Camshaft for a Two Stroke Compressed Air Engine. 14

Fig. 4. Engine Cylinder with Fins Designed in solid works. 15

Fig. 5. Schematic Diagram of Nomenclature of Piston. 16

Fig. 6. Piston Design in solid works. 20

Fig. 7. I Cross-section for connecting rod. 22

Fig. 8. Connecting Rod designed in solid works. 26

Fig. 9. Crankshaft designed in solid works. 29

Fig. 10. Temperature Distribution for Transient Thermal analysis carried out for 31

900s with time steps of 1s.

Fig. 11. Temperature Distribution for Transient Thermal analysis carried out for 32

1200s with time steps of 1s.

Fig. 12. Temperature Distribution for Transient Thermal analysis carried out for 32

1800s with time steps of 1s.

Fig. 13. Boundary conditions for static structural analysis of piston. 34

Fig. 14. Meshing of piston with a mesh size of 1mm. 34

Fig. 15. Equivalent stress distribution in the piston. 35

Fig. 16. Total deformation distribution in the piston. 35

Fig. 17. Boundary conditions for static structural analysis of connecting rod. 37

Fig.18. Meshing of the connecting rod with a mesh size of 1mm. 37

VI
Fig.19. Equivalent stress distribution in the connecting rod. 38

Fig.20. Total deformation distribution in connecting rod. 38

Fig. 21. Boundary conditions for static structural analysis of crankshaft. 40

Fig. 22 Meshing of the crankshaft rod with a mesh size of 2 mm. 40

Fig. 23. Equivalent stress distribution in the crankshaft (GCI). 41

Fig. 24. Maximum shear stress distribution in crankshaft (GCI). 41

Fig. 25. Total deformation distribution in crankshaft (GCI). 42

Fig.26. Equivalent stress distribution in the crankshaft (steel) 42

Fig. 27. Total deformation distribution in crankshaft(steel). 43

Fig. 28. Total deformation distribution in crankshaft (steel). 43

VII
 LIST OF TABLES

Table 1. Dimensions of fin 15

Table 2. Parameters dimensions 19

Table 3. Connecting rod I cross sections dimensions 24

Table 4. connecting rod dimensions 26

Table 5. Specification table 27

Table 6. Theoretical stress 29

Table 7. Specification of Engine 30

Table 8. Properties of AI 6061 T0 31

Table 9. Al alloy mechanical properties 33

Table 10. Results 36

Table 11. Al 6061 T-6 mechanical properties 36

Table 12. Results 39

Table 13. Mechanical properties of GCI & 42CrMo4 steel 39

Table 14. Results 44

Table 15. Comparison of theoretical and experimental results 44

VIII
 NOMENCLATURE

N Newton
℃ Degrees centigrade
k kelvin
GPa Giga Pascals (109 Pa)
MPa Mega Pascals (106 Pa)
GCI Grey Cast Iron
mm millimeters
µm micrometers

IX
 CONTENTS
Certificate III
Declaration IV
Acknowledgment V
List of figures VI

List of tables VIII

Nomenclature IX
Abstract 1
Chapter 1. Introduction 2-4

1.1 General introduction 2

1.2 Compressed Air 3
1.3 Behaviour of Compressed Air 3
1.4 Compressed Air Compression with Alternative Fuel 4

1.5 History 4
Chapter 2. Literature Survey 5-10

Chapter 3. Working Principle of Air Powered Engine 10-12

3.1 Process Description 12
3.2 Advantages of Air Powered Engine over IC Engine 12
Chapter 4. Design 13-27
4.1 Design Software 13
4.2 Change in Design of Camshaft 13
4.3 Design of Cylinder with Fins 15
4.4 Design of Piston 16
4.5 Design of Connecting Rod 21
4.6 Design of Crankshaft 27

X
Chapter 5. Analysis 30-44
5.1 Analysis Software 30
5.2 Thermal Analysis of Cylinder 30
5.3 Static Structural Analysis of Piston 33
5.4 Static Structural Analysis of Connecting Rod 36
5.5 Static Structural Analysis of Crankshaft 39
Chapter 6. Conclusion 45-46
Chapter 7. References 47-49

XI
 ABSTRACT

Internal-combustion engines pollute the environment seriously and consume enormous

nonrenewable energy so today the whole world is in search of alternative fuel and There are
couple of options of alternative fuel such as solar power, tidal power, geothermal power, etc.
and one of them is Compressed Air. The air engine runs on air only so no needs any Fossil
fuels and carburetor. The present paper gives a brief description on zero pollution compressed
air engine. As we are going to convert the already existing conventional engine into an air
powered one, this new technology is easy to adapt, and another benefit is that it uses air as
fuel which is available abundantly in atmosphere. This technology is cheaper in cost and
maintenance, and it doesn’t cause any kind of harm to the environment. Thus, it is surely a
revolutionary mode of transport.

The I.C Engines are one of the major contributors of Global warming and pollution.
The usage of non-renewable fuels can be reduced by this eco-friendly Air Powered Engine.
The Air Driven Engine is an eco-friendly engine which operates with compressed air. An Air
Driven Engine uses the expansion of compressed air to drive the pistons of an engine. An Air
Driven Engine is a pneumatic actuator that creates useful work by expanding compressed air.
There is no mixing of fuel with air as there is no combustion. An Air Driven Engine makes
use of Compressed Air Technology for its operation. The Compressed Air Technology is
quite simple. If we compress normal air into a cylinder the air would hold some energy
within it. This energy can be utilized for useful 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.

In this paper the design and analysis of the Air Powered Engine is discussed. The
basic CAD model will be created in SolidWorks by considering the initial constraints and
requirements. The CAD model is then optimized by performing dynamic analysis. The tests
can be performed in ANSYS Mechanical. The Thermal Analysis will be performed in
ANSYS Fluent using 2D CFD model. The results from the analysis will be discussed and the
design will be optimized.

1
 1.INTRODUCTION

1.1 GENERAL INTRODUCTION

Compressed air is the air kept under a pressure that is greater than atmospheric pressure. It
serves many commercial purposes. Developing countries like India and China faces severe
fuel crisis. Now there is a time to use non-conventional sources. These factors are leading
bike manufactures to develop bikes as fuel alternative energies. Cost is not the only problem
with using fuel, but it also damages to the environment. It will eventually run out. One
possible alternative is Air Powered Vehicles.

It is hard to believe that compressed air can be used to drive vehicles. However, that is
true and “air vehicles” as it popularly knows has caught the attention of research worldwide.
It has zero emission and is ideal for city driving condition. Compressed air is favorable
because of a high energy density, low toxicity, fast filling at low cost and long service life. A
compressed-air vehicle (CAV) is powered by an air engine, using compressed air, which is
stored in a tank Instead of mixing fuel with air and burning it in the engine to drive pistons
with hot expanding gases, compressed-air vehicles use the expansion of compressed air to
drive their pistons.

It is an engine which will use compressed air to run the engine. It is cheap as it uses
air as fuel, which is available abundantly in atmosphere. There are several technical benefits
of using this engine, like as no combustion takes place inside the cylinder, working
temperature of engine is very close to ambient temperature. This helps in reducing wear and
tear of the engine components. Also, there is no possibility of knocking. This in turn results
in smooth working of engine. One more technical benefit is that there will not be any need for
installing cooling system or complex fuel injection systems. This makes the design simpler.
Here air is compressed using compressor which in turn uses electricity, to run, which is
cheaper and widely used. There is also one more interesting thing is that it requires less
maintenance. One more interesting thing is that the exhaust temperature of this engine will be
slightly less than the atmospheric temperature. So, this will help in cooling the environment
and if this technology is widely used than it will help in controlling global warming.

2
 These are some green bytes associated with this technology. Exhaust gases leaving
the engine will be only air having low temperature. So, this will eliminate the problem of
harmful emissions, in conventional engines. This gives us environmental benefit of using this
engine. Also, as there will be no thermal radiations produced, radar cannot detect these
vehicles. So, this will help our army too. Also, the components used in this are: conventional
SI engine, air vessel to store compressed air, and timing circuit are economical. These
economical and readily available components make the technology easily adaptable.

1.2 COMPRESSED AIR

Compressed air is a gas, or a combination of gases, that has been put under greater pressure
than the air in the general environment. Numerous and diverse, including jack hammers, tire
pumps, air rifles, and aerosol cheese are some of the current applications using compressed
air. In this case Compressed air can also be defined as the fuel having the potential as a clean,
inexpensive, and infinitely renewable energy source. Its use is currently being explored and
can be an alternative to fossil fuels.

1.3 BEHAVIOUR OF COMPRESSED AIR

When compressed gas is used as a utility it a noncombustible, non-polluting utility and also
compressed is clean, safe, simple and efficient and also there are no dangerous exhaust fumes
or other harmful by products. When air at atmospheric pressure is mechanically compressed
by a compressor, the transformation of air at 1 bar (atmospheric pressure) into air at higher
pressure (up to 414 bars) is determined by the laws of thermodynamics. They state that an
increase in pressure equals a rise in heat and compressing air creates a proportional increase
in heat. Also, Boyle's law explains that if a volume of a gas (air) halves during compression,
then the pressure is doubled. And as also stated by Charles' law that the volume of a gas
changes in direct proportion to the temperature. So according to these laws they explain that
pressure, volume and temperature are proportional; that change one variable will also affect
the other variables and one or two of the others will also change, according to this equation
Compressed air is normally used in pressure ranges from 1 bar to 414 bar or in PSI 14 to
6004 PSI at various flow rates from as little as 0.1 m or in cubic feet per minute is 3.5 CFM
and up.

3
1.4 COMPRESSED AIR COMPARISON WITH ALTERNATIVE FUEL

In this research paper focused on compressed air is used as fuel because of air is widely
available in nature and its zero pollution and cost of the compressed air is very less compared
to other alternative fuels like Hydrogen, Solar, Biogas and Ethanol. Solar energy also used as
alternative fuel, but the manufacturing cost and maintenance cost is higher compared to CAF.
In CAF no need to any kind of complex circuit and costly panel like solar system. And CAF
is not depending on atmospheric condition like solar system, so we can say that air is used as
alternative fuel is more suitable than solar energy. Now if we talk about hydrogen so first of
all its very costly process to produce hydrogen and also very dangerous to store and it’s
highly flammable and it is chance to blast if licked.

So, compare to hydrogen CAF is very safe and no chance of blast in any condition
and also economic to produce compressed air. Now if we compare CAF with Ethanol,
Ethanol can absorb water & if water enters the fuel tank and water dilutes ethanol, reducing
its value as a fuel it causes problems with corrosion. So, ethanol is not suitable in India
because of its weather condition. Aldehyde, a function of ethanol volume, is a threat to nose,
eyes, and throat & possibly causes cancer. CAF is nontoxic fuel and not harmful to the
human health and not absorb water inside it so our engine will also safe during running. So,
air use as a fuel for existing internal combustion engine because of it vary economic, safe and
widely available at everywhere.

1.5 HISTORY

The first air powered vehicles were actually trains. The Mekarski air engine, the Robert
Hardie air engine and the Hadley-Knight pneumatic system were used in the 1800’s to power
locomotives. In 1925, an article appeared in the Decatur Review about a man named Louis C.
Kiser who converted his gasoline powered car to run on air. Lee Barton Williams in 1926
claimed to have invented the first air car. Williams was from Pittsburg and claimed the car
started on gasoline but after 10 mph it switched to compressed air only. In 1931, the Hope
Star of Hope, Arkansas ran an article History.

4
 2.LITERATURE REVIEW

Numerous reviews on air compressed engine have been studied and some performance
characteristics such as emission characteristics, fuel consumption, power, revolutions per
minute (rpm), torque and pressure has been analysed. The extensive literature review on air
compressed engine is as follows:

Ulf Bossel et al. [1], the foregoing analysis may not be the first of its kind and certainly needs
refinements. In particular, the thermodynamics of heat exchange, mechanical and
aerodynamic losses, electrical efficiencies etc. need to be considered. All these effects may
reduce the overall efficiency to 40% or less. With respect to overall efficiency, battery-
electric vehicles may be better than air cars, but hydrogen fuel cell systems may be worse.
However, with respect to system and operating costs, air cars may offer many advantages
such as simplicity, cost, independence, zero pollution and environmental friendliness of all
system components.

B. S. PATEL et al. [2], the technology is just about modifying the engine of any regular IC
engine vehicle into an Air Powered Engine. The Air Powered Engine technology is cheaper
in cost and maintenance, can be easily adapted by the masses and it doesn’t cause any kind of
harm to the environment. Instead, its widespread use will help mankind in controlling the
serious problem of global warming.

Bharat Raj Singh et al. [3], focuses on study of some energy storage and energy conversion
systems. Special focus is laid on use of compressed atmospheric air as a viable alternative
energy source. Such energy storage system can be used as clean energy source as zero
pollution sources, and help in mitigating the global warming. The performance efficiency of
the novel compressed air engine is found varying from 72%-97% and is suitable to run
motorbike’s air engine as zero pollution.

5
Mistry Manish K et al. [4], to satisfy there need alternate fuel or energy is required. But
while considering alternate fuel some of factors are to be considered like availability,
economy, and environment friendly etc., based on that CAT (Compressed Air Technology) is
best technology which tend engine to zero pollutions. If further improvement is carried out
with stress analysis, thermodynamic analysis, minimize compressed energy loss and other
losses then efficiency of CAE may be further increases.

Chih-Yung Huang et al. [5], the engine was modified from a 4-stroke to a 2-stroke engine
using a cam system driven by a crankshaft and the intake and exhaust valves have a small lift
due to this modification. The highest power output of 0.95 kW was obtained at 9 bar and
1320 rpm. The highest torque of 9.99 N-m occurred at the same pressure, but at 465 rpm. The
outlet pressure increased from 1.5 bar at 500 rpm to 2.25 bar at 2000 rpm, showing the
potential of recycling the compressed air energy by attaching additional cylinders (split-cycle
engine).

Amardeep et al. [6], there are still some serious problems to be sorted out, like lack of
starting torque and cost of compressing air, before air powered vehicles become reality for
common use but there is a hope that with the developments in science and technology which
are also in agreement with the environment.

D. Ravi et al. [7], with the present situation of alarming pollution and depletion of fossil fuel,
the concept of compressed air engine has taken a vital position in the research and
development field. Various improvements in this regard are proving that in near future, the
world will witness a much cleaner environment by the practical implementation of such air
engine. Thus the potential of air can be utilized as an alternating fuel for the automobiles.

Deepak K. Agarwalla et al. [8], the speed of the engine is found to increase almost linearly
with the increase in the pressures. Moreover, the torque and power generated also increase
linearly with respect to the change in pressure.

6
Franco Antony et al. [9], the air can also be generated from the air compressor in labs, petrol
pumps etc. which refills much faster when compared to the DC compressor. A small
compressor can also be brought home for the purpose. It is cost effective while comparing
with the fossil fuel and its emissions. Thus the replenishing can be done with a DC
compressor, air compressor and from petrol pumps which can be done with less investment.

Ruchil A. Patel et al. [10], in power stroke of CAE, High pressurize air via inlet valve,
supply to cylinder and it will move the piston from TDC to BDC. Problem concerned to
working of this engine at starting, it requires initial torque to be provided by other means to
bring engine into motion. In exhaust stroke of CAE, air escape from cylinder via exhaust
valve and inlet valve get closed. One interesting benefit is that the exhaust air temperature of
C.A.E. measured practically as low as 17.6 0C is less than atmospheric temperature.

Yuan-Wei Wang et al. [11], the compressed air engine was installed on a motorcycle for the
demonstration of vehicle application. The success of this application demonstrates the
concept of green energy vehicle with zero emission using compressed air energy. The
motorcycle installed with the compressed air engine can operate at maximum speed around
38.2 km/hr. and distance up to 5 km. Even though the operation of compressed air can be
integrated with conventional IC engine using the same arrangement with piston and cylinder,
the application as main power system on motor vehicles still have the limitation of short
range vehicles like golf cars or ATVs.

Ankit Sharma et al. [12], at small pressure of 10 bar with varying injection angle from 10°
before top dead centre to 15° after top dead centre, the rotating speed was found to be 715
rpm to 965 rpm whereas, at higher pressure of 25 bar with varying injection angle the speed
ranged from 1191 rpm to 1422 rpm. At lower pressure of 5 bars the maximum speed was
28.9 kmh-1 with a travelling distance of 2.5 km, whereas at high pressure of 9 bars the
maximum speed attained was 36.5 kmh-1 travelling 1.7 km.

Bilal Abdullah Baig et al. [13], compressed air engine is a modified 100 cc internal

7
combustion engine. The engine is modified from a 4-working stroke to a 2- working stroke
engine (power and exhaust) by modification of cam-gear system. The maximum pressure
used is 8 bars. A temperature decrease from room temperature to 15 °C was observed at
exhaust.

Mohammad Masood et al. [14], has worked on A New IC engine that can work on
compressed air. This evolutionary engine is the first of its kind in India and second of this
kind in the world. However some of the modifications are very unique, which makes it a very
unique engine. Extensive research is in progress to eliminate all the problems of design. Since
this engine runs only on high pressure compressed air, the exhaust of which is undoubtedly
only air, making it a zero pollution engine. Experimental analysis were carried out on this
modified engine to find out its performance characteristics like brake power, mechanical
efficiency, overall efficiency, air to air ratio, cost analysis etc.

Verma et al. [15], an analysis on problems related to compressed air engine was done. Zero
emission of harmful gases was the greatest advantage. Results of analysis showed that
compressed air vehicle was a bit distant dream for actual practice, but in laboratories
researches were very rigorously going on.

Kumar et al. [16], a compressed air engine was proposed which used the energy of
reciprocating piston to rotate the output shaft. Simulation showed inlet pressure was directly
proportional to velocity and inversely proportional to cycle time.

Sharma et al. [17], a single cylinder engine was modified to make it work on compressed
air. Pneumatic cylinder and solenoid valve were the main components introduced to the
modified engine. The study showed that indicated power was directly proportional to load.

Boddapati et al. [18], modified a four stroke engine to a two stroke engine. The first stroke
was suction/power stroke while the second was exhaust stroke. A cam was designed to set the
inlet air timing for an air engine. Furthermore, 5 bar of pressure gave 850 rpm with
mechanical efficiency of 80%.

8
Chetan K.Tembhurkar et al. [19], in air engine, the small piston has a conventional
connecting rod for turning the crankshaft, while its neighboring larger piston utilizes an
innovative rocker arm configuration with the connecting rod. This design allows the large
piston to pause at top-dead-center for 70 degrees of crankshaft rotation while metered air
pressure builds in a pre-chamber as the small piston keeps the crank turning during its power
stroke. The large piston then turns the crankshaft with greater power as the pair combine to
produce power over 270 degrees of crankshaft rotation. Prototype air cars are minimise
transportation that typically exhibit a top speed of about 70 mph and a range of
approximately 125 miles on flat roads before requiring a refill. Compressed air is stored at
300 Bar (4351 psi) in carbon fiber tanks mounted longitudinally beneath the vehicle floor.
Refilling can be accomplished in a matter of minutes at a special high-pressure pump or in
about four hours via a home re-fueling appliance or even an on-board compressor.

Rahul Kumar et al. [20], the average output torque and rotational speed increases with the
increase of intake pressure. Under the same intake pressure, the average output torque
increases with the increase of cylinder bore, but the rotational speed decreases with the
increase of it. Above research conclusions will provide significant reference for further study
on optimizing design.

9
 3.WORKING PRINCIPLE OF COMPRESSED AIR ENGINE

In any engine the charge enters from the inlet valve known as suction stroke then it is
compressed by the piston due to crank rotation, which is the compression stroke, then
sparking takes place through the spark plug, the fuel ignites, and combustion process takes
place known as expansion stroke and finally the combustion products are let out of the engine
by the exhaust stroke. Here air is initially taken up from the atmosphere, then it is compressed
with the help of a compressor and sent to the engine cylinder. Piston is assumed to be at
TDC, the inlet valve is closed permanently and initially exhaust valve also remains closed.
The compressed air gets filled in the clearance volume and when a small rotation is given to
the crank this piston starts to slide down, the compressed air tends to expand and pushes the
piston downwards. The piston moves from TDC to BDC in one stroke. Now the exhaust
valve opens and due to pressure difference the air filled in the volume of the cylinder moves
out and piston moves up from BDC to TDC. In this manner one cycle gets completed in two
strokes again the same process takes place and output obtained.
A Compressed-air engine is a pneumatic actuator that creates useful work by
expanding compressed air. A compressed-air vehicle is powered by an air engine, using
compressed air, which is stored in a tank. Instead of mixing fuel with air and burning it in the
engine to drive pistons with hot expanding gases, compressed air vehicles (CAV) use the
expansion of compressed air to drive their pistons.

10
 Fig. 1. Two strokes of a Compressed Air Engine

The two strokes of a Compressed Air Engine are

Primary Stroke-
During primary stroke primary inlet and outlet is open so that compressed air can get
inside through inlet and expand, due to which piston moves and produce mechanical
work and in the meanwhile outlet allow air in opposite side to move out of cylinder
(exhaust).As the expansion is about to complete it will hit the valve which will close
the primary inlet and outlet and open secondary inlet and outlet, hence secondary
stroke will be activate.

Secondary Stroke - After complementation of Primary stroke secondary stroke gets activated,
during this stroke secondary inlet and outlet is open so that compressed air can get inside
through inlet and expand, due to which piston moves in opposite direction and
produce mechanical work and in the meanwhile secondary outlet allow air to move out of
cylinder (exhaust) which was filled in the primary stroke. As the expansion is about to
complete it will hit the valve which will close the secondary inlet and outlet and open primary
inlet and outlet, hence primary stroke will be activated.

11
3.1 Process Description
To convert a conventional IC engine into an Air Powered one, few components are to be
replaced. First of all, replace the spark plug with a pulsed pressure control valve which can
create required pressure. Now the pulsed air firing in this valve is controlled by controlling
the supply of electrical signal to the plunger. For this we require an electronic timing circuit
which can control the flow of electrical supply to the plunger of this valve. This can be
achieved by using PLC circuit. Now speed of the engine will be controlled by controlling this
input signal. Now fuel tank is to be replaced with air vessel, as it requires pressurized air as
input. And two things are to be taken care while designing air vessel:
1) First is its strength to withstand high internal pressure, which exists due to compressed air.
For this outer body of it should be made of a material, having high strength, like carbon fiber.
2) Second is its capacity to store air and its weight.
Now replace cam with a modified cam. This will result in conversion of 4 stroke engine into
2 stroke air engine, which in turn gives us the benefit of low mean effective pressure
requirement in addition to other operational benefits.

3.2 Advantages of Air Powered engine over IC Engine

It is an engine which will use compressed air to run the engine. It is cheap as it uses air as
fuel which is available abundantly in atmosphere. There are several technical benefits of
using this engine, like as no combustion takes place inside the cylinder, working temperature
of engine is very close to ambient temperature. This helps in reducing wear and tear of the
engine components. Also there is no possibility of knocking. This in turn results in smooth
working of engine. One more technical benefit is that there will not be any need for installing
cooling system or complex fuel injection systems. This makes the design simpler. Here air is
compressed using compressor which in turn uses electricity, to run, which is cheaper and
widely used. There are several economic benefits like, Compressed air technology reduces
the cost of vehicle production by about 20%, because there is no need to build a cooling
system, fuel tank, spark plugs or silencers.

No use of expensive fossil fuels as the free air is compressed and taken to use. For this
reason, people can easily shift to the new technology. Compressors use electricity for
generating relatively much cheaper and widespread. Smooth working will lead to less wear &
tear, so compressed air which is lesser maintenance cost.

12
 4. THE DESIGN PROCESS

4.1 DESIGN SOFTWARE

The design of the AIR ENGINE is carried out on SolidWorks™, which is a Windows 3D
CAD program developed by Dassault Systems, France. The SOLIDWORKS® CAD software
is a mechanical design automation application that lets designers quickly sketch out ideas,
experiment with features and dimensions, and produce models and detailed drawings. It is a
feature-based, parametric solid modelling design tool that takes advantage of the easy-to-
learn Windows graphical user interface.

In this study, we are using SolidWorks™ 2019 to design the piston, cylinder, camshaft,
connecting rod, crankshaft in the part design module and later the various parts will be
assembled using assembly module.

4.2 CHANGE IN DESIGN OF CAMSHAFT

Mechanical component in the engine which is controlling the movements of the valves is
camshaft. Camshaft controls the motion of the valves and if the profile of the camshaft is
changed then the motion of the valves can be changed as desired. Shown in figure below is
the camshaft profile which is used in four stroke IC Engine.

Fig. 2. Camshaft for a four stroke I.C Engine

13
The speed of camshaft is half of the speed of crankshaft. Now if the crankshaft is moved two
revolutions and both valves open just for once then during that rotation the camshaft does one
revolution. Now if we want to make the valves open for two times during one revolution of
camshaft then we will have to make two more lobes that are at 180 degrees to each of the
lobes shown below. Now the camshaft opens the valve for every revolution of the crankshaft
that is for every two strokes. Shown in figure below is the camshaft profile which is used in
two stroke Compressed Air Engine.

Fig. 3. Camshaft for a two stroke Compressed Air Engine

14
4.3 DESIGN OF CYLINDER WITH FINS

Piston Cylinder with bore diameter of 50 mm and fins of following dimensions is designed in
SolidWorks.

Table.1. Dimensions of Fins.

Area 70 × 70 mm
Thickness of fin 2 mm
Gap between fins 2 mm
Number of fins 15

Fig. 4. Engine Cylinder with Fins designed in SolidWorks.

15
4.4 DESIGN OF PISTON

Fig. 5. Schematic Diagram of Nomenclature of Piston

Functions of Piston
1. To reciprocate in the cylinder as a gas tight plug causing power and exhaust strokes.

2. To receive the thrust generated by the expansion of compressed air in the cylinder and
transmit it to the connecting rod.

Major forces acting over Piston

1. Due to expansion of compressed air.

2. Friction forces between piston and cylinder wall.

3. Inertia force due to high frequency of reciprocation of piston.

Design Considerations of a Piston

In designing a piston for compressed air engine, the following points should be taken into
consideration.

16
1. It should have enormous strength to withstand the high gas pressure and inertia forces.

2. It should have minimum mass to minimize the inertia forces.

3. It should form an effective gas and oil sealing of the cylinder.

4. It should provide sufficient bearing area to prevent undue wear.

5. It should disperse the heat of friction to the cylinder walls.

6. It should have high speed reciprocation without noise.

7. It should be of sufficient rigid construction to withstand thermal and mechanical distortion.

8. It should have sufficient support for the piston pin.

Design calculations of Piston

The procedure for Piston Design consists of the following steps.

1. Thickness of Piston Head (tH) :

The thickness of piston head is calculated using the following Grashoff’s formula,

tH =D √ [(3P)/ (16σt)] in mm

Where,

P = maximum pressure in MPa=3 MPa

D = cylinder bore = 50 mm

σt = permissible tensile stress for the material of the piston. (Al alloy) in MPa

= 280/3 = 93.33 MPa.

Therefore, tH = 4 mm.

2. Radial Thickness of Ring (t1):

t1 = D√[3Pw/σt] in mm

Where,

D = cylinder bore in mm = 50 mm

Pw = pressure of fuel on cylinder wall in N/mm². Its value is limited from 0.025N/mm² to
0.042N/mm². Here Pw value is taken as 0.042N/mm².

σt= 93.33 MPa for Al alloy.

17
Therefore, t1 = 1.9 mm.

3. Axial thickness of Ring (t2):

The axial thickness of the rings may be taken as

t2 = 0.7*t1 to t1

= 0.7*t1 = 1.33 mm.

4. Number of rings (nr):

Minimum axial thickness (t2) is also given by,
t2= D/(10*nr)
nr = 2.63 or 3 rings.

5. Width of the top land (b1):

The width of the top land varies from
b1 = tH to 1.2 tH
= 1.2 tH = 1.2*4 = 4.8 mm

6. Width of other lands (b2):

Width of other ring lands varies from
b2 = 0.75*t2 to t2
= 0.75*1.33 = 1 mm

7. Thickness of Piston barrel at Top end (t3):

Radial depth of the piston ring grooves (b) is about 0.4 mm more than radial thickness of the
piston rings(t1), therefore.
b = 0.4 +t1 =0.4+1.9 =2.3 mm
t3 = 0.03*D + b + 4.9 mm
t3=0.03*50+2.3+4.9 = 8.7mm.

8. Thickness of Piston barrel at the open end (t4):

t4 = 0.25 t3 to 0.35 t3
t4 = 0.25*8.7 = 2.175 mm

18
9. Length of the skirt(ls):
ls = 0.6D to 0.8D
= 0.6D = 0.6*50 = 30 mm.

10. Length of piston pin in the connecting rod bushing(l1):

l1 = 0.45D
= 0.45*50 = 22.5 mm

11. Piston pin diameter(do):

do = 0.3D to 0.4D
= 0.36*50 = 18 mm

12. Length of Piston (L):

L = ls + b1 + (nr×t2) + ((nr –1) × b2)
= 30 + 4.8 + (3×1.33) + (2×1)
= 40.8 mm

The center of the piston pin should be 0.02D to 0.04D above the center of the skirt.

Table.2. Parameters dimensions

Diameter of Piston (D) 49.5 mm

Thickness of Piston Head (tH) 3.5 mm
Radial thickness of Ring (t1) 1.9 mm
Axial thickness of ring (t2) 1.33 mm
Number of rings (nr) 3
Width of Top Land (b1) 4.8 mm
Width of other Lands (b2) 1 mm
Thickness of Piston barrel at Top end (t3) 8.7 mm
Thickness of Piston barrel at Open end (t4) 2.175 mm
Length of Skirt (ls) 30 mm
Length of Piston Pin in Connecting Rod 22.5 mm
bushing (l1)
Piston Pin Diameter (do) 18 mm
Length of Piston (L) 40.8 mm

19
Fig. 6. Piston designed in SolidWorks.

20
4.5 DESIGN OF CONNECTING ROD

A connecting rod, also called a con rod, is the part of a piston engine which connects the
piston to the crankshaft. Together with the crank, the connecting rod converts the
reciprocating motion of the piston into the rotation of the crankshaft. The connecting rod is
required to transmit the compressive and tensile forces from the piston and rotate at both
ends. A connecting rod for an internal combustion engine consists of the 'big end' and 'small
end'. The small end attaches to the gudgeon pin (also called 'piston pin' or 'wrist pin'), which
can swivel in the piston. Typically, the big end connects to the crankpin using a plain bearing
to reduce friction; however, some smaller engines may instead use a rolling-element bearing,
in order to avoid the need for a pumped lubrication system.

The connecting rod is subjected to the force of gas pressure and the inertia force of the
reciprocating part. It is one of the most heavily stressed parts of the IC engine. The length of
the connecting rod is an important consideration. When the connecting rod is short as
compared to the crank radius, it has greater angular swing, resulting in greater side thrust on
the piston. In high-speed engines, the ratio of the length of the connecting rod to the crank
radius (L/r) is generally 4 or less. In low-speed engines, the (L/r) ratio varies from 4 to 5.

There are two general configurations of connecting rod beam cross-section. The I
Beam and an H-Beam connecting rod. The beam is the portion of the connecting rod that
connects the piston pin and crankpin ends, and when viewed in cross section resembles a
capital letter “I” or capital letter “H”.

The connecting rod is designed as a column or a strut. The buckling of the connecting
rod occurs in two different planes, plane of motion and a plane perpendicular to the plane of
motion.

The connecting rod is four times stronger for buckling about the YY-axis (in the plane
perpendicular to plane of motion) as compared to buckling about the XX-axis (in the plane of
motion).

If a connecting rod is designed in such a way that it is equally resistant to buckling in

either plane, then the condition to be met is,

4Iyy = Ixx

21
Design calculations of Connecting Rod.

From standard for high-speed applications, I section of connecting Rod are used and
according to design Data book the following empirical relation with related to thickness (t) in
mm.

Fig. 7. I cross section for Connecting Rod.

Thickness of flange and web of the section = (t) mm

Width of the section B = 4t

Total height of I section H = 5t

Area of I section A= 11 t2

Moment of inertia about X axis and Y axis

Ratio is Ixx/Iyy = 3.2

Length of the connecting Rod (L) = 2 times of stroke length = 2×50 = 100 mm.

22
Kxx & Kyy are Radius of gyrations of the sections about x-x and y-y axis respectively.

(Kxx)2 =Ixx/A

Kxx= 1.78 t.

Fp = Force acting on piston

= Area of cylinder*Pressure acting on Piston

= (π/4) * (50)2*3 =5890 N.

Maximum inertia load on the piston Fi= m r w2 * (1+1/n)

Where,

M= mass of reciprocating parts = 2 kg

W=angular velocity (2πN/60) = 104.72 rad /sec

R= crank radius = (stroke length /2) =50/2= 25 mm

N=ratio of length of connecting rod to crank radius = (100/25) = 4

Putting all values in given formulae We get

Maximum inertia load on the piston, Fi =685.4 N.

Net load on piston

F=Force acting on piston -Maximum inertia load on the piston = Fp – Fi = 5204.6 N

Using Racking –Gordon formula for find the thickness of I section.

W = (Fc x A)/ (1+ a(L/Kxx )2)

Where,

W = Critical Buckling load in N = Fp*FOS = 5890 × 5 = 29450 N.

A= Area of I section = 11 t2

Fc= Material compressive Yield stress in N/mm2, for Aluminum Alloy (Al 6061-T6) is 275
N/mm2

Buckling formula constant = a, For Al 6061-T6 is 1/500

23
Length of connecting rod = L in mm =100 mm

Kxx= radius of the Gyration of the section about x-x Axis = 1.78t.

Therefore, by substituting all the values and solving, we get t = 3.5 mm.

Table.3: Connecting Rod I cross section dimensions.

Thickness of I section T = t mm 3.50 mm

Width of I section W = 4t mm 14.00 mm
Height of I section H = 5t mm 17.50 mm
Area Of I section A = 11t2 mm2 134.75 mm2
Height at the Piston end H1 = 0.64 x H mm 11.20 mm
Height at the Crank end H2 = 1.25 x H mm 21.875 mm

Connecting rod Small End Calculation:

Force on piston (Fp) = 5890 N

Fp= Projected area x Bearing pressure

The allowable bearing pressure for the piston pin bush is usually taken from 10 to 15 MPa.

And (l/d) ratio for the piston pin Bush is taken from 1.5 to 2.

Fp= dp x lp x Pb

Where,

Fp – force on piston N

dp – diameter of piston pin, mm

Pb – permissible bearing pressure piston pin, N/mm2

Therefore,

5890 = dp x 1.5dp x 12.5

dp= 18 mm

lp= 1.5 dp = 24 mm

(dp)o = dp+2tb+2tm =18 + (2x2) + (2x3) = 28 mm.

24
Connecting rod Big End calculation:

Fp = dc x lc x Pc

Where,

dc - Diameter of Big End bearing, mm

lc – Length of crank pin, mm

Pc- Permissible Bearing pressure crank pin, N/mm2

The allowable bearing pressure for the piston pin push is usually taken from 5 to 10 MPa.

And (l/d) ratio for the piston pin Bush is taken from 1.25 to 1.5.

Therefore,

5890 = dc x 1.25dc x 7.5

dc = 25 mm

lc = 1.25 x 25 = 31.5 mm

(dc)o = dc + 2tb + 2tm + 2tmb =25 + (2*2) + (2*3) + (2*2.5) = 40 mm.

Where,

Thickness of bush (tb) = 2 to 5 mm

Marginal thickness (tm) = 3 to 5 mm

Marginal thickness for bolt (dp) = 2 to 6 mm.

25
 Fig. 8. Connecting Rod designed in Solidworks.

Table.4: Connecting Rod dimensions

Inner diameter of Piston Pin (dp) 18 mm

Length of Piston Pin (lp) 24 mm
Outer diameter of Piston Pin (dpo) 28 mm
Inner diameter of Crank Pin (dc) 25 mm
Length of Crank Pin (lc) 31.25 mm
Outer diameter of Crank Pin (dco) 40 mm

26
4.6 DESIGN OF CRANKSHAFT

Crankshaft is one of the vital components for the effective and precise working of Internal
Combustion engine with the complex geometry, which converts the reciprocating
displacement of the piston to a rotary motion. The crankshaft consists of three parts i.e., crank
pin, crank web and shaft. The big end of the connecting rod is attached to the crank pin; the
crank web connects the crank pin to the shaft portion which is rotated by the main bearings
and transmits power to the outside source through the belt drive, gear drive or chain drive.
Crankshaft experiences a large number of cyclic loads during its service life so the reliability
and life of I.C engine depend on the strength of the crankshaft mostly. As the Engine runs,
the power impulses hit the crankshaft in middle so it must be strong enough to withstand the
downward force without excessive bending. One of the most common crankshaft failures is
fatigue at the fillet areas due to bending load caused by the large forces from expansion of
compressed air.

Crankshaft is subjected to two types of loading during expansion of compressed air

and inertia forces, those are bending load and torsion load. Crankshaft deformation mainly is
bending deformation under lower frequency and greatest deformation identified at the link
between main bearing journal, crankpin and crank cheeks. Crank web acts like a Cantilever
beam which is subjected to Bending and Twisting moments. Bending moment roots to tensile
and Compressive Stresses; twisting moment roots to shear Stress.

Table.5: Specifications Table

Crank Pin Diameter 40.00 mm

Shaft Diameter 35.00 mm
Thickness of Crank Web 21.34 mm
Bore Diameter 50.00 mm
Length of Crank Pin 31.25 mm
Maximum Pressure 3MPa

27
Design calculations for Crank Shaft

Bore diameter (D) =50 mm,

Force of piston: Fp = Area of Bore × Maximum Pressure

Fp = (π/4) * 502 * 3 = 5890 N.

To find the Thrust force acting on the connecting rod (FQ), we should find the angle of
inclination of the connecting rod with the line of stroke (∅).

Angle of inclination, sin ∅ = (sin 𝜃 * 𝑟) / l, where θ = Maximum crank angle = 35°

= sin 35°/ 4

Which implies, ∅ = 8.24°

From that we have, Thrust force in the connecting Rod, Fq = Fp / cos ∅ = 5.89/cos 8.24° = 6
kN.

Now the Thrust Force is divided into Tangential and Radial Components.

1) Tangential force on crankshaft, Ft = Fq sin (𝜃 + ∅) = 6 (sin 35 + 8.24°) = 4.11 kN.

2) Radial Force on Crankshaft, Fr = Fq cos 𝜃 + ∅ = 8.01 cos 35 + 8.24° = 4.37 kN.

Reactions at bearings due to tangential force is given by, Ht1 = Ht2 = Ft / 2 = 2.05 kN.

Similarly, Reaction at bearings due to Radial Force, Hr1 = Hr2 = Fr / 2 = 2.19 kN.

Length of crankpin in mm, lc = 31.25 mm.

We know that Bending Moment of Crankshaft at the centre of the crankshaft,

Mc = Hr1* lc = 2.19 * 31.25 = 68.4375 kN-mm.

Twisting Moment of Crankshaft, Tc = Ht1* R = 2.05 * 25 = 50.1 kN-mm.

28
Equivalent Bending Moment is

Meq = 0.5 [M + √ (M2 + T2)]

= 0.5 [68.4375 + √ (68.43752 + 50.12)]

= 76.63 kN-mm.

Equivalent Twisting Moment is

Teq = √ (M2 + T2)

= √ (68.43752 + 50.12)

= 84.82 kN-mm.

Von-Misses Stress, 𝜎𝑣 = (Meq × 32)/ (π × d3).

= (76.63 × 32)/ (π × 353).

= 18.2 MPa

Shear Stress, 𝜏 = (Teq × 16)/ (π × d3)

= (84.82 × 16)/ (π × 353)

= 11 MPa.

Table.6: Theoretical Stresses

Von-Mises stress (𝜎𝑣) 18.2 MPa

Shear stress (𝜏) 11 MPa

29
 Fig. 9. Crank Shaft designed in SolidWorks.
5. ANALYSIS

5.1 ANALYSIS SOFTWARE

The analysis of the Engine designed for working with Air as working fluid is carried out in
Ansys Workbench, a product of Ansys Inc., PA, USA. Ansys Mechanical finite element
analysis software is used to simulate computer models of structures, electronics, or machine
components for analyzing strength, toughness, elasticity, temperature distribution,
electromagnetism, fluid flow, and other attributes.
In this study, we are using Ansys Workbench 2021 R1. This software is used to
perform the dynamic analysis on the Engine. The aim of the analysis is to observe the stresses
and strains induced in the container. Solidworks is used to carry out Transient Thermal
Analysis on the Cylinder. This analysis is done to verify the thermal distribution from
theoretical values.

5.2 THERMAL ANALYSIS OF CYLINDER

Table.7. Specifications of Engine

Cylinder Bore 50 mm
Stroke Length 50 mm
Maximum Pressure 3 MPa
Indicated Power 5 kW at 1000 rpm

As it is a Compressed Air Engine, the main source of heat is friction between the piston and
Cylinder wall.

The frictional power losses are about 20 percent of IP, which in this case turns out to
be 1kW which is quite high compared to IC Engine. The main reason for high frictional
losses in case of Compressed Air Engine is that the clearance between Piston and Cylinder
walls is kept very less to prevent leakage of Air expanding,

Transient Thermal Analysis on the Cylinder wall with fins designed in SolidWorks is

30
carried out in SolidWorks, with the boundary conditions being,

1. Heat Power of 1000W on the cylinder walls

2. Convective cooling with Coefficient as 20 W/m2k on the outer side of cylinder and
Fins with Ambient Temperature as 298k.
3. Initial Temperature of 300k.
4. Material used is Al 6061 T0.

Table.8. Properties of Al 6061 T0.

Density 2700 kg/m3

Poisson’s ratio 0.33
Yield Strength 145 MPa
Melting Point 853-923k.
Coefficient of Thermal Expansion 23.6 × 10-6 / °C
Thermal Conductivity. 180 W/ m°C
The reason for choosing Al alloy is that it has very high thermal conductivity so that the heat
dissipation from the cylinder walls to the atmosphere through the fins is better.

Fig. 10. Temperature Distribution for Transient Thermal Analysis

carried out for 900s with time steps of 1s.

31
Fig. 11. Temperature Distribution for Transient Thermal Analysis carried out for 1200s
with time steps of 1s.

Fig. 12. Temperature Distribution for Transient Thermal Analysis carried out for 1800s

32
 with time steps of 1s.
Results Analysis

From the above three figures, it can be concluded that steady state has been reached as the
maximum temperature difference between times of 1200s and 1800s is only 0.1k.

The maximum temp is found out to be 703.3k occurring at the inside of cylinder and a
minimum temp of 684.9k on the fins.

The same transient thermal analysis has been performed on various fin thicknesses and gaps
with circular and square fins.

The best results i.e., the best heat transfer and minimum temperatures have been observed in
case of square fins with 2mm fin thickness shown above.

5.3 STATIC STRUCTURAL ANALYSIS OF PISTON

Static structural analysis is carried out on Piston made of Al alloy designed in SolidWorks.
The reason for choosing Al alloy is because of its high thermal conductivity and less density.
If a material having high density is used, it will lead to rise in mass of piston and thereby
increasing the Inertia forces.

Table.9. Al alloy Mechanical properties

Density 2770 kg / m3
Poisson Ratio 0.33
Thermal Conductivity 148.62 W/ m°C
Coefficient of Thermal Expansion 23.6 × 10-6 / °C
Young’s Modulus 71 GPa
Yield Strength 280 MPa

33
 Fig. 13. Boundary conditions for Static structural Analysis of Piston

Pressure of 3 MPa is applied on the piston crown by fixing at the piston pin holes.

Fig. 14. Meshing of Piston with a mesh size of 1mm

34
 Fig. 15. Equivalent Stress distribution in the Piston

Fig. 16. Total Deformation distribution in the Piston

35
 Table.10. Results

Equivalent Stress 84.617 MPa

Total Deformation 0.1343 mm

Results Analysis

For the applied pressure of 3 MPa on the piston made of Al alloy whose yield strength is 280
MPa, the maximum equivalent stress is found to be 84.617 MPa and a maximum total
deformation of 0.1343 mm was observed at the center of the piston crown.

The obtained maximum stress of 84.617 MPa is well below the Yield Strength of Al alloy, so
it safe from failure and the FOS = 280 / 84.617 = 3.3.

5.4 STATIC STRUCTURAL ANALYSIS OF CONNECTING ROD

Static structural analysis is carried out on Connecting Rod made of Al 6061 T-6 designed in
SolidWorks.

For manufacturing of connecting rods the various materials are available, mostly cast Iron
was used in automobile sector. But it has more density, that leads to increasing weight of
connecting rod. Hence, we need to find the alternative solution. Now a days, various
aluminum alloys are used which reduces the weight of connecting rod and can be used for
high-speed applications.

Table.11. Al 6061 T-6 Mechanical Properties

Density 2703 kg / m3
Poisson Ratio 0.33
Thermal Conductivity 167 W/ m°C
Coefficient of Thermal Expansion 23.6 × 10-6 / °C
Young’s Modulus 69 GPa
Yield Strength 275 MPa

36
 Fig. 17. Boundary Conditions for Static structural analysis of Connecting Rod.

The net force of 5204.6 N calculated to be acting on the connecting rod in design section is
applied at the small end of the connecting rod by fixing at the big end.

Fig. 18. Meshing of the connecting rod with a mesh size of 1mm.

37
Fig. 19. Equivalent stress distribution in the Connecting Rod.

Fig. 20. Total Deformation distribution in Connecting Rod.

38
Table.12. Results

Maximum Equivalent Stress 113.3 MPa

Maximum Total Deformation 0.0536 mm

Results and Discussion

For the applied compressive load of 5204.6 N at the small end of the Connecting Rod made
of Al 6061 T-6 alloy, the maximum equivalent stress of 113.3 MPa, a maximum total
deformation of 0.0536 mm is observed at the small end of the Connecting Rod.

The Connecting rod designed is safe from buckling failure as the maximum stress 113.3 MPa
is well below its compressive yield strength of 275 MPa and FOS = 275 / 113.3 = 2.42.

As the load acting on the Connecting Rod is less and the speeds are also low as it is used for a
Compressed Air Engine, an I cross section type connecting rod can be used.

For high speed and heavy load applications, H cross section type connecting rod can be used
which is more difficult to manufacture compared to I cross section type, but it offers a more
stable and lighter design.

5.5 STATIC STRUCTURAL ANALYSIS OF CRANKSHAFT

Crank shafts used in I.C Engines are made of Cast Iron and Forged Steel offers the
advantages like high strength.

Static Structural analysis is carried out on crank shaft designed in SolidWorks for Grey Cast
Iron and Carbon Steel materials.

Table.13. Mechanical Properties of Grey Cast Iron and 42CrMo4 Steel.

Material name Grey Cast Iron 42CrMo4 Steel

Density (kg/m3) 7200 7850
Poisson ratio 0.28 0.3
Young’s Modulus (MPa) 110 210
Yield Strength (MPa) 0 250
Ultimate Strength (MPa) 240 1000-1200

39
Fig. 21. Boundary conditions for Static structural analysis of Crankshaft.

Fig. 22. Meshing of Crankshaft with a mesh size of 2mm.

40
 Fig. 23. Equivalent Stress distribution in Crankshaft (GCI)

Fig. 24. Maximum Shear Stress distribution in Crankshaft (GCI)

41
Fig. 25. Total Deformation distribution in Crankshaft (GCI)

Fig. 26. Equivalent Stress distribution in Crankshaft (Steel)

42
Fig. 27 . Maximum Shear Stress distribution in Crankshaft (Steel)

Fig. 28. Total deformation distribution in crankshaft (steel)

43
Table.14. Results

Property/Material Grey Cast Iron 42CrMo4 Steel

Equivalent Stress (MPa) 8.0697 8.0064
Maximum Shear Stress (MPa) 4.2781 4.2659
Total Deformation (µm) 1.9242 1.0483

Results and Discussion

The Equivalent stress and Maximum shear stress for both the materials are almost same but
the major difference is in case of maximum total deformation at the crank pin.

The maximum total deformation by using Grey Cast Iron is almost twice that of 42CrMo4
Steel. So, to avoid deformation at the crank pin, it is better to use 42CrMo4 steel instead of
Grey Cast Iron.

The Equivalent stress in case of Grey Cast Iron is well below its Ultimate Strength and in
case of Steel, it is well below its Yield Strength.

Table.15. Comparison of Theoretical and Experimental results

Type of stress Theoretical results Ansys results
Von-Mises stress (MPa) 18.2 8.0064
Maximum Shear stress (MPa) 11 4.2659

44
 6.CONCLUSION

➢ From the transient thermal analysis of Cylinder wall with fins made of Al 6061 T0 of
thermal conductivity 180 W/m°C, Maximum temperature of 703.3k is observed after
reaching steady state after a time of 1800s with a frictional heat power of 1000W.
Rectangular Fins of thickness 2mm and spacing 2mm were found to give better heat
dissipation and hence lowest maximum temperature compared to Circular fins of same
dimensions. Al alloy is preferred as the material for cylinder because of its high thermal
conductivity.
➢ From the static structural analysis of Piston made of Al alloy having Yield Strength of
280 MPa and a maximum applied pressure of 3 MPa, the maximum stress developed was
of 84.617 MPa which is less than 280 MPa, so the design is safe with a FOS of 3.3 for
yielding. Al alloy is used as the material for piston because of its less density. If materials
like steel or Cast Iron is used, it will lead to increased mass of the piston thereby
increasing the Inertia forces.
➢ Maximum total deformation of 0.1343 mm was observed at the center of the crown of
piston which is allowable. For higher deformations, a concave type crown can be used
instead of flat crown used in our analysis.
➢ From the static structural analysis of Connecting Rod made of Al 6061 T-6 having yield
strength of 275 MPa and applied compressive load of 5204.6 N at the small end of
connecting rod and fixing at the big end of the Connecting Rod, the maximum stress
developed was 113.3 MPa which is less than 275 MPa, so the design is safe with a FOS
of 2.42 for yielding. Al alloy is preferred over Cast Iron or other carbon steels because of
its less density so that it can be used for Highspeed applications.
➢ As the load acting on the Connecting Rod is less and the speeds are also low as it is used
for a Compressed Air Engine, an I cross section type connecting rod can be used. For
high speed and heavy load applications, H cross section type connecting rod can be used
which is more difficult to manufacture compared to I cross section type, but it offers a
more stable and lighter design.

45
➢ From the static structural analysis of crankshaft made of Grey Cast Iron and 42CrMo4
Steel, it is observed that the Von-Mises stress and Maximum Shear stress developed is
almost same using both the materials and are way less than allowable values. But the
major difference between the two materials is the maximum total deformation. The
maximum deformation occurring at the neck of crankpin is almost double by using Grey
Cast Iron (1.9242µm) compared to 42CrMo4 Steel (1.0483µm). So, to avoid deformation
of the crank pin 42CrMo4 steel is preferred over Grey Cast Iron.

46
 7.REFERENCES

[1] Ulf Bossel, Thermodynamic analysis of compressed air vehicle propulsion, Journal of
KONES Internal Combustion Engines, 12(3-4), 2005, 51-62.

[2] B. S. Patel, Mr R S Barot, Karan Shah and Pushpendra Sharma, Air Powered Engine,
B.V.M. Engineering College, V.V.Nagar,Gujarat,India, National Conference on Recent
Trends in Engineering & Technology, 2011.

[3] B. R. Singh, and O. Singh, Study of Compressed Air Storage System as Clean Potential
Energy for 21st Century, Global Journal of Research in Mechanical and Mechanics
engineering, 12(1), 2012.

[4] M. K. Mistry, P. P. Rathod and A. S. Sorathiya, Study and Development of Compressed

Air Engine Single cylinder, International Journal of Advanced Engineering Technology,3(1),
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