POWER GENERATION BY PRODUCTION OF COMPRESSED AIR USING VEHICLE SUSPENSION A project report submitted in partial fullfillment of the requirements for the award of Bachelor of Technology in Mechanical Engineering Under BIJU PATNAIK UNIVERSITY OF TECHNOLOGY, ROURKELA Submitted by : KUNA PATRA REGD.NO-0801210489 RAKESH RAY REGD.NO-0801210489 BHIM CHARAN TUDU REGD.NO-0801210489 SANJAY DUTT BARIK REGD.NO-0801210489 PUSPANJALI MALLICK REGD.NO-0801210489 Under The Esteemed Guidance of Prof. Gopala Krishna Mohanty
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POWER GENERATION BY PRODUCTION OF
COMPRESSED AIR USING VEHICLE SUSPENSIONA project report submitted in partial fullfillment of the requirements for the award of
Bachelor of Technology in Mechanical Engineering
Under
BIJU PATNAIK UNIVERSITY OF TECHNOLOGY, ROURKELA
Submitted by :
KUNA PATRA REGD.NO-0801210489 RAKESH RAY REGD.NO-0801210489
BHIM CHARAN TUDU REGD.NO-0801210489
SANJAY DUTT BARIK REGD.NO-0801210489
PUSPANJALI MALLICK REGD.NO-0801210489
Under The Esteemed Guidance of Prof. Gopala Krishna Mohanty
DEPARTMMENT OF MECHANICAL ENGINEERINGGANDHI INSTITUTE OF ENGINEERING AND TECHNOLOGY
GUNUPUR – 7650222011-12
Gandhi Institute of Engineering & Technology
GUNUPUR – 765 022, Dist: Rayagada (Orissa), India(Approved by AICTE, Govt. of Orissa and Affiliated to Biju Patnaik University of Technology)
CERTIFICATE This is to certify that the project report entitled “power generation by production of compressed air using vehicle suspension system” is presented by undersigned students in partial fulfillment of the requirements for the 8th Semester Sessional Examination of the degree of Bachelor of Technology in Mechanical Engineering during the academic session 2007-11. This work is submitted to the department as a part of evaluation of 8 th
Semester Project. Kuna patra
Rakesh ray Bhim charan tudu Sanjay dutt barik Puspanjali mallick
Prof.G.K Mohanty Dr. S.P. Chaudhury (Project Guide) (HOD, Mech. Engg.)
ACKNOWLEDGEMENTOur sincere thanks to Prof.(Dr).S.P CHOUDHRY, Head of the Department of Mechanical Engineering, Gandhi Institute of Engineering and Technology, Gunupurfor hisencouragement and valuable suggestions during period of our project work. No words would suffice to express our regard and gratitude to Prof.G.K MOHANTY .,Department of Mechanical Engineering, GIET, Gunupur for his inspiring guidance, constant encouragement, immense support and help during the course of the project.
We express our heartfull gratitude to Principal, GIET, Gunupur for permitting us to carry out this project.
forces that shake the machine. Thus, a rigid frame, fixed to a solid foundation, is often
required. Also, these machines deliver a pulsating flow of air that may be
objectionable under some conditions. Properly sized pulsation damping chambers or
receiver tanks, however, will eliminate such problems.
In general, the reciprocating piston compressor is best suited to compression of
relatively small volumes of air to high pressures.
1.6.2 Diaphragm
The diaphragm design (Fig. 1.3) is a modification of the reciprocating piston
principle. An outstanding characteristic of the diaphragm design is that the basic
compressing mechanism does not require a sliding seal between moving parts. A
diaphragm compressor is also oil-less and it is therefore often selected when no oil
contamination of the line or atmosphere can be tolerated.
Compression is performed by the flexing of a diaphragm back and forth in a
closed chamber. Fig. 1.4 indicates how this flexing action is generated by the motion
of a connecting rod under the diaphragm. Only a short stroke is required to produce
pressure effects similar to those produced by a reciprocating piston in a cylinder.
Intake and discharge valves convert the volume changes produced by the
reciprocating movement into pumping action. The reed-type valves work like those in
the piston design.
Fig: 1.3 Typical diaphragm compressor. The heavy-duty diaphragm is made
of heat-resistant elastomer with fabric reinforcement.
Fig: 1.4Cross-section shows diaphragm flexing in response to up/down motionof connecting rod.
Fig:1.5 Dual-chamber diaphragm compressor.
Fig. 1.5 shows a dual-chamber machine. The contour of the diaphragm in the
separatechambers indicates different stroke positions at the same instant. The pressure
capabilities of the diaphragm compressor are less than those of the piston type, but
usually exceed those of the rotary vane type.
1.6.3 Rocking Piston
The rocking piston principle (Fig. 1.6) is another variation of
reciprocalcompression. In fact, it can be viewed as a combination of the diaphragm
and piston principles.
The rocking piston pump essentially mounts a piston rigidly (no wrist pin) on
top of the diaphragm unit's eccentric connecting rod. This piston is surmounted by a
cup made of Teflon, for instance. The cup functions both as a seal-equivalent to the
rings of a piston compressor-and as a guide member for the rod. It expands as the
piston travels upward, thus maintaining contact with the cylinder walls and
compensating for the rocking motion.
Fig: 1.6The rocking piston principle can be viewed as a combination of thereciprocating piston and diaphragm Ideas.
The rocking piston compressor not only combines the mechanical features of
the reciprocatingpiston and diaphragm types, but it also combines many of their best
performance features. Like the diaphragm type, it is quiet, compact, and oil-less. Like
the reciprocating piston unit, it can provide pressures to 100 psi.
The absence of a wrist pin is the key to the light weight and compact size of the
rocking piston compressor. This makes the entire piston-connecting rod assembly
much shorter and sharply reduces the overall dimensions and the weight of the unit.
As for durability, the cup is (perhaps surprisingly) more durable than the rings
of a conventional oil-less piston unit. And, on Gast models, when the cup needs
replacing it can be removed and replaced in minutes.
1.6.4 Rotary Vane
Some applications require that there be little or no pulsation in the airoutput and
perhaps a minimum of vibration also. The rotary vane compressor (Fig. 1.7) provides
this. It is commonly used for moderately high air flows at pressures under 30
psig, although some rotary vane designs can provide pressures of 200 psig. Rotary
vane units generally have lower pressure ratings than piston units because of more
difficult sealing problems and greater sensitivity to thermal effects.
Fig. 1.8 shows how pumping action is produced by a series of sliding, flat vanes
as they rotate in a cylindrical case. As the rotor turns, the individual vanes slide in and
out, trapping a quantity of air and moving it from the inlet side of the compressor to
the outlet side.
There are no valves in the rotary vane design. The entire flow of air into and out
of the individual compartments is controlled by the movement of the vanes across
separate inlet and discharge ports.
The rotor is mounted eccentrically -that is, not in the center of the casing. As
the rotor rotates, the vanes are flung outwards and held against the body bore by
centrifugal and pressure-loading forces. This creates a series of air compartments of
unequal volume (because ofthe rotor's eccentricity). The compartments formed
between adjacent vanes gradually becomelarger during the suction part of the cycle,
and air is drawn into the compartment from the inletport.
Fig:1.7 Typical rotary vane air compressor.
During the discharge portion of the cycle, the compartment volumes gradually
become smaller, compressing the air. When a rotating compartment reaches the
discharge port, the compressed air escapes to the delivery system.
The suction and exhaust flows are relatively free of pulsation because the inlet
and discharge ports do not have valves, and the air is moved continuously rather than
intermittently.
Fig:1.8 In a rotary-vane compressor, the eccentrically mounted rotor creates smaller compression compartments as the vanes are pushed in by chamber walls.
Rotary vane compressors have certain significant advantages. In addition to
providing smooth, pulse-free air flow without receiver tanks, they are compact (or,
equivalently, offer high flow capacities for a given size), are simple and economical to
install and operate, have low starting and running torque requirements, and produce
little noise or vibration.
1.6.5 Rotary Screw and Lobed Rotor
Two other types of positive displacement compressors are the rotary screw and
lobed rotor. Neither is as widely used, especially in smaller sizes, as are rotary vane
and piston compressors.
Rotary screw compressors are used when nearly pulse less high-volume air is
required. The compression mechanism is composed of two meshing rotors that have
helical contours. When the rotors are driven at the same speed, air is trapped between
the lobes as the screws turn. The volume between the advancing rotor helix and the
endplate diminishes, forming continuous cavities until the end of the helix passes over
the discharge port.
In a lobed rotor compressor , a pair of mating lobes on separate shafts rotates in
opposite directions to trap incoming air and compress it against the casing. Lobed
rotor units provide very high air flows at pressures between those of non-positive
displacement compressors and other types of positive displacement units.
1.7 Non-positive Displacement Compressors
Non-positive Displacement Compressors also called "dynamic," "continuous-
flow," and "velocity-type" compressors, this category comprises machines that use
changes in kinetic energy to create pressure gradients.
Kinetic energy is the energy that a body possesses by virtue of its motion. A
fluid's kinetic energy can be increased either by rotating it at high speed or by
providing an impulse in the direction of flow.
Unlike the positive displacement compressor, in which distinct volumes of air
are isolated and compressed, a non-positive displacement compressor does not
provide a constant-volume flow rate over a range of discharge pressures. This is
because the compartments are not isolated from each other and leakage between them
increases as pressure rises.
Initial acceleration of the air produces a negative (suction) pressure at the inlet
port, drawing air in. Partial deceleration of air at the discharge port converts some of
the kinetic energy to pressure. Speed of the rotating impeller determines the pressure
change. Higher-pressure differences require either faster impeller speeds or additional
stages.
The most important advantage of non-positive displacement machines is their
ability to provide very high mass flow rates. On the other hand, multiple stages are
required to provide pressures above 4 or 5 psi and such machines are cost effective
only for flow rates above 80-100 cfm.
Non-positive displacement devices are sometimes called fans or blowers rather
than compressors. By some definitions, a fan provides less than 0.5 psi pressure and a
blower between 0.5 and 10 psi. The distinction is frequently blurred in common use,
however.
The three common types of non-positive displacement compressors are
centrifugal, axial, and peripheral (or regenerative). These names derive from the
direction of air flow through their compression chambers.
1.7.1 Centrifugal Compressors
Centrifugal compressors are best suited to the continuous movement of large air
volumes through small pressure ranges. Fig. 1.9 shows the basic operation. Air
leaving a rotating impeller passes radially outward to the casing. Centrifugal action
builds up velocity and pressure levels.
Fig: 1.9 In a centrifugal blower, a rotating impeller sweeps air radially alongthe casing to the outlet.
In its simplest form, a centrifugal compressor consists of a high-speed rotating
impeller that receives air through an inlet nozzle at the center. The impeller vanes are
fixed (unlike those in the rotary vane design). They throw the air centrifugally
outward toward the casing, increasing its velocity and energy. Here, an outlet
discharges the air into a stationary passageway known as a "diffuser." The diffuser
reduces the air velocity, thus raising the pressure. Beyond the diffuser, the velocity
may be further reduced and pressure increased by a "collector."
Staging can yield higher pressures. Staging is accomplished by directing the
output from the diffuser of one stage into the nozzle of the next.
Because the flow from the impeller is continuous, a smooth, surge-free output is
obtained. Furthermore, discharge pressure depends only on impeller speed. It is nearly
constant, despite variations in flow, over the stable operating range.
But this can be a drawback if the demand falls far enough below the rated flow,
allowing system pressure to build up. The compressor continues to deliver air at about
the same pressure until the back-pressure exceeds that developed by the compressor.
The result is "surge"-a reversal of flow. This reversal immediately allows the back-
pressure to go down, and regular compression is resumed.
Surge can be prevented if flow remains above a limit established for each
design. Various models have minimum operating flows between 45 and 90 percent of
rated capacity.
Centrifugal compressors are available in both small and very large sizes. Units
with up to six stages and supplying 30,000 cfm of air are commercially available.
Operating speeds are very high compared with other types-up to 20,000 rpm in
standard applications.
1.7.2 Axial Flow
Fig: 1.10 Air flows (arrows) through multistage axial flow blower. The fixedguide vanes between each stage keep air flow parallel to the axis of
rotation.
This category is generally used for ultrahigh flow applications (30,000 to
1,000,000 cfm). Air flow is through a duct, primarily in a direction parallel to the axis
of rotation. In multistage versions, this flow channelling is provided by the fixed guide
vanes or stator blades positioned between each stage (Fig. 22). An axial flow
compressor requires about a third the floor space of a centrifugal design, and it weighs
about a third as much. Below capacities of 100,000 cfm, though, the axial design is
seldom competitive in price.
1.8 Multistage Compression
Compression may be accomplished in one or more stages. That is, air can be
compressed once or several times before it reaches the compressor outlet and is
delivered to the system devices. Each stage provides a proportional increase in the
output pressure. Positive displacement compressors have the advantage of providing
relatively large pressure changes in a single stage, and very large pressure changes in
a few stages. However, the pressure output of nonpositive displacement compressors
can also be raised by staging.
1.8.1 Single Stage
Fig. 1.11 is another way of illustrating how the compression process is carried
out in a single pass through a pumping chamber. This piston-type compressor has two
cylinders, but the compression action occurs in a single stage. The cylinders are
connected in parallel between the atmosphere and the discharge manifold.
The normal maximum pressure rating for single-stage compressors is about 100
psig. Operation above this level increases the heat of compression (caused by leakage
andrecompression) to levels that could harm the compressor and the overall system.
Fig: 1.11 Basic operation of a single stage/two cylinder air compressor.
1.8.2 Multiple Stage
In multiple-stage compression, the gas moves from one chamber to another.
This sequential action provides the final pressure.
For general utility and process purposes, two-stage compression is usually
justified when the compression ratio (R,) exceeds six. When Rc exceeds 20,
compression is usually accomplished in three stages. To put this in pressure units, the
upper limit for utility two-stage compressors is between 280 and 300 psig. A gauge
pressure of 500 psi has an RC value of 35.
Some multistage compressors eliminate the problem of increased heat of
compression above 100 psig. This is done by:
Compressing the air to an intermediate pressure in the large-diameter low-
pressure cylinder.
Removing a portion of the heat of compression before the air is fed to the next
stage (this is known as "intercooling" and is normally done by an air-cooled
or water-cooled heat exchanger).
Further compressing the air to final pressure in a smaller high-pressure cylinder.
Fig:1.12 Basic operation of two stage/two cylinder air compressor
As Fig. 20 shows, these two cylinders are connected in series through the
intercooler (compare with Fig. 19). Intercooling greatly decreases both the total
temperature rise of the compressed air and the amount of work required for its
compression. But the added cost of an intercooler cannot always be justified on a
small compressor. Some two-stage compressors have three cylinders: two low-
pressure cylinders connectedto one high-pressure cylinder through an intercooler.
CHAPTER 2
LITERATURE SURVEY
2.1 COMPRESSED AIR PRODUCTION
2.1.1 COMPRESSED –AIR-TO-ELECRIC POWER SYSTEM
1 Title: Design considerations and experimental results of a 60W of compressed air
to electric power system
Authors: D. Krahenbuhl , C Zwyssig , H. Horler and J. W. Kolar Power Electronic
Systems Laboratory, ETH Zurich, Switzerland, Aerothermochemistry and
Combustion Systems Laboratory,ETH Zurich, Switzerland
Inference: In many process applications, where a pressure reduction is required the
energy ends up being dissipated as heat. Examples are throttling valves of gas
pipelines and automotive engines or turbo expanders as used in cryogenic plants. With
a new pressure reduction system that produces electricity while expanding the gas, this
lost energy can be recovered.
To achieve a high power density this energy generation system requires an
increased operating speed of the electrical machine and the turbo machinery.
This paper proposes a miniature compressed air-to electric-power system, based on a
single-stage axial impulse turbine with a rated rotational speed of 350 000 rpm and a
rated electric power output of 60 W. A comprehensive description including turbine
and permanent magnet (PM)
generator is given and measurements like maximum electric output power of 124W
and maximum system efficiency of 24 % are presented. This paper shows the design
and measurement results of a compressed-air-to- electric power system. The described
system has been optimized concerning power density (4.4 W/cm3) and system
efficiency (system = 24 %);
The computed and measured values are significantly higher compared to similar
systems described in literature so far. Also the generator efficiency (87 %) is
significantly higher compared to [8] (58 %) and [9] (28 %), respectively. The better
efficiencies can be achieved by system integration, generator optimization and careful
design of the turbine. Due to the miniaturization, the isentropic efficiency cannot be
predicted analytically and has been verified experimentally. Measurements show that
the system has a maximum power output of 124 W at 370 000 rpm and a maximum
efficiency of 24 % at 350 000 rpm.
2 Title: A Compressed Air Tank for a Lorry
Author: Åke Karlsson, Gränges Technology Service (GTC), Finspång
and by Skanaluminium, Oslo
Inference: Drivers of heavy vehicles such as lorries and buses require extra power to
perform certain functions, including: Braking, Steering, Gearing and differential
Braking the trailer, Pneumatic, hydraulic and electrical systems are all used to provide
the added power, needed.
Pneumatic power-enhancement is commonly used for the braking systems of
lorries due to its: Reasonable cost Excellent reliability, Long life Simple maintenance
Familiar technology We are going to manufacture a container for the storage of
compressed air in a pneumatic braking system for buses and lorries. Because of the
complex requirements, we didn't have many alternatives to evaluate in this example.
We looked at a solution in steel and one in aluminium, both of which satisfied the
requirements. luminium was chosen because it could be used to make a product that
performed its function better than steel.
Although this solution is considerably more expensive to manufacture, it will
save money in the long run-in view of the fact that we also achieve a higher level of
safety, we have clearly selected the best solution. Using aluminum to manufacture
compressed air tanks has turned out very well.
The product example described here is still competitive. The product could
probably be improved even further if the CEN standards had not limited our choice of
alloy and material thickness. Both solutions satisfy our requirements. Our choice will
therefore dependon how we choose to rank the evaluation criteria. In this case, weight
savings, reliability and low maintenance costs weigh so heavily that we opt for
aluminum.
3 Title: Reciprocating-Piston Compressor Having Non-Contact Gap Seal
Author: Michel Rigal ,Gilles Hebrard,Crowell & Moring Llp;Intellectual Property
Group
Inference: A reciprocating-piston compressor having at least two working cylinders
arranged in series, along a cylinder axis is described. The compressor includes a
piston in each of the cylinders, guided in an axially movable manner, and a common
axially actuated piston rod of the pistons, extending through a passage opening in a
partition between the at least two working cylinders.
The at least two working cylinders are sealed off with respect to one another in
a region of the common axially actuated piston rod, exclusively by a non-contact seal.
The axial seal has an axial gap seal formed between a radially outer circumferential
surface of the common axially actuated piston rod and a radially inner circumferential
surface of the passage opening.
The invention includes a reciprocating-piston compressor having at least two
working cylinders which are arranged in series and along a cylinder axis and in which
in each case one piston is guided in an axially movable manner, with the pistons
having a common axially actuated piston rod which extends through a passage
opening in a partition between the working cylinders.
In the reciprocating-piston compressors known from the prior art, a contact seal
in the form of a sealing ring is conventionally provided between the passage opening
and the piston rod, in order to seal off the working cylinders, which are arranged in
series, with respect to one another. In particular where reciprocating-piston
compressors are used in compressed-air brake systems of utility vehicles such as
commercial trucks, a high compressor power is required on account of the high
compressed air demand, and the reciprocating-piston compressor must therefore
perform a high number of compression strokes.
The previously-used contact seals, however, generate friction, such that
relatively high friction losses are generated as a result of the high number of
compression strokes, which friction losses also manifest themselves in high
temperatures of up to 300° C. in the region of the seal. For these reasons, a low-
friction and simultaneously heat-resistant material is necessary for the seals, which is
correspondingly expensive.
4. Title: Compressor unit for a vehicle air suspension system
Authors: Marc-Michel Bodet Ludger Frilling Frank Meissner
Kramer Levin Naftalis & Frankel Llp;Intellectual Property Department
Inference: A compressor unit for an air suspension system of a motor vehicle, having
a compressor, an air dryer and a compressed-air port for delivering compressed air
from the compressor to the air suspension system and for introducing compressed air
from the air suspension system into the air dryer. A ventilation line is provided from
the air dryer to the environment of the compressor. The ventilation line has an
upwardly convex bend when the compressor unit is in installed position.
The present invention relates generally to a compressor unit for a motor vehicle
air suspension system, including a compressor, an air dryer and a compressed-air port
for delivering compressed air from the compressor to the compressed air system and
for returning compressed air from the air suspension system into the air dryer.
Motor vehicle compressor units of the general type under consideration are
arranged, for example, in the region of the rear axle below the vehicle's luggage
compartment, and provide compressed air, for example, for a level control system of
the vehicle's air suspension system. In, for example, all-terrain vehicles, which can
travel through bodies of water as long as the water remains below a fording line, to
prevent the air spring system with the compressor unit from icing, the compressed air
must remain dry even when the vehicle is travelling through water or when the outside
temperature falls.
However, with conventional compressor units, instances of icing can occur in
the worst case, particularly when the compressor units are used in vehicles in which
only small air quantities are moved for the purpose of level control. Generally
speaking, in accordance with embodiments of the present invention, a compressor unit
for a vehicle air suspension system, including a compressor, an air dryer and a
compressed-air port, is provided which overcomes disadvantages associated with
conventional compressor units.
To reduce the tendency of the entire vehicle air spring system to ice, even
under unfavorable environmental conditions, the present invention provides a
compressor unit in which the ventilation line from the air dryer to the environment of
the compressor has an upwardly convex bend when the compressor unit is
installed.Because of the convex bend, it is possible to dispense with the conventional
long ventilation hose extending above the fording line. The convex bend ensures that,
in the event of a discharge of compressed air out of the air suspension system, the air
dryer is regenerated and the ejected, moist air always leaves the short ventilation hose.
This is achieved even if only a small amount of air is discharged during ventilation,
for example, on account of the downstream air suspension system requiring only a
small amount of compressed air.
CHAPTER 3
OBJECTIVE
The sole purpose of this project is to find a simple but improved design with good mechanical advantage in substitute of electricity. Some of the specific objectives are:
To eliminate the use of electrical energy, fuel input for the production of compressed air.
To produce compressed air using non-conventional method instead of using conventional method.
To develop a portable-type air compressor
To utilize the vehicle suspension for production of compressed air.
To utilize the compressed air for the generation of electricity.
To run an aluminium turbine using the compressed air pressure and velocity thus by running a DC generator connected by means of shaft to produce a small amount of DC current.
To store the little amount of DC current produced, by using it to charge a 12 V DC battery.
To use a 12 V DC to AC inverter to convert direct current to alternating current.
To glow a 40 Watts fluorescent lamp using the AC output from the inverter
CHAPTER-4
METHODOLOGY AND MATERIAL IDENTIFICATION :
4.1 METHODOLOGY ADOPTED
Figure 4.1 Methodology adopted
Literature Survey
Layout of the model
Requirement of components
Design calculations
Identification of appropriate materials
Machining requirements of the components
Building of the base frame
Assembling of the components
Checking the performance of the model
Developing the final product
Problem identification and solution
4.2 COMPONENTS AND MATERIAL IDENTIFICATION
4.2.1 VEHICLE FRAME AND PNEUMATIC CYLINDER:
This is made up of mild steel. The model vehicle frame is made up of mild steel
pipe material. The suspension action is given by the pneumatic cylinder.
Mild and low carbon steel:
Mild steel is the most common form of steel because its price is relatively low
while it provides material properties that are acceptable for many applications. Low
carbon steel contains approximately 0.05–0.15% carbon and mild steel contains 0.16–
0.29% carbon.
Properties of mild steel:
It can be easily machine able.
The density of mild steel is approximately 7.85 g/cm3.
Its Young's modulus is 210,000 MPa
it is neither brittle nor ductile
Mild steel has a relatively low tensile strength
it is cheap and malleable
surface hardness can be increased through carburizing
The cylinder is a Single acting cylinder one, which means that the air pressure
operates forward and spring returns backward. The air from the compressor is passed
through the regulator which controls the pressure to required amount by adjusting its
knob. A pressure gauge is attached to the regulator for showing the line
pressure.Then the compressed air is passed through the single acting 3/2 solenoid
valve for supplying the air to one side of the cylinder.
One hose take the output of the directional Control (Solenoid) valve and they
are attached to one end of the cylinder by means of connectors. One of the outputs
from the directional control valve is taken to the flow control valve from taken to the
cylinder. The hose is attached to each component of pneumatic system only by
connectors.
4.2.2 CYLINDER TECHNICAL DATA
Piston Rod : M.S. hard Chrome plated
Seals : Nitrile (Buna – N) Elastomer
End Covers : Cast iron graded fine grained from
. 25mm to 300mm
Piston : mild steel.
Medium : Air.
Temperature Range : 0◦c to 85◦c
Cylinder Tube Materials:
LIGHT DUTY MEDIUM DUTY HEAVY DUTY
Plastic Hard drawn brass tube Hard drawn brass tube.
Hard drawn Aluminum
tubeAluminum Castings Hard drawn steel tube
Hard drawn brass tube Brass, Bronze, IronCastings, welded steel
tube
4.2.2.1 Parts of Pneumatic Cylinder
4.2.2.1.1 Piston:
The piston is a cylindrical member of certain length which reciprocates inside
the cylinder. The diameter of the piston is slightly less than that of the cylinder bore
diameter and it is fitted to the top of the piston rod. It is one of the important parts
which convert the pressure energy into mechanical power.
Piston Materials:LIGHT DUTY MEDIUM DUTY HEAVY DUTY
truck), to an entire gear train similar to that of a manual-shift auto transmission. Some
motors have electronic rheostat-type speed controls, which obviates cone pulleys or
gears.
The counterpoint to the headstock is the tailstock, sometimes referred to as the
loose head, as it can be positioned at any convenient point on the bed, by undoing a
locking nut, sliding it to the required area, and then relocking it. The tailstock contains
a barrel which does not rotate, but can slide in and out parallel to the axis of the bed,
and directly in line with the headstock spindle. The barrel is hollow, and usually
contains a taper to facilitate the gripping of various type of tooling. Its most common
uses are to hold a hardened steel centre, which is used to support long thin shafts
while turning, or to hold drill bits for drilling axial holes in the work piece. Many
other uses are possible.
Metalworking lathes have a carriage (comprising a saddle and apron) topped
with a cross-slide, which is a flat piece that sits crosswise on the bed, and can be
cranked at right angles to the bed. Sitting atop the cross slide is usually another slide
called a compound rest, which provides 2 additional axes of motion, rotary and linear.
Atop that sits a tool post, which holds a cutting tool which removes material from the
work piece. There may or may not be a lead screw, which moves the cross-slide along
the bed.
Woodturning and metal spinning lathes do not have cross-slides, but rather have
banjos, which are flat pieces that sit crosswise on the bed. The position of a banjo can
be adjusted by hand; no gearing is involved. Ascending vertically from the banjo is a
toolpost, at the top of which is a horizontal tool rest. In woodturning, hand tools are
braced against the tool rest and levered into the work piece. In metal spinning, the
further pin ascends vertically from the tool rest, and serves as a fulcrum against which
tools may be levered into the work piece.
4.3.2 Boring:
In machining, boring is the process of enlarging a hole that has already been
drilled (or cast), by means of a single-point cutting tool (or of a boring head
containing several such tools), for example as in boring a cannon barrel. Boring is
used to achieve greater accuracy of the diameter of a hole, and can be used to cut a
tapered hole.
Fig
There are various types of boring. The boring bar may be supported on both
ends (which only works if the existing hole is a through hole), or it may be supported
at one end. Lineboring (line boring, line-boring) implies the former. Backboring
(back boring, back-boring) is the process of reaching through an existing hole and
then boring on the "back" side of the workpiece (relative to the machine headstock).
4.3.3 Welding:
Welding is a fabrication or sculptural process that joins materials, usually
metals or thermoplastics, by causing coalescence. This is often done by melting the
work pieces and adding a filler material to form a pool of molten material (the weld
pool) that cools to become a strong joint, with pressure sometimes used in conjunction
with heat, or by itself, to produce the weld. This is in contrast with soldering and
brazing, which involve melting a lower-melting-point material between the work
pieces to form a bond between them, without melting the work pieces.
Fig
Many different energy sources can be used for welding, including a gas flame,
an electric arc, a laser, an electron beam, friction, and ultrasound. While often an
industrial process, welding can be done in many different environments, including
open air, under water and in outer space. Regardless of location, welding remains
dangerous, and precautions are taken to avoid burns, electric shock, eye damage,
poisonous fumes, and overexposure to ultraviolet light.
Until the end of the 19th century, the only welding process was forge welding,
which blacksmiths had used for centuries to join iron and steel by heating and
hammering them. Arc welding and oxyfuel welding were among the first processes to
develop late in the century, and resistance welding followed soon after. Welding
technology advanced quickly during the early 20th century as World War I and World
War II drove the demand for reliable and inexpensive joining methods.
Following the wars, several modern welding techniques were developed,
including manual methods like shielded metal arc welding, now one of the most
popular welding methods, as well as semi-automatic and automatic processes such as
gas metal arc welding, submerged arc welding, flux-cored arc welding and electro slag
welding. Developments continued with the invention of laser beam welding and
electron beam welding in the latter half of the century. Today, the science continues to
advance. Robot welding is becoming more commonplace in industrial settings, and
researchers continue to develop new welding methods and gain greater understanding
of weld quality and properties.
SPECIFICATOIN
1. SINGLE ACTING PNEUMATIC CYLINDER Technical Data Stroke length : Cylinder stoker length 170 mm Quantity : 1 Seals : Nitride (Buna-N) Elastomer End cones : Cast iron Piston : EN – 8 Media : Air Temperature : 0-80 º C Pressure Range : 8 N/m²
2. NON-RETURN VALVE:- Quantity : 1 Media : Air Temperature : 0-80 º C Pressure Range : 0-8 N/m² Size : ¼”
QUICK EXHAUST VALVE:- Quantity : 2 Media : Air Temperature : 0-80 º C Pressure Range : 0-8 N/m² Size : ¼”
Connectors Max working pressure : 10 x 10 ⁵ N/m² Temperature : 0-100 º C Fluid media : Air Material : Brass
5. Hoses Max pressure : 10 x 10 ⁵ N/m² Outer diameter : 6 mm = 6 x 10 ˉ ³m Inner diameter : 3.5 mm = 3.5 x 10 ˉ ³m
DESIGN CALCULATION:
Force acting on the rod (P) = Pressure x Area = p x (Πd² / 4) = 6 x {( Π x 4² ) / 4 }
P = 733.6 N Design Stress (σy) = σy / F0S
= 36 / 2 = 18 N/mm² = P / (Π d² / 4)
∴ d = √ 4 p / Π [ σy ] = √ 4 x 75.36 / {Π x 18}
= √ 5.33 = 2.3 mm
∴ Minimum diameter of rod required for the load (d) = 2.3 mm We assume diameter of the rod (d) = 15 mm
Design of cylinder thickness: Material used = Cast iron Assuming internal diameter of the cylinder = 40 mm Ultimate tensile stress = 250 N/mm² Working Stress = Ultimate tensile stress /factor of safety Assuming factor of safety = 4
Working stress ( ft ) = 2500 / 4 = 62.5 N/mm²
According to ‘LAMES EQUATION’
Minimum thickness of cylinder ( t ) = ri {√ (ft + p) / (ft – p ) -1 } Where,
ri = inner radius of cylinder in mm. ft = Working stress (N/mm²) p = Working pressure in N/mm²
∴ Substituting values we get, t = 20 {√ (625 + 6) / ( 625 – 6) -1}
t = 0.019 cm = 0.19 mm We assume thickness of cylinder = 2.5 mm Inner diameter of barrel = 40 mm Outer diameter of barrel = 40 + 2t = 40 + ( 2 x 2.5 ) = 45 mm
Design of Piston rod:
Diameter of Piston Rod: Force of piston Rod (P) = Pressure x area = p x Π/4 (d²)
= 6 x (Π / 4) x (4)² = 733.6 N
Also, force on piston rod (P) = (Π/4) (dp)² x ft P = (Π/4) x (dp)² x 625 73.36 = (Π/4) x (dp)² x 625 ∴ dp² = 73.36 x (4/Π) x (1/625)
= 0.15 dp = 0.38 cm = 3.8 mm
By standardizing dp = 15 mm
Length of piston rod:
Approach stroke = 160 mm Length of threads = 2 x 20 = 40mm Extra length due to front cover = 12 mm Extra length of accommodate head = 20 mm Total length of the piston rod = 160 + 40 + 12 + 20 = 232 mm
By standardizing, length of the piston rod = 230 mm
COMPRESSED AIR PRODUCTION:- Diameter of the cylinder = 40 mm = 4 cm Stroke length = 170 mm Pressure = force / area
= 100kg / (3.14 x 4*4/4) = 100/12.56 =0.7808 N/mm2
SCHEMATIC LAYOUT
CHAPTER
APPLICATION Compressed air produced by this method can be used tyre inflation.
It can used for air braking system.
Automatic door opening and closing can be achieved using compressed air
produced by this method.
It can be used for operating wiper motor.
Turbo charger can be operated by compressed air.
Pneumatic jack can be operated by compressed air.
Compressed air can be used for dust removal.
Alternative energy source for air conditioning system.
CONCLUSION
This project work is providing us an excellent opportunity and experience, to
use our limited knowledge. We are gaining a lot of practical knowledge regarding,
planning, purchasing, assembling and machining while doing this project work. We
feel that the project work is a good solution to bridge the gates between institution and
industries.
In concluding the words of our project, since the compressed air production
using vehicle suspensor get its energy requirements from the Non-renewable source of
energy. There is no need of power from the mains and there is less pollution in this
source of energy. It is very useful to the places all roads. It is able to extend this
project by using same arrangement and construct in the steps so that increase the air
production rate by fixing school and colleges, etc
REFERENCES
1. Åke Karlsson, Gränges Technology Service (GTC), Finspång and by Skanaluminium, Oslo ‘ A Compressed Air Tank for a Lorry’
2. Krähenbühl. D , C Zwyssig, H. Hörler and J. W. Kolar , Power Electronic Systems Laboratory ‘Design Considerations and Experimental Results of a 60 W Compressed-Air-to-Electric-Power System’
3. Marc-Michel Bodet Ludger Frilling Frank Meissner NEW YORK, NY US
‘Compressor unit for a vehicle air suspension system’
4. Michel Rigal Gilles Hebrard WASHINGTON, DC US ‘Reciprocating-Piston Compressor Having Non-Contact Gap Seal’