“Design and Fabrication of Arc Engine”
PROJECT REPORT [AUT84]
On
“DESIGN AND FABRICATION OF ARC ENGINE”
Submitted by
RISHAV CHHABRA (1NH15AU038)
MOHAMMED TAMKEEN (1NH15AU029)
In partial fulfillment of the requirement for award of Degree in
Bachelor of Engineering
(DEPARTMENT OF AUTOMOBILE ENGINEERING)
Under The Guidance of Ms. Smitha B S Asst. Professor, Department of Automobile Engineering
DEPARTMENT OF AUTOMOBILE ENGINEERING
CERTIFICATE
This is to certify that the Project [AUT84]
On
“DESIGN AND FABRICATION OF ARC ENGINE”
Is a bonafide work carried out by
Rishav Chhabra [1NH15AU038]
Mohammed Tamkeen [1NH15AU029]
Bonafide students of New Horizon College of Engineering in partial fulfilment for the award of Bachelor of Engineering in Automobile Engineering of the Visveswaraya Technological University, Belgaum during the year 2018-2019. It is certified that all corrections/suggestions indicated for Internal Assessment have been incorporated in the Report deposited in the department library. The project report has been approved as it satisfies the academic requirements in respect of Project work prescribed for the said Degree.
Signature of HOD Signature of Principal Signature of Internal Guide
Dr. Shridhar Kurse Dr. Manjunatha
Prof. Smitha B S
External Viva Name of the Examiners 1. Signature with Date 2. ACKNOWLEDGEMENT
We express our heartfelt thanks to Dr. Mohan Manghnani, Chairman, New Horizon Educational Institutions for providing this endeavor.
We would also like to thank Dr. Shridhar Kurse, Head of Department, Department of Automobile Engineering, NHCE and Dr. Manjunatha, Principal of NHCE who has given us a constant support with motivation in completion of the project.
We sincerely thank Dr. Shridhar Kurse, HOD and Professor, Department of Automobile Engineering, NHCE who has guided us throughout in completion of the project.
We thank entire staff members of Automobile Department, NHCE and everyone who has directly or indirectly helped us in completion of the project.
DECLARATION
We declare that this written submission represents our ideas in our own words and where others’ ideas or words have been included, we have adequately cited and referenced the original sources. We also declare that we have adhered to all principles of academic honesty and integrity and have not misrepresented or fabricated or falsified any idea/data/fact/source in our submission. We understand that any violation of the above will be cause for disciplinary action by the Institute and can also evoke penal action from the sources which have thus not been properly cited or from whom proper permission has not been taken when needed.
Date:
Place:
RISHAV CHHABRA 1NH15AU038 MOHAMMED TAMKEEN 1NH15AU029
TABLE OF CONTENTS
CHAPTER TITLE PAGE NO. NO. ACKNOWLEDGEMENT
ABSTRACT
1 INTRODUCTION 1-3
2 LITERARURE REVIEW 4-9
3 METHODOLOGY 10-15
3.1 FLOW CHART 10
4 DESIGN AND MATERIAL 16-20
4.1 CYLINDER DESIGN 16
4.2 STAR SHAPE COMPONENTS 16
4.3 MAGNETS 17
4.4 SPUR GEARS 17
4.5 BEARINGS 17
4.6 WEIGHT DISTRIBUTION 17-19
4.7 X-RAY DIAGRAM 20
5 WORKING MODEL 21-24
6 RESULTS, DISCUSSION AND ESTIMATION 25-29
7 ADVANTAGES AND DISADVANTAGES 30-33
8 CONCLUSION 34
REFERENCE 35
LIST OF FIGURES
Fig NO. TITLE PAGE
NO.
1.1 ARC ENGINE PROTOTYPE 2
1.2 ARC ENGINE PROTOTYPE WITHOUT MOTOR 3
3.1 ARC ENGINE DESIGN 14
4.1 STAR SHAPE CRANKSHAFT MECHANISM 16
4.2 ENGINE VIEW WITHOUT CRANK CASE 18
4.3 STAR SHAPE PISTON ARRANGEMENT 19
4.4 X-RAY DIAGRAM OF 3D MODEL 20
5.1 WORKING MODEL OF ARC ENGINE 21
5.2 HYBRID VERSION OF ARC ENGINE 23
5.3 CUT SECTION OF ARC ENGINE 24
15
LIST OF TABLES
Table NO. TITLE PAGE
NO.
6.1 TIME VS TORQUE 25
6.2 EXHAUST TEMPERATURE 26
ABSTRACT
In this project efforts are been made to eliminate the multiple reciprocal pistons orientation, ball joints and a conventional engine mechanism but it crucially depends on effective sealing provided by sliding and rotating surfaces. Arc engine is a type of reciprocating engine with pistons arranged around an output shaft with their axes perpendicular to the crankshaft. The cylindrical shape of the cylinder group (the result of the pistons being spaced evenly around the middle and aligned perpendicular to the crankshaft axis) whilst to the shape of the crankshaft. The key advantage of this design is that the cylinders are arranged in parallel to each other and the perpendicular output/crankshaft in contrast, this type having cylinders at right angles to the shaft. As a result, it is a very compact, cylindrical engine, allowing variation in the compression ratio of the engine while running. The small-end bearing of a traditional connecting rod, one of the most problematic bearings in a traditional engine, is eliminated. This design replaces the plate with one or more Sinusoidal cam surfaces. Cams mounted parallel to a shaft mounted inside. In effect, these spaces serving the same purpose as the cylinders of an IC engine, and the sinuous cam surface acts as the face of the pistons. In other respect this form follows the normal cycles of internal combustion but with burning gas directly imparting a force on the cam surface, translated into a rotational force by timing one or more detonations.
DESIGN AND FABRICATION OF ARC ENGINE
CHAPTER 1
INTRODUCTION
An internal combustion engine is a heat engine where the combustion of a fuel occurs with an oxidizer in a combustion chamber that is an integral part of the working fluid flow circuit. In an internal combustion engine, the expansion of the high-temperature and high-pressure gases produced by combustion applies direct force to some component of the engine. The force is applied typically to pistons, turbine blades, rotor or a nozzle. This force moves the component over a distance, transforming chemical energy into useful mechanical energy.
The internal combustion engine usually refers to an engine in which combustion is intermittent, such as the more familiar four-stroke and two-stroke piston engines, along with variants, such as the six-stroke piston engine and the Wankel rotary engine. The second class of internal combustion engines use continuous combustion: gas turbines, jet engines and most rocket engines, each of which is internal combustion engines on the same principle as previously described Firearms are also a form of the internal combustion engine.
In contrast, an external combustion engine, such as steam or Stirling engines, energy is delivered to a working fluid not consisting of, mixed with or contaminated by combustion products. Working fluids can be air, hot water, pressurized water or even liquid sodium, heated in a boiler. ICEs are usually powered by energy-dense fuels such as gasoline or diesel fuel, liquids derived from Petroleum. While there are many stationary applications, most ICEs are used in mobile applications and are the dominant power supply for vehicles such as cars, aircraft, and boats.
Typically an ICE is fed with Petroleum like natural gas or petroleum products such as gasoline, diesel fuel or fuel oil. There is a growing usage of renewable fuels like biodiesel for CI (compression ignition) engines and methanol for SI (spark ignition) engines. Hydrogen is sometimes used and can be obtained from either Petroleum or renewable energy.
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An Arc engine has multiple cylinders arranged around and perpendicular to a pivotal shaft, like the chambers in the cylinder of a revolver. The piston thrust is usually converted to grail motion by an L-crank mechanism. The claimed advantages for this engine format were low frontal area (salient for powering supercars) very good balance and great stratum. On the downside, there are spur gear mechanisms. The Arc IC engine was a development of the cylindrical acclimatization of Engine. No IC engines have achieved any sustained success in theory at 60 degrees. It has been designed to work with the odd number of the cylinder such as 9 or 7 as of the original concept. In operation, these typically generate HP by accelerating a relatively small amount of air to very high speed. The original cooling system has been replaced by star shape turbo caps because they have ameliorated cooling efficiency. At medium speeds, where the crankshaft from all cylinders is no longer required, fuel efficiency increases. The cylindrical acclimatization is quieter and has ameliorated range-specific fuel consumption than the regular IC engine. Arc engine can be highly efficient for supercars.
Figure 1.1- Arc Engine prototype
This engine is a kind of a grail; the cylinders and crankcase revolved, while the crankshaft remains stationary. This is the IC engine in that use a star shape crankshaft. Instead, each
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cylinder drove a small crankshaft, with spur gears at the inner end of each shaft engaging with a large gear on the pivotal output shaft; power output was taken from the crankcase end. The propeller speed was thus reduced to half of the crankshaft speed according to power requirement. Arc name is given due to the firing order given as per dynamic balancing of the engine.
Figure 1.2- Arc Engine prototype without motor
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CHAPTER 2
LITERATURE REVIEW
The Reference is taken from Small bone axial engine patent: US 821,546 of 22nd May 1906. Four-cylinder wobble-plate gas engine; static barrel type. Water cooled. This design by Harry Eagles Small bone is the first example of an axial IC engine found so far. It was intended to run on town gas, not gasoline/petrol. It is not currently known if it was ever built or if it was successful. Small bone took out Canadian patent CA 82570 rather earlier in July 1903. The patent is not viewable on the Canadian Patents Database. THE LAMPLOUGH AXIAL ENGINE: 1910 this engine is rather obscure. The image below appears on the Net as "Lamplough's rotary engine" without any mention of the word "axial"[1]
It is only a rotary engine in that the engine and propeller rotate while the crankshaft is fixed; it has no relation to Wankel-type rotary engines. The trail is confused by a conventional radial The 6-cylinder rotary aero engine that was built and exhibited by Lamplough; that suggests that this was also intended to be an aero engine. Left: The Lamplough Axial Engine: 1910 From Modern Engines by Rankin Kennedy, Val V (1912 edition) this image is clearly a drawing. I have seen a very similar image entitled "Positive explosion turbine" but that too looked very much like a pen-and-wash drawing. Currently, it is not clear if the engine was actually built or not. Lamplough & Son Ltd was based at the Albany Works, at Willesden Junction in North-West
London; the company was founded in 1899. These sections show a four-cylinder the two-stroke engine with eight opposed pistons, but it seems that two of the four cylinders (those without fins) are pumping cylinders that compress the charge for the power cylinders. This does not sound as if it would give a good power/weight ratio. A gear-driven magneto is fitted at the left end of the engine; since this does not appear to rotate with the main body of the engine, it is not clear how the electricity was routed to the spark plugs whizzing round. In 1911 the Macomb Rotary Engine Company of Los Angeles, USA placed one of the first axial internal-combustion engines on the market. It had seven cylinders and a variable compression ratio, altered by changing the wobble-plate angle and hence the length of piston stroke. It was a rotary engine in
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the sense that the whole engine rotated apart from the casings at each end. According to the manufacturer's literature, it was "Guaranteed not to overheat", which given the small amount of fining on the cylinders, and the fact that each cylinder would be moving in the slipstream of its neighbour, seems to me a little optimistic. The Robert engine was a rotary; the cylinders and crankcase revolved, while the central shaft remained stationary. This is the only axial engine in this gallery that does not use either a wobble-plate or a swash plate. Instead, each axial cylinder drove a small crankshaft, with bevel gears at the inner end of each shaft engaging with a large gear on the central output shaft; power output was taken from the crankcase end. The propeller speed was thus reduced to one-half of crankshaft speed. The engine was covered by US patent 1215434, 1917. The swash plate (a seriously thick piece of metal) and part of one of the cylinders can be seen through the open hatch on top [2]
Anthony Michel (pronounced, but not spelt, Mitchell) is famous for inventing the Michel thrust- bearing in 1905; the unique feature of the bearing is the ring of sector-shaped pads making contact with a fixed shaft collar through a pivot or ball-joint. As the shaft rotates oil is pumped between collar and pads. The load is taken by the wedge-shaped oil film, without metal-to- metal contact, and this allows bearing pressures more than ten times greater than the previous system of multiple massive plane-faced collars contacting with fixed shoes. The Michel bearing made possible increases in ship size. This illustration comes from a 1927 sales brochure, and in this case, it shows two horizontal camshafts at each end. Michel engines of this type are believed to have been used by the Australian Gas Light Company for pipeline pressure boosting. According to one source they were built by the National Gas Engine Company of England, which presumably implies they were fuelled by the gas they were pumping. It does, however, raise the question of why these unconventional engines were used in an application where their main advantage- low frontal area for aeroplane use was irrelevant. The stalk-type piston P is cast integral with the cylindrical yoke which slides in segmental guides concentric with the cylinder bore, the swash plate rim running through the annular gap between the inner and outer guides, as shown in the small drawing below. The swash plate S and the clutch member C (the presence of which seems to indicate that this engine was intended for road use) are attached to a flange on the main shaft. This shaft turns in two self-aligning ball-bearings; there
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is also a thrust bearing T to take the force of the power strokes on the swash plate. The valves are of the conventional overhead poppet type, actuated by rockers and ball-ended push-rods driven by the face cam F, which is driven at one quarter engine speed through idler pinion and an internal gear ring [3].
The cylinder head at left contains concentric induction and exhaust manifolds at I and E. The auxiliaries were driven by means of spiral bevel gear, with a shaft passing radically between two of the cylinders. Eighteen horizontally-opposed cylinders in two sets of nine with a central wobble-plate; static barrel type. Water cooled. Rotary valve disc at each end of the engine. The A-4 was the fourth experimental barrel engine built by John O Almena of Seattle, Washington State, for testing at McCook Field, Ohio. The engine project began in 1921 and by the mid- 1920s; the A-4 had passed its acceptance tests. Despite this success the Almena engine never went into production, because of a growing emphasis by the US Army Air Corps on air-cooled radial engines with the large frontal area. European air forces generally preferred water cooled engines. Like other barrel engines, the Almena had a much smaller frontal area than other water-cooled engines of similar horsepower, promising reduced air resistance when installed in an aeroplane. It was rated at 425 hp but weighed only 749 pounds (a power/weight ratio of 1.76 lb/hp), a significant achievement for the time. The patent described an eleven-cylinder engine with a single wobble-plate at one end. Fuel/air was fed from the carburettor 30 through the hollow shaft at the left, and entered the cylinder through ports in the rotary valve 31. The wobble plate was fitted with a gear ring 45 that engaged with a fixed gear ring 46 on the casing 11 to prevent the wobble plate from twisting round. Another gear ring 47 drove gear ring 48 on the end of the valve extension piece 49 so that the rotary valve rotated at one-tenth of the speed of the main shaft but in the opposite direction. The lower cylinder is shown with a valve port 33 lined up to release the exhaust gases. The patent was assigned to the Almena-Crosby Motors Company. The tiller functioned as a "kick-start" similar to that on a motor cycle; presumably, it was pulled sharply sideways while the engine was fixed in some way. The power output with the standard carburettor was 4 HP at 1400 rpm. The metal dome on the top covered the spark-plugs and kept them dry. This engine, and engine No 306, in the Tenaska
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Musset, (The Swedish National Museum of Science and Technology) are believed to be the only remaining examples of this engine [4].
The cylindrical format of the axial engine is ideally suited to fitting in torpedoes, and any lack of durability in the swashing/wobbling mechanism is not a problem if the operational life is measured in minutes. THE US NAVY MARK 37 TORPEDO was designed as an electrically powered homing torpedo; it was introduced into the US Navy in the 1950s. See Wikipedia. It went out of use from 1972 onwards, the remaining stock being converted to Otto fuel (see below) with the same engine as the Mark 46 torpedo described below and sold to friendly nations. The conversion not only increased speed by over 40% but increased endurance by more than 60%, more than doubling the MK 37 run range. The information on the Mk 37 here comes from the conversion manual, the full text of which can be found here. Time to update those old Mk 37s you have hanging around in the garage... The engine is described as "a cam- piston" design which presumably means it uses a swash plate rather than a wobble-plate. The diagram is a bit short on detail but it looks as though the engine may use rotary valves. Axial Internal-Combustion Engines. The Otto fuel burns in a combustion chamber cooled by sea- water. It is not clear if water is sprayed into the hot gases to moderate their temperature and produce an added volume of steam, as is the practice in conventional "heater" torpedoes. Engine start is initiated by an igniters operated by the torpedo's auxiliary power battery [5].
As a safety measure, a water detector, located in the tailbone water inlet, prevents engine ignition prior to submerging the torpedo in water. The igniters’ sets off a small propellant "starting grain" which pressurizes the combustion chamber system, starts the engine, and opens the fuel interlock valve. The seawater pump supplies cooling water to the combustion chamber and the engine. The fuel pump supplies fuel to the engine from the fuel tank, a rubberized nylon fuel cell with a capacity of 26 gallons. Engine crossover time, the transition from starter grain energy to fuel burn energy, was typically 0.8 second. Fuel consumption rates were about 1.4 gallons-per-minute in tests. The Otto fuel generates gases at up to 3600 psi. No figures for the horsepower developed have so far been found. The output power is delivered to the propellers by counter rotating shafts; one driven by the cam and pistons and the other from
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the reacting housing of the engine which is free to rotate. These two shafts drive counter rotating propellers. The engine exhaust gases, and perhaps the engine cooling water, exit via the hollow inner shaft. The rotating engine housing also drives the fuel pump and seawater pump by gearing, and apparently also powers the control-surface actuators. From Mark 37C Torpedo System Technical Description, NVR 73-50, 1973, a Northrop document describing updating the Mk 37 torpedo to the C version. The MK 46 cam-piston engine is essentially a constant torque output device, with the torque dependent on combustion pressure and back pressure. Fuel pump output pressure (combustion pressure) is controlled by an internal regulator that is referenced to sea pressure to maintain nearly constant shaft output torque as the sea pressure increases with depth. Constant vehicle speed is then maintained at all running depths [7].
THE US NAVY MARK 46 TORPEDO, designed to attack high-performance submarines, is powered by an axial IC engine. Variations of this torpedo are expected to remain in service until the year 2015, so axial engines are very much with us. The engine runs on a monopropellant called Otto fuel II. (Nothing to do with the Otto cycle) This fearful stuff is a mixture of three synthetic substances: propylene glycol denigrate (the main component), 2-nitrodiphenylamine, and deputy separate. It is a red-orange oily liquid and a stable substance until vaporized and heated, when its three components react. The fuel itself is toxic and the products of combustion are also toxic, containing highly poisonous hydrogen cyanide gas. This monopropellant system is unlike earlier "heater" torpedoes which carried a tank of highly compressed air for the combustion of paraffin. There are some details of the Mark 46 torpedo, though not much about the engine, here: Wikipedia (external link) Details of the Mark 46 engine have, until now, proved impossible to find, and it is not unlikely that even looking for them will land the Museum staff in Guanaco Bay [8].
This engine has six double-ended pistons working in six cylinders, making it equivalent to a twelve-piston engine. All 12 combustion chambers are fired in a single revolution of the drive shaft. The sinusoidal cam can be seen, together with four of the six pistons and two empty cylinders. The history of this engine is proving hard to track down, not least because access to
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the old dynacam.com website in internet archives is blocked; clearly, this is part of The General Conspiracy. However, the story so far: the engine appears to originate from a design by the Blazer brothers, who worked for Studebaker in 1916. They sold the rights to Karl Herrmann, Studebaker's head of engineering. He developed it over many years, taking out a patent in 1941; see US patent 2237989[9].
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CHAPTER 3
METHODOLOGY Collecting Technical data related to Arc engine
Surveying the problem and analysing latest technologies and
implementing it
Sketching the design of considering various design parameters
Fabricating the design in and testing using Autodesk
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3.1 Technical Data Collection
To obtain information through different technical and empirical methods in order to obtain representative samples of Arc engine. The information collected in the different phases will be analysed to identify the systems in need of attention. A set of technical tests will then gauge their actual level of technical security, detecting existing and potential security problems that may affect the integrity, operation or performance of the systems in the Arc engine. Following is a list with the points to be covered during the technical collection of information. List and Characterization of data The information collected during the General Data Collection phase will highlight the system relevant to Arc engine, devices and applications in need of attention. An exhaustive description of each element is essential as they will be the basis of the technical analysis and results evaluation. The minimum information that should be collected is listed next (but could be extended to other information that the data collection team may consider of interest:
Arc engine Characterization
• Design
• Type
• Number of pistons to be used
• Software to be used
• State of patches and updates
Applications Characterization
• Application model
• Associated subsystems
• Links with other applications
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Traffic Analysis
Traffic the analysis determines the type of traffic through the relevant work done related to our project (Arc engine) and detects possible failure points or bottlenecks in these networks. For an optimal result of the analysis, key measure points across the network should be identified. Typically these points include:
• Segment interconnection
• Critical design failures
• Material to be used
• Other specification ( dimensions )
Each measure should be taken for a period of time so an appropriate amount of traffic is captured for later analysis. The measured time will depend on the similar projects available on the network.
DIMENSION
a. Piston Diameter- 56.8 mm b. Crankshaft pipe diameter- 19.10 mm c. Crankshaft Length- 217.97 mm d. Angle of elevation- 60 degrees e. Right crank pipe length- 70 mm f. Left crank pipe length- 68 mm g. Crankshaft width- 79.5 mm h. Cylinder fin length- 140 mm i. Cylinder fin clearance- 48.9 mm j. Cylinder fin width- 140.87 mm k. Exhaust manifold diameter- 33.17 mm
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l. Cylinder fin height- 200.248 mm m. No. Of Gear spindle– 49 n. Permanent magnets (N42)- 5-22 gauss ( Neodymium 35.23) o. Belt clearance– 34.3 mm p. Electromagnets strength limit- 0.12-14.8 gauss ( N52 coiling trial) q. Belt length gap- 205.4 mm ( 12-15389 lines or chain connection) r. Angle of elevation distort CG- 90 degree s. Sensor length clearance limit- 4.5-11 mm t. No. Of belts- 4 u. Add Up Gears- 7
(Courtesy: The design and material extension with properties are taken from Splendor 150CC engine)
3.2 Surveying the problem and analysing latest technologies and implementing it
The problem starts with the fact that the only reason you do a survey is to get information on which you can rely on for your decision-making for creating the new design of the arc engine. If corners or put forth movement of the piston less than full loads always remain. Technical data is not that reliable without hit and trial method in creating design after surveying the data. The survey data with reference are used that brings right back to the point that led you to consider a survey in the first place. At the start of this survey question or hypothesis about arc engine information was required. The survey data and subsequent analysis help you make a solid decision driving specific actions for final output design and fabrication of Arc engine. Compromising on the survey effort you compromise your ability to rely on the data obtained. The surveys done are based on common refrains of IC engines.
3.3 Sketching the Design
This style of diagramming allows for the creation of a good flow of connected ideas for Arc engine. The diagrams have design related revolver cylinder. As most often just use simple
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circles and lines are drawn in creating a model of the arc engine which got immensely perfect. Reconstruction of the IC engine to reorient ate it is that you break your design challenge down into its smallest parts (piston angle) before it gets reassembles them in new ways (at 60 degrees). Due to this design got end up with combinations of the odd number of the piston to be used in the engine.
NOTE: The 3d model is created in shapr3d
This brainstorming techniques are also used in creating this design likewise with the basic questions: who, what, why, where, when. Then dive into sillier ones that changed the cooling system and crankshaft design. By using information from technical data and survey the design was deemed perfect.
Fig 3.1 Arc engine design
3.4 Fabrication of the design
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Fabrication of the creation (Arc engine) is done using metal structures (i.e. aluminium and iron) by cutting, bending, and assembling processes. It was a value-added process involving the creation of an external frame, parts, and structures from various raw materials. Typically, a fabrication shop bids were based on engineering drawings created of arc engine product. A large fib piece of raw material employs a multitude of value-added processes, including welding, cutting, forming and machining. Arc engine fabrication usually starts with drawings with precise dimensions and specifications. This project includes loose parts, structural frames for buildings engine and heavy equipment (i.e. star shape crankshaft).
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CHAPTER 4
DESIGN & MATERIAL
4.1 Cylinder design
The design of the cylinder was finalized after a series of rough sketches and mathematical modulations. Once it was mathematically validated the software design of the same was made using shapr3d. To design the valve the material that will be used is carbon flex and aluminium. The Design of the “Arc engine” has been made as simple as possible in order to create a perfect cylindrical acclimatization and it has been cleverly designed to accommodate all the components within space to spare under the seat as in modern-day mopeds.
4.2 Star shape components
Star shape components are designed such as crankshaft and camshaft which are the key component in the system; it is used to run the mico-elipson that will be used to furnish data to the system. The battery chosen is of 5V, 70Amp Li-ion battery.
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Fig 4.1 Star Shape Crankshaft Mechanism
4.3 Magnets
It is an electronically controlled magnet which is used to furnish CF force to the pith magnets. Here a motor capable of harnessing the power and balanced properly. It takes the drive from the stem of the valve using actuator attachment and generates Attraction and repulsion for its momentum.
4.4 Spur gears
A Combinations of spur gears are used, at 60 degrees to each other so as the system fails to work by bearing providing enough power to return back to its original position.
4.5 Bearings
A Ball bearing mechanism is used as a archetypal crank mechanism and all necessary calculations balance. All the components have been fitted taking reference of this length i.e from the tip of counterweight etc.
4.6 Weight Distribution
Keeping the C.G at 41 degrees of the axis is the main priority in order to obtain the good balance while working of the system.
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Fig 4.2 Engine view without crank case
The Arc engine has been designed in shapr3d software. The rendering is done for carbon flex and aluminium alloys. Proper Clamps have been added to fix the rendering.
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Figure 4.3- Star shape piston arrangement
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4.7 X-RAY DIAGRAM
Fig 4.4- X-Ray diagram of 3D model
The above the figure shows the X-Ray diagram of the system where the Arc engine is connected to all its components and it is connected to the proper sync and which is then connected to the battery. The working of the Arc engine is not like that of the regular ic engine. Though the primary source of power is the same, it can work on any kind IC engine of small cubic capacity to large. Therefore, which extend its range.
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CHAPTER 5
WORKING MODEL
Fig 5.1 Working model of Arc engine
Theoretically, first, the power from the engine is transferred to the spur gear via bearing attached with the crankshaft pipe. This rotates the rotating magnet which is connected to camshaft in 60 degrees in proportion to the 41 degrees of cam angle. At first, the cam valve shaft remains attached to the rotating magnet. When mechanical power is received this valve shaft rotates which lets the rotating magnet balls open laterally. As soon as the valve shaft starts rotating, the gear of actuation moves downward which was previously at the topmost position which farther moves actuation disc and compresses the piston for further movement
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which activates the sensor bracket. The sensor bracket then passes the command to the electromagnet to perform operations. Magnetic balls that are rotating valve shaft make their operation more precise as electromagnet is under its operation. As soon as the magnetic balls start rotating in the magnetic field of the electromagnet, this four-stroke arc engine the cycle of operations of the engine is completed in four strokes of the piston inside the cylinder. The four strokes of the 4-stroke engine are suction of fuel, compression of fuel, expansion or power stroke, and exhaust stroke. In 4-stroke engines, the power is produced when the piston performs expansion stroke. During four strokes of the engine, two revolutions of the engine’s crankshaft are produced. The original intent was to accurately show that the points need to remain closed for only a fraction of a second. By illustrating this, I inadvertently obscured the overall operation of the circuit. Perhaps a more detailed ignition system is used. Larger four- stroke engines usually include more than one cylinder, have various arrangements for the camshaft (dual, overhead, etc.), sometimes feature fuel injection, turbochargers, multiple valves, etc. None of these enhancements changes the basic operation of the engine. Internal combustion engines provide outstanding drivability and durability. Along with gasoline or diesel, they can also utilize renewable or alternative fuels (e.g., natural gas, propane, biodiesel, or ethanol). They can also be combined with hybrid electric power train to increase fuel economy or plug-in hybrid electric systems to extend the range of hybrid electric vehicles. Combustion, also known as burning, is the basic chemical process of releasing energy from a fuel and air mixture. In an internal combustion engine (ICE), the ignition and combustion of the fuel occur within the engine itself. The engine then partially converts the energy from the combustion to work. The engine consists of a fixed cylinder and a moving piston. The expanding combustion gases push the piston, which in turn rotates the crankshaft. Ultimately, through a system of gears in the power train, this motion drives the vehicle’s wheels. There are two kinds of internal combustion engines currently in production: the spark ignition gasoline engine and the compression ignition diesel engine. Most of these are four-stroke cycle engines, meaning four piston strokes are needed to complete a cycle. The cycle includes four distinct processes: intake, compression, combustion and power stroke, and exhaust. Spark ignition gasoline and compression ignition diesel engines differ in how they supply and ignite the fuel. In a spark
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ignition engine, the fuel is mixed with air and then inducted into the cylinder during the intake process.
Fig 5.2 Hybrid version of the Arc engine
After the piston compresses the fuel-air mixture, the spark ignites it, causing combustion. The expansion of the combustion gases pushes the piston during the power stroke. In a diesel engine, only air is inducted into the engine and then compressed. Diesel engines then spray the fuel into the hot compressed air at a suitable, measured rate, causing it to ignite. Pollutants, such as nitrogen oxides (NOx) and particulate matter (PM) by more than 99% to comply with EPA emissions standards. Research has also led to improvements in ICE performance (horsepower and 0-60 mph acceleration time) and efficiency, helping manufacturers maintain or increase fuel economy. The Arc Engine offers wide fuel flexibility. The current engine can be run on any suitable spark ignition fuel. Kerosene/Jet A1 operation has been successfully fabricated and virtually tested. It is expected with further development to be able to operate on
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all appropriate fuels, including Ethanol/Methanol and blends, Bio ethanol, LPG, CNG, Hydrogen, Kerosene and Diesel. The Arc Engine is far less complex than traditional IC engines. The Arc engine's lower component count (only 7 sets of injectors and ports for 7 cylinders with no valve train), coupled with potentially lower production costs, make for savings in manufacturing and operation. And the uses existing materials and manufacturing processes in its construction. Arc Engines are committed to Research & Development, with further advances already underway. The engine is currently in its running prototype phase.
Fig 5.3 Cut section of Arc engine
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CHAPTER 6
RESULTS, DISCUSSION AND ESTIMATIONS
Figure 6.1- Time vs. Torque
This is torque graph obtained by comparing Arc valve vs. Normal valve in Autodesk. The pink line is for the Normal valve. The S in time represents for S-degrees or sonic degrees. The Orange line is for Arc engine.
The torque output of an automotive engine mainly depends on its stroke-to-bore ratio, compression ratio, combustion pressures & speed in rpm. Most ‘under-square’ engines which have higher stroke-length than its bore diameter tend to develop the high amount of ‘low-end torque’. The amount of torque that an engine can exert depends upon the engine RPM.
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Different engine designs/configurations develop different torque characteristics such as peak curve/flat curve. Most automotive engines produce useful torque output within a narrow band of the engine’s entire speed range. In this Arc petrol engine, it characteristically starts at around 1000-1200 rpm and reaching a peak in the range of 7,500–8,000 rpm. Whereas in a diesel engine, it starts at around 1500-1700 rpm and peaking at 6000-7000 rpm.
Scale
Along X-axis – Time (is plotted in seconds)
Along Y- axis – Torque
(Courtesy: The design reference and material extension with properties are taken from turbosquid.com and grabcad3d sites)
Figure 6.2- Exhaust temperature test virtually
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This enlarged picture of difference depends upon the breathing of the engine which is introduced in the different environment depending upon the bandwidth of the scale measured. The grey line is for Arc engine exhaust. Every engine is designed and built for a specific purpose. Hence, its output varies depending upon its application. As heat source temperature increases above the value for peak heat recovery efficiency with a single-pressure steam cycle, energy losses increase both because of the gap between gas temperature and peak steam temperature increases (a technological constraint), and because there is no longer enough exhaust energy to heat all of the feed water without compromising steam generation. This is addressed by the addition of extraction feed water heaters in conventional fossil-fired steam Rankin systems as seen in versus illustrate sample heat recovery cases used to construct shows an optimized one (single) pressure non-reheat cycle with 500°C gas turbine exhaust temperature. Shows the significant improvement available from additional steam generation pressures versus the optimized single-pressure design of both at 500°C exhaust gas temperature. At 800°C exhaust gas temperature shows how the heat transfer energy losses in the economizing sections approach zero, and the possibility to generate steam at multiple pressures disappears. Takes exhaust gas temperature up to 1650°C. So much high-temperature energy is now available to evaporate, superheat, and reheat steam that some high-level energy must be reserved to fully economize all of the steam being generated. The solution to this problem is to add feed water heaters as shown in. Now instead of reserving high-temperature exhaust energy to economize much colder water, all of the high-temperature energy can be utilized for steam generation since the shortfall in economizing energy is addressed by extraction feed water heating (which has the added benefit of reducing energy lost in the condenser). Note that in all of these cases with reheat cycles the the jagged appearance of the superheating and reheating sections is purely a matter of how the heat transfer surfaces are sequenced. Changing their sequence has little impact on heat-transfer energy losses but is important for minimizing heat transfer surface required and hence the cost of the HRSG. Also worth noting is that HRSG stacking temperature naturally falls as heat source temperature increases. This is
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a byproduct of higher specific steam generation (kg/kg GT exhaust) which increases economizing duty. Courtesy
The above graph is juxtaposition with present day technology (Normal engine) and Arc engine
And the down mentioned graph is obtained with different frequency under different conditions
Like first is continuous, 2nd is 20 Hz up to 1.2 seconds.
Scale
Along x-axis: Time is plotted in seconds
Along y-axis: Frequency vibration is plotted
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Estimation
SL/NO. PARTICULARS NO. OF UNITS COST
(INR)
1. ENGINE DESIGN 1 25000/-
2. MOTOR 1 5000/-
3. ENGINE AND 7 70000/- MATERIAL
4. WELDING 1 15000/-
5. MISCALLENOUS 1 3000/-
TOTAL 11 118000/-
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CHAPTER 7
ADVANTAGES AND DISADVANTAGES
9.1 ADVANTAGES
1. Minimal increase in fuel efficiency
The cylindrical shape helps in mixing of air and fuel as the angle between valves is 41 degree which reduces the load by the cam on the IC engine. Amount of fuel is used, is overall reduced a little bit. Higher compression ratio. Here, we are limited by auto-ignition of the gasoline – knock. That is, if the gasoline engine compression is above about 10.5, unless the octane number of the fuel is high, knocking combustion occurs. This is annoying and if persistent, damage to the engine can occur. Thus, gasoline engines are limited in their efficiency by the inability of the fuel to smoothly burn in high compression ratio engines. However, the diesel engine is not subject to this limitation. It runs at a high compression ratio. In part, this explains its high efficiency. It also runs lean, and its pumping work is low, further increasing its efficiency over the gasoline engine. Humankind needs quiet, smoke-free, odour-free gallons of diesel. We need new cycles put into practical use. An example is the Atkinson cycle. This has a smaller compression ratio than the expansion ratio. This means TC is reduced since the burnt gas cool as they expand, making the cycle efficiency. We throw away less waste heat via the exhaust. Run the engine at optimum conditions, meaning low friction (modest engine speed) and low pumping work (air throttle more open). Try to approach the "pushing-the-pistons" efficiency of 35%. This already is happening in some stationary piston engines – large, slow, piston engines used at pipeline compressor stations, for example. Also, this is an important characteristic of the engines used in hybrid gasoline-electric vehicles. Let the gasoline engine in the hybrid gasoline-electric power plant only run with good throttle opening and modest RPM
2. Improved Cooling system
The cylindrical shape and use of an odd number of the cylinder ( one is placed exactly at the pith of the engine ) due to which each cylinder share its wall with each other and due to that
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fact cooling will ameliorate and coolant will get divided equally and efficiently. The thermostat was a decisive improvement to engine cooling and enabled short-circuit coolant circulation while the desired engine operation temperature is not reached, the water does not run through the radiator, but by-passes it and runs into the engine. The thermostat only opens the connection to the radiator once the desired operating temperature is reached. That control system has remained the basis of all systems to this day. The engine's operating temperature is not only important with regard to performance and fuel consumption, but also for low emission of pollutants.
Engine cooling uses the fact that pressurized water does not boil at a temperature of 100 °C, but only between 115°C and 130°C. The cooling circuit is under pressures between 1.0 bar and 1.5 bars. This constitutes a closed cooling system. The system has an expansion tank which is only around half filled. The cooling medium is not just water, but a mixture of water and coolant additive. We are now dealing with a coolant providing anti-freeze protection has an increased boiling point and protects the engine’s parts and the cooling system against corrosion.
3. Increase in Torque
Though the graph of final output shows the overall increase in the torque which will increase in the breathing of engine and improve power output.
4. Reduction in Vibration
The system is calibrated at different resonance frequency which helps in the vibrations. A centrifugal pendulum presents a possible solution for the efficient reduction of tensional vibrations. Instead of hanging from a string, the pendulum is fixed to a rotating disc. This means it is not driven by the forces of gravity, but rather by centrifugal force – and it is the level of this force that determines the frequency at which the pendulum oscillates. The pendulum’s oscillation works against the torsion moment, and this diminishes vibrations on the overall system. While the centrifugal pendulum has been used in aircraft for decades, it was first
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applied in cars in 2008. Until now, these pendulums have played a passive role. The engine speed determines the pendulum frequency, and the only frequency at which the pendulum can oscillate is the one set by the engine speed. Experts refer to this as the first-order oscillation frequency. In addition to a number of other vibration-reducing systems, researchers at the Fraunhofer Institute for Structural Durability and System Reliability LBF in Darmstadt have now developed a semi-active pendulum. It oscillates not only at the first-order frequency, which is the frequency set by the engine speed, but also at half frequency, or at the 0.5th order. As a result, it can reduce torsion vibrations in a broader frequency range. “Our pendulum covers a frequency area that would otherwise require two pendulums: one for the first order, and one for the 0.5th order,” said Daniel Schulte, a scientist at Fraunhofer LBF. “But in a car, the available space is too small for two pendulums. This new design significantly expands the range of vibrations that can be reduced with a single pendulum.” The pendulum can be controlled in two ways. First, it can be operated in an open loop control, in which case the system measures the engine speed and, based on a set point value determining the order that dominates at the specific engine speed, adjusts the pendulum to the dominant order and has it oscillate accordingly. Alternatively, the system can measure the vibration’s amplitude and automatically calculate which order is dominant.
5. Instant power and economy direct from the engine
It can increase the thermal efficiency of the engine as the arrangement of the valve is 41 degree which increases the mixing of fuel in the much ameliorate way, and also for the economy we can use an only a single piston or for power output we can use all piston depending upon the requirement. This is possible due bearing and spur gears arrangement by which we can cut the supply from any the cylinder at any instant of time.
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9.2 DISADVANTAGES
1. Increase cost
As the extra components are added like belts, extra battery, electromagnets, spur gears etc which will increase the overall cost. When the cost of production goes up, this is not vital for manufacturing which makes the arc engine. This affects the cost price which is responsible for changing the supply. The increased cost of production shifts the supply curve to the left side. Due to the shift in supply curve to the left, the equilibrium price goes up and equilibrium quantity
2. Hard to fabricate
Complexity of the design makes it hard to fabricate and assemble. The relative the difficulty comes from the physics requirement that the current which must have precisely the topology in space for the piston to set at 60 degrees. Entirely separate wire turns instead of what might seem to be the same thing: a large set of pistons carrying the same net load. The regular design doesn't generate large problems to fabricate but the number of turns creates a proportion field. Thus have to do the equivalent of welding topologically with a piece of iron frame. This limits the types of manufacturing. Actually to fabricate an Arc type of topology of manufactured material with a scale or size is difficult.
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CHAPTER 8
CONCLUSION
Arc engine is a type of reciprocating engine with pistons arranged around an output shaft with their axes perpendicular to the shaft. Tube refers to the cylindrical shape of the cylinder group (the result of the pistons being spaced evenly around the pivotal crankshaft and aligned perpendicular to the crankshaft axis) whilst the L-crank alludes to the shape of the crankshaft. The key advantage of this design is that the cylinders are arranged in perpendicular around the output/crankshaft in contrast to regular IC engines, both types having cylinders at right angles to the shaft.
As a result, it is a very aphoristic, cylindrical engine, allowing mutation in a compression ratio of the engine while running. In a star shape crankshaft arrangement, engine the piston rods stay parallel with the shaft at 60 degrees, and piston side-forces that cause excessive wear can be eliminated almost completely. The small-end bearing of a traditional connecting rod, one of the most problematic bearings in a traditional engine, is eliminated.
An alternate design, the star camshaft engine, replaces the plate with one or more Sinusoidal cam superficial. In effect, these spaces serving the same purpose as the cylinders of an arc engine (arc refers to the firing order of the engine), and the sinuous cam superficial acts as the face of the pistons. In other respect this form follows the normal cycles of internal combustion but with burning gas directly imparting a force on the cam superficial, translated into a rotational force by timing one or more detonations.
This design eliminates the multiple reciprocal pistons, ball joints and swash plate of a conventional 'Tube' engine but crucially depends on effective sealing furnished by sliding and rotating superficial. The power output speeds with star cam have been tested that offer extremely aphoristic size yet producing approximately 1749 horsepower at the red line at 7000 rpm, useful for F1 and sport car applications.
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Reference
• Lamplough - CA Patent No. 82570 issued on July 1903 - “Lamplough axial engine” • Roberts - US Patent No. 1215434 issued on July 1917 - “Roberts axial engine” • Studebaker - US Patent No. 2237989 issued on 1941 – “Studebaker’s axial engine” • Harry Eagles- US Patent No. 821546 issued on 22nd May 1906 - “ Small bone axial engine”
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