BlackBook

Design and Analysis of an Electromagnetic
Engine
Submitted in partial fulfilment of the requirements of the degree of
Bachelor of Engineering by
Smit Prakash Panchal 60005120062
Mihir Krishnakant Parab 60005120064
Nikhil Vijayan Pillai 60005120074
Harshad Raghvendra Rai 60005120075
Project Guide:
Prof. Frank Crasta
Department of Mechanical Engineering
Dwarkadas J. Sanghvi College of Engineering
University of Mumbai
2015 – 16

Certificate
This is to certify that the project entitled “Design And Analysis Of An Electromagnetic
Engine” is a bonafide work of “Smit Prakash Panchal” (60005120062), "Mihir
Krishnakant Parab” (60005120064), “Nikhil Vijayan Pillai” (60005120074), “Harshad
Raghvendra Rai” (60005120075) submitted to the University of Mumbai in partial
fulfilment of the requirement for the award of the degree of “Bachelor of Engineering” in
“Mechanical Engineering”.
Prof. Frank Crasta
Project Guide External Examiner
Dr. K. N. Vijaya Kumar Dr. Hari Vasudevan
Head of Department Principal

Project Report Approval for B. E.
This project report entitled "Design And Analysis Of An Electromagnetic Engine" by Smit
Panchal, Mihir Parab, Nikhil Pillai and Harshad Rai is approved for the degree of
Bachelor of Engineering in Mechanical Engineering.
Examiners
1._____________________________________
2._____________________________________
Date:
Place:

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.
____________________________
SMIT PANCHAL
(60005120062)
____________________________
MIHIR PARAB
(60005120064)
____________________________
NIKHIL PILLAI
(60005120074)
____________________________
HARSHAD RAI
(60005120075)

TABLE OF CONTENTS
INDEX
ABSTRACT................................................................................................................................i
ACKNOWLEDGEMENT .......................................................................................................ii
Chapter 1:
INTRODUCTION
1.1 Intention of Project............................................................................................................1
1.2 About the Internal Combustion Engine ............................................................................1
1.3 Working of a Four Stroke Engine.....................................................................................2
1.4 Parts of the Internal Combustion Engine ..........................................................................3
1.5 Losses in an Internal Combustion Engine.........................................................................9
1.6 Project Objectives ...........................................................................................................10
1.7 Description and Working of the Electromagnetic Engine ..............................................10
Chapter 2:
LITERATURE SURVEY ......................................................................................................14
Chapter 3:
ELECTROMAGNETS AND MICRO SWITCH
3.1 Electromagnet .................................................................................................................19
3.2 Roller Micro Switch........................................................................................................21
Chapter 4:
COMPONENTS......................................................................................................................22
Chapter 5:
DESIGN METHODOLOGY.................................................................................................29
Chapter 6:
TESTING AND ANALYSIS..................................................................................................35
Chapter 7:
RESULTS ................................................................................................................................38
Chapter 8:
CONCLUSION AND FUTURE SCOPE..............................................................................41
REFERENCES .......................................................................................................................44

LIST OF FIGURES
Figure 1.1 : Steps of a Four stroke Engine.............................................................................3
Figure 1.2 : Key Components in a typical Four Stroke Engine............................................3
Figure 1.3 : Working of an Electromagnetic Engine...........................................................12
Figure 2.1 : Schematic Wiring Diagram of Angelo Pecci's Patent.....................................15
Figure 2.2 : Transverse View of Muneaki Takara's Patent................................................16
Figure 2.3 : Sectional View of Sherman Blalock's Patent...................................................17
Figure 2.4 : Exploded View of Christian Harvey Keller's Patent ......................................18
Figure 3.1 : Magnetic Field in an Electromagnet ................................................................19
Figure 3.2 : Application of Electromagnets..........................................................................20
Figure 3.3 : Cut View of a Roller Micro Switch...................................................................21
Figure 4.1 : Cylinder Block....................................................................................................22
Figure 4.2 : Piston Head.........................................................................................................23
Figure 4.3 : Mild Steel Cylindrical Block.............................................................................23
Figure 4.4 : Connecting Rod..................................................................................................25
Figure 4.5 : Crankshaft..........................................................................................................26
Figure 4.6 : Electromagnetic Coil..........................................................................................26
Figure 4.7 : Flywheel ..............................................................................................................28
Figure 5.1 : Shear Failure of the Small End of the Connecting Rod .................................31
Figure 5.2 : Tensile Failure of the of the Connecting Rod..................................................32
Figure 5.3 : Shear Failure of the Big End of the Connecting Rod .....................................33
Figure 6.1 : Digital Tachometer ............................................................................................36
Figure 6.2 : Experimental Setup............................................................................................37
Figure 7.1 : Voltage v/s RPM Graph ....................................................................................39

LIST OF TABLES

Table 4.1 Dimensions of the Cylinder Block .......................................................................22
Table 4.2 Dimensions of the Piston ......................................................................................24
Table 4.3 Dimensions of the Mild Steel Block......................................................................24
Table 4.4 Dimensions of the Connecting Rod .....................................................................24
Table 4.5 Dimensions of the Crankshaft...............................................................................25
Table 4.6 Specifications of the Solenoid................................................................................27
Table 4.7 Dimensions of the Flywheel ..................................................................................28
Table 5.1 Variation of the Current with Voltage.................................................................29
Table 7.1 Variation of RPM with Voltage ...........................................................................38

i
Abstract
Engine is the main power source of automobiles, where combustion takes place inside a
cylinder & produces heat which is responsible for producing reciprocating motion of the
piston which in turn rotates the crankshaft. In gasoline-powered vehicles, over 62 percent of
the fuel's energy is lost in the internal combustion engine (ICE). Thermal losses through
radiator and exhaust heat attribute to 58-62% of the losses, combustion losses attribute to 4%
of the losses and pumping losses and friction losses make up the remaining losses. Energy is
also lost in running the pump for the radiator and the alternator which can be considered as
parasitic losses accounting for 4-6% of the energy produced.
Global warming and pollution related problems are posing threat to our environment. The
dependency on I.C engines has led to increase in air pollution due to harmful emissions in the
environment.
Our prototype works on the principal of electromagnets which generate a magnetic force
when a DC current is passed through it. This force is applied to pull up a mild steel plunger
attached to piston made of aluminium. Once the piston reaches the top dead centre, the
current in the electromagnet is then interrupted which cuts off the supply of electric current
and demagnetizes the coil. A roller micro switch is used to switch on and off the circuit as the
piston is at a small distance from the bottom dead centre and top dead centre respectively. The
piston, due to its own weight and the energy stored in the flywheel comes back to the bottom
dead centre. This produces a reciprocating movement in the cylinder which imitates the
movement in an Internal Combustion Engine.
We have designed components of engine and made calculations to ensure that components
don't fail and are safe under given working condition. And by conducting an experiment, we
have tested and analyzed the change brought about in the speed of the engine (RPM) by
varying the voltage of the DC Power Supply.
This project explains the groundwork required for designing and manufacturing an
Electromagnetic Engine.

ii
Acknowledgement
This project consumed huge amount of work, research and dedication. Still, implementation
would not have been possible if we did not have support of many individuals and
organizations. Therefore, we would like to extend our sincere gratitude to all of them.
First of all we are thankful to our project guide, Prof. Frank Crasta for provision of expertise
and technical support in the implementation. We are also thankful to Dr. Vijayakumar Kottur
(Head of Department, Mechanical Engineering), and Dr. Hari Vasudevan (Principal), without
whose guidance the project would suffer in quality of outcomes.
We would like to express our sincere thanks towards Union Auto Electric Engineering Ltd
who devoted their time and knowledge in the implementation of this project.
Nevertheless, we express our gratitude toward our families and colleagues for their kind
cooperation and encouragement which help us in completion of this project.

1
Chapter 1
Introduction
1.1 Intention of Project
Over the last few decades, number of changes have been brought to the internal
combustion engine. Numerous researches are carried out in hopes of improving the engine
characteristics. These researches have been mainly focussed on increasing efficiency and
reducing exhaust gases. The volume and number of applications of engines have grown
steadily, penetrating and conquering new markets relentlessly. The exhaust gases contain
numerous pollutants that are extremely harmful though in chronic conditions. Hence,
Electromagnetic engines were created that uses the power of an electromagnet. These
engines cause no air pollution and are a dominant force when this world faces huge crisis
due to inadequate fossil fuels. In this project, we have focussed on building a prototype of
this electromagnetic engine and analyse the changes brought about by the variation of
different supply parameters on the engine.
1.2 About the Internal Combustion Engine
The first person to experiment with an internal-combustion engine was the Dutch physicist
Christian Huygens, about 1680. But no effective gasoline-powered engine was developed
until 1859, when the French Engineer J. J. Étienne Lenoir built a double-acting, spark-
ignition engine that could be operated continuously. In 1862 Alphonse Beau de Rochas, a
French scientist, patented but did not build a four-stroke engine; sixteen years later, when
Nikolaus A. Otto built a successful four-stroke engine, it became known as the "Otto
cycle." In 1885 Gottlieb Daimler constructed what is generally recognized as the
prototype of the modern gas engine: small and fast, with a vertical cylinder, it used
gasoline injected through a carburettor.

2
1.3 Working of a Four Stroke Engine
Most piston powered engines are spoken of as four cycle engines. This is a shortening of
the correct name, four stroke cycle. A stroke is one complete down or one complete up
movement of the piston. There are two down strokes and two upstrokes to a cycle for the
internal combustion engine of this design. A cycle is a round of events, which occurs in a
certain fixed order.
Most piston powered engines are spoken of as four cycle engines. This is a shortening of
the correct name, four stroke cycle. A stroke is one complete down or one complete up
movement of the piston. There are two down strokes and two upstrokes to a cycle for the
internal combustion engine of this design. A cycle is a round of events, which occurs in a
certain fixed order.
There are four events in this engine cycle. These four events correspond to the four
strokes. Thus we have the name, the four-stroke cycle, or the shortened and more used
term, the four-cycle engine.
On the first stroke of any cycle within an engine, the first event or operation is the
drawing in of air and fuel through the carburettor. This occurs on the down stroke of the
piston.
The second operation is compressing or squeezing together of the fuel charge drawn in on
the first down stroke. The compressing of the fuel occurs on the first upstroke of the
piston. The fuel is fired at the end of this stroke.
When the piston reaches the top of its stroke, the spark plug emits a spark to ignite the
gasoline. The gasoline charge in the cylinder explodes, driving the piston down. This is
the third stroke.
Once the piston hits the bottom of its stroke, the exhaust valve opens and
the exhaust leaves the cylinder to go out the tailpipe. This is the fourth and the final
stroke. Now the engine is ready for the next cycle, so it intakes another charge of air and
gas.

3
The cycles occur as follows: Intake, compression, power, exhaust repetitively. Pistons are
moved up and down on the strokes by the crankshaft. For four strokes (two down, two up)
the crankshaft must turn twice.
Fig no 1.1 Steps of a four stroke cycle
1.4 Parts of the Internal Combustion Engine
Fig no 1.2 An illustration of several key components in a typical four-stroke engine

4
For a four-stroke engine, key parts of the engine include
the crankshaft (purple), connecting rod (orange), one or more camshafts (red and blue),
and valves. For a two-stroke engine, there may simply be an exhaust outlet and fuel inlet
instead of a valve system. In both types of engines there are one or more cylinders (grey
and green), and for each cylinder there is a sparkplug(darker-grey, gasoline engines only),
a piston (yellow), and a crankpin (purple). A single sweep of the cylinder by the piston in
an upward or downward motion is known as a stroke. The downward stroke that occurs
directly after the air-fuel mix passes from the carburettor or fuel injector to the cylinder
(where it is ignited) is also known as a power stroke.
Piston
A piston is a component of reciprocating engines. It is located in a cylinder and is made
gas tight by piston rings. Its purpose is to transfer force from expanding gas in the
cylinder to the crankshaft via a piston rod and/or connecting rod. In two-stroke
engines the piston also acts as a valve by covering and uncovering ports in the cylinder
wall.
Cylinder Block
Cylinder is the main body of IC engine. Cylinder is a part in which the intake of fuel,
compression of fuel and burning of fuel take place. The main function of cylinder is to
guide the piston. It is in direct contact with the products of combustion so it must be
cooled. For cooling of cylinder a water jacket (for liquid cooling used in most of cars) or
fin (for air cooling used in most of bikes) are situated at the outer side of cylinder. At the
upper end of cylinder, cylinder head and at the bottom end crank case is bolted. The upper
side of cylinder is consisting of a combustion chamber where fuel burns. To handle all this
pressure and temperature generated by combustion of fuel, cylinder material should have
high compressive strength. So it is usually made by high grade cast iron. It is made by
casting and usually cast in one piece.

5
Valves
All four-stroke internal combustion engines employ valves to control the admittance of
fuel and air into the combustion chamber. Two-stroke engines use ports in the cylinder
bore, covered and uncovered by the piston, though there have been variations such as
exhaust valves.
Piston Engine Valves
In piston engines, the valves are grouped into 'inlet valves' which admit the entrance of
fuel and air and 'outlet valves' which allow the exhaust gases to escape. Each valve opens
once per cycle and the ones that are subject to extreme accelerations are held closed by
springs that are typically opened by rods running on a camshaft rotating with the
engines' crankshaft.
Control valves
Continuous combustion engines—as well as piston engines—usually have valves that
open and close to admit the fuel and/or air at the startup and shutdown. Some valves
feather to adjust the flow to control power or engine speed as well.
Exhaust Systems
Internal combustion engines have to effectively manage the exhaust of the cooled
combustion gas from the engine. The exhaust system frequently contains devices to
control pollution, both chemical and noise pollution. In addition, for cyclic combustion
engines the exhaust system is frequently tuned to improve emptying of the combustion
chamber. The majority of exhausts also have systems to prevent heat from reaching places
which would encounter damage from it such as heat-sensitive components.

6
Cooling systems
Combustion generates a great deal of heat, and some of this transfers to the walls of the
engine. Failure will occur if the body of the engine is allowed to reach too high a
temperature; either the engine will physically fail, or any lubricants used will degrade to
the point that they no longer protect the engine. The lubricants must be clean as dirty
lubricants may lead to over formation of sludge in the engines.
Cooling systems usually employ air (air-cooled) or liquid (usually water) cooling, while
some very hot engines using radiative cooling (especially some rocket engines).
Gudgeon Pin Or Piston Pin
These are hardened steel parallel spindles fitted through the piston bosses and the small
end bushes or eyes to allow the connecting rods to swivel. It connects the piston to
connecting rod. It is made hollow for lightness.
Connecting Rod
Connecting rod connects the piston to crankshaft and transmits the motion and thrust of
piston to crankshaft. It converts the reciprocating motion of the piston into rotary motion
of crankshaft. There are two end of connecting rod one is known as big end and other as
small end. Big end is connected to the crankshaft and the small end is connected to the
piston by use of piston pin. The connecting rods are made of nickel, chrome, and chrome
vanadium steels. For small engines the material may be aluminium.
Crankshaft
The crankshaft of an internal combustion engine receives the efforts or thrust supplied by
piston to the connecting rod and converts the reciprocating motion of piston into rotary
motion of crankshaft. The crankshaft mounts in bearing so it can rotate freely. The shape
and size of crankshaft depends on the number and arrangement of cylinders. It is usually

7
made by steel forging, but some makers use special types of cast-iron such as spheroidal
graphitic or nickel alloy castings which are cheaper to produce and have good service life.
Flywheel
The flywheel is a disk or wheel attached to the crank, forming an inertial mass that stores
rotational energy. In engines with only a single cylinder the flywheel is essential to carry
energy over from the power stroke into a subsequent compression stroke. Flywheels are
present in most reciprocating engines to smooth out the power delivery over each rotation
of the crank and in most automotive engines also mount a gear ring for a starter. The
rotational inertia of the flywheel also allows a much slower minimum unloaded speed and
also improves the smoothness at idle. The flywheel may also perform a part of the
balancing of the system and so by itself be out of balance, although most engines will use
a neutral balance for the flywheel, enabling it to be balanced in a separate operation. The
flywheel is also used as a mounting for the clutch or a torque converter in most
automotive applications.
Starter systems
All internal combustion engines require some form of system to get them into operation.
Most piston engines use a starter motor powered by the same battery as runs the rest of the
electric systems. Small internal combustion engines are often started by pull cords.
Motorcycles of all sizes were traditionally kick-started, though all but the smallest are
now electric-start.
Lubrication systems
Internal combustions engines require lubrication in operation that moving parts slide
smoothly over each other. Insufficient lubrication subjects the parts of the engine to metal-
to-metal contact, friction, heat build-up, rapid wear often culminating in parts
becoming friction welded together e.g. pistons in their cylinders. Big end bearings seizing
up will sometimes lead to a connecting rod breaking and poking out through the
crankcase. Several different types of lubrication systems are used. Simple two-stroke

8
engines are lubricated by oil mixed into the fuel or injected into the induction stream as a
spray.
Control Systems
Most engines require one or more systems to start and shut down the engine and to control
parameters such as the power, speed, torque, pollution, combustion temperature, and
efficiency and to stabilise the engine from modes of operation that may induce self-
damage such as pre-ignition. Such systems may be referred to as engine control units.
Many control systems today are digital, and are frequently termed FADEC (Full Authority
Digital Electronic Control) systems.
Carburettor
Simpler reciprocating engines continue to use a carburettor to supply fuel into the
cylinder. Although carburettor technology in automobiles reached a very high degree of
sophistication and precision, from the mid-1980s it lost out on cost and flexibility to fuel
injection. Simple forms of carburettor remain in widespread use in small engines such as
lawn mowers and more sophisticated forms are still used in small motorcycles.
Fuel injection
Larger gasoline engines used in automobiles have mostly moved to fuel injection
systems. Diesel engines have always used fuel injection system because the timing of the
injection initiates and controls the combustion. Autogas engines use either fuel injection
systems or open- or closed-loop carburettors.
Fuel pump
Most internal combustion engines now require a fuel pump. Diesel engines use an all-
mechanical precision pump system that delivers a timed injection direct into the
combustion chamber, hence requiring a high delivery pressure to overcome the pressure
of the combustion chamber. Petrol fuel injection delivers into the inlet tract at atmospheric

9
pressure (or below) and timing is not involved, these pumps are normally driven
electrically. Gas turbine and rocket engines use electrical systems.
1.5 Losses in an Internal Combustion Engine
During the operation of internal combustion engines only a fraction of the chemical
engergy is converted into mechanical work. The "lost work" can mainly be attributed to
the following:
1) Heat Transfer
Heat transfer occurs between the cylinder wall and working fluid. The most significant
phenomenon is the heat loss of the hot burned gases, which occurs during combustion and
expansion.
2) Mass Loss
A fraction of the high pressure unburned gases flows from the combustion chamber into
the crankcase (blowby) thus the cylinder pressure drops and the output work decreases.
This mass loss is about once percent of the charge.
3) Incomplete combustion
The exhaust gases usually contain unburned particles (H2, CO, CH) carrying a fraction of
the fuel's chemical energy (SI engine: ~5%, CI Engine: ~1-2%)
4) Limited combustion speed
In an ideal SI engine the combustion time is zero i.e. the combustion speed is infinite. In a
real case, the combustion process requires certain time (order of milliseconds in passenger
cars) therefore the ignition starts before the TC and complete after the TC. Thus the peak
pressure will be less than the one of the perfect cycle and the extracted work will be less
too.

10
5) Exhaust blowdown loss
Considering that the blow down process takes time the exhaust valve must be opened
before the BC thus the expansion stroke will be incomplete and work will be lost.
6) Pumping work:
The friction of the streaming gases and the aerodynamic losses during intake cause
pressure drop in the cylinder before compression and sequentially lower peak pressure and
less output work. The blowdown process of the exhaust gases requires work too. The
pumping loss is most superior in quantity governed (SI) engines at part load.
7) Friction
The most significant source of this loss is the friction between the piston skirt, rings and
the cylinder (about 60-80% of the total frictional work). Usually it is higher in diesel
engines, because of the stronger piston rings. The other sources of frictional losses are the
crankshafft, camshaft, valve mechanism, gears, etc.[6]
1.6 Project Objectives:
The main objective of the study can be listed as follows:
1. To study the scope of the idea
2. To manufacture a working model of the Electromagnetic Engine
3. To study the changes in the RPM on changing the value of Voltage
4. To study the future scope of the applications of the Electromagnetic Engine
1.7 Description and Working of the Electromagnetic Engine
Our model is an electro-magnetic reciprocating engine which is aimed at primarily being
an alternative to conventional IC Engines. It consists of a coil connected to a DC supply
which is placed on top of the cylinder and is responsible for producing the reciprocating
motion of the piston. A cylindrical plunger made of Mild Steel is fixed on the piston head.

11
The piston rotates the crankshaft via the connecting rod. A flywheel is attached to one end
of the crankshaft. A switching circuit consisting of a roller micro switch is used to control
the supply to the coil. The system is designed in such a way that the switch is actuated by
the flywheel when the piston is at the Bottom Dead Centre (fig a). Once the piston moves
up to the Top Dead Centre (fig b), the switch is turned off and in turn, the supply is turned
off (fig c). Initially, the piston is at the Bottom Dead Centre. Once the supply is switched
ON, the coil is energized which attracts the block fixed on the piston head and in turn
causes the piston to move up and reaches the Top Dead Centre. At this point, the supply is
turned off by the circuit as the switch returns to its normally closed position which de-
energizes the coil and causes the piston to return back to the Bottom Dead Centre due to
gravity and the energy stored in the flywheel (fig d).

12
Fig a Fig b
Fig no: 1.3: Working of the electromagnetic Engine

13
Fig c Fig d
Fig 1.3: Working of an Electromagnetic Engine

14
Chapter 2
Literature Survey
The first step of this project was to gather information on existing designs of electromagnetic
engines. After gathering information, we gained a thorough understanding of the concept of
an electromagnetic engine and its various interpretations. We studied patents by various
individuals and technical journals that are related to green energy and internal combustion
engines to widen our knowledge in this field.
The earliest patent on electromagnetic engine is by Angelo A Pecci who in the year 1971
proposed the electromagnetic engine as a having a plurality of solenoids preferably mounted
in alignment with each other. Each of the solenoids is provided with a core pivotally
connected to one end of a link and the opposite end of such link is pivotally and eccentrically
connected to a drive gear. Each of the drive gears meshes with a driven gear mounted on a
drive shaft having a fly wheel fixed thereto. A timing mechanism is provided which is
synchronized with the rotation of the drive gear and is adapted to sequentially energize the
solenoids for causing rotation of the drive shaft.[1]

15
Fig no. 2.1: Schematic Wiring Diagram of Angelo Pecci’s Patent
Another important patent studied by us is by Muneaki Takara who, in his patent describes the
electromagnetic engine as such. The electromagnetic piston engine according to the present
invention in another aspect comprises a cylinder and a piston, each made of a magnetic
material, a piston electromagnet having a one magnetic pole on a portion of the piston
engageable with the cylinder, and a cylinder magnetization unit for magnetizing an inner wall
of the cylinder to a single magnetic pole in a fixed manner, in which the piston is transferred

16
in a one direction by creating a magnetic attraction force between the cylinder and the piston
by exciting the piston electromagnet; and the piston is then transferred in the opposite
direction by creating a magnetically repellent force there between, followed by repeating this
series of the actions to allow the piston to perform a reciprocal motion.[4]
Fig no.2.2: Transverse view of Muneaki Takara’s Patent
Sharman S Blalock in his invention cited the patent by Angelo A Pecci stating that the
electromagnetic windings around the cylinder may not be optimum. He claimed that the
placing of such windings within the cylinder greatly limits the size of the electro-magnet
since the cylinders on an ordinary internal combustion engine are typically rather close
together. The cylinders of the Blalock’s invention are constructed of a non-ferromagnetic
material. The present invention, however, utilizes pistons which are either constructed of a
permanent magnet or piston sleeves for carrying a permanent magnet therein. An electro-

17
magnet is secured to the outer ends of each cylinder. These electro magnets are in the form of
cylindrical coils having an axial passageway there through which serves as a compression
relief port to eliminate pressure within the cylinder when the piston is moving outwardly and
to eliminate any vacuum created by the piston moving inwardly within the cylinder. A
switching device is operably connected between the electro-magnets and a battery power
source. [5]
Fig no. 2.3: Sectional view showing Sherman Blalock’s patent
Christian Harvey Keller in his patent disapproves the use of ferromagnetic materials stating
that it retains its magnetism during the hysteresis loop. When an external magnetic field is
applied to a ferrous magnet, the atomic dipoles align themselves with the external field. Even
when the external field is removed, part of the alignment will be retained: the material has

18
become magnetized in the electromagnet and piston magnets. The use of more energy or
electricity has to be used to overcome the retained magnetism.
In reference to Sherman S. Blalock’s invention he pointed out that the axial passageway that
serves as a compression relief port would not function at all. Sherman S. Blalock invention
would hydro lock or use a lot of electrical energy to just rotate the engine to fight the
compression built up during engine rotation even with an axial passageway. He also pointed
out that the size of the axial passageway would have to be almost half or more than half the
size of the piston to allow the engine air to freely flow, which would reduce the size of the
outward electromagnet size to the point of being a very inefficient engine and increase engine
air noise because of the air traveling through the axial passageway at higher engine speeds.[3]
Fig no. 2.4: Exploded view of Christian Harvey Keller’s patent

19
Chapter 3
Electromagnets and Roller Micro Switch
3.1 Electromagnet
An electromagnet is a device that is used to generate a temporary magnetic field using
an electric current. It primarily consists of a coil that is wound around a core. A current
is supplied to the coil from an external source. This creates a magnetic field around the
coil. The magnetic field is highly localized, meaning that the farther you get away from
it, the weaker it gets. The magnetic flux density is proportional to the magnitude of the
current flowing in the wire of the electromagnet. Once the current supply is turned OFF,
the coil loses its magnetism.
Electromagnets are very widely used in electric and electromechanical devices,
including:
 Motors and generators
 Transformers
 Relays, including reed relays originally used in telephone exchanges
 Electric bells and buzzers
 Loudspeakers and earphones
Fig no. 3.1 Magnetic field in an Electromagnet

20
Fig no. 3.2 Application of Electromagnets
All matter, including the iron rod of an electromagnet, is composed of atoms. Before
the solenoid is electrified, the atoms in the metal core are arranged randomly, not
pointing in any particular direction. When the current is introduced, the magnetic field
penetrates the rod and realigns the atoms. With these atoms in motion, and all in the
same direction, the magnetic field grows. The alignment of the atoms, small regions of
magnetized atoms called domains, increases and decreases with the level of current, so
by controlling the flow of electricity, you can control the strength of the magnet. There
comes a point of saturation when all of the domains are in alignment, which means
adding additional current will not result in increased magnetism. [13]
The strength of the magnet is directly related to the number of times the wire coils
around the rod. For a stronger magnetic field, the wire should be more tightly
wrapped. In addition to how tightly the wire is wound, the material used for the core
can also control the strength of the magnet.
In our device, the electromagnet is used to generate the reciprocating motion of the
piston. When the electromagnet is energized, it attracts the piston upwards. Once it
reaches the top dead centre, the supply is turned off which demagnetizes the coil and
the piston returns to the bottom position due to gravity and the inertia of the flywheel
present.

21
3.2 Roller Micro Switch
A micro switch is an electric switch that is actuated with very little physical force. A
relatively small movement at the actuator button produces a relatively large movement
at the electrical contacts, which occurs at high speed. Many micro switches have a
construction that employs a wheel stationed above a push-button actuator. The
actuator is depressed, lifting a lever that move the contacts into the desired position.
Most of these switches are momentary switches. This means that, once the actuator is
released, the switch returns to its normal state. This is accomplished by way of
springs. The springs keep the actuator in position and the contacts in their normally
closed or opened position. When depressed, a weaker flat spring in the device moves
the contacts, but is moved back into place when the switch is released.
Fig no 3.3 Cut View of a Roller Micro Switch
Common applications of micro switches include the door interlock on a microwave
oven, levelling and safety switches in elevators, vending machines, and to detect paper
jams or other faults in photocopiers. Micro switches are commonly used in tamper
switches on gate valves on fire sprinkler systems and other water pipe systems, where
it is necessary to know if a valve has been opened or shut.

22
Chapter 4
Components
Cylinder Block
The cylinder in our model is made of Aluminium so that it is light in weight as compared to
the cast-iron cylinder used in internal combustion engines and is not attracted to the coil when
the coil is energized. The main function of the cylinder is to provide the piston with a path to
reciprocate linearly. It was manufactured by boring a hole through the aluminium block of the
required diameter.
Fig no. 4.1 Cylinder Block
Table 4.1 Dimensions of the Cylinder Block
Material Height Width Length Bore Diameter
Aluminium 100mm 100mm 100mm 50mm

23
Piston
The piston in the model is made of aluminium. A mild steel cylindrical block is attached to
the piston head using Araldite which will be attracted by the coil when it is energized thus
pulling the piston from the BDC to the TDC. Since the piston could not be manufactured, it
was purchased. The piston used in our model belongs to a 100cc motorcycle.
Fig no. 4.2 Piston Head
Fig no. 4.3 Mild Steel Cylindrical Block

24
Table 4.2 Dimensions of the Piston
Material Diameter
Aluminium 49.5mm
Table 4.3 Dimensions of the Mild Steel Block:
Material Larger diameter Smaller diameter Height
Mild Steel 25mm 17.5mm 98mm
Connecting rod
Aluminium is used in our model in order to reduce weight so that a relatively smaller force
developed by the coil is required to pull the piston and connecting rod assembly. A bearing is
fitted at the big end of the connecting rod which is then connected to the crankshaft.
The specifications of the connecting rod are as follows:
Table 4.4: Dimensions of the Connecting Rod
Material Length Big End Diameter Small End Diameter
Aluminium 129mm 17mm 13mm

25
Fig no. 4.4 Connecting Rod
Crankshaft
The crankshaft is responsible for converting the reciprocating motion of the piston into rotary
motion. It performs circular motion about a circle having PCD 50mm. The crankshaft passes
through the support structure via a bearing. The end coming out of the support is attached to
the flywheel.
Table 4.5: Dimensions of the Crankshaft
Material Radius
Mild Steel 13mm

26
Fig no 4.5: Crankshaft
Electromagnetic Coil
The electromagnetic coil is the component that is responsible for attracting and repelling the
piston. The awire used for the coil is copper and is wound around the core.
Fig no 4.6: Electromagnetic Coil

27
Table 4.6: Specifications of the Coil
Material Gauge No of turns Diameter of coil Height of coil
Copper SWG 18 340 34mm 78mm
Engine Bearing
Bearings are needed wherever a rotary motion is taking place in the engine. They are used to
support the moving parts. The crankshaft is supported by a bearing. The big end of the
connecting rod is attached to the crank pin on the crank of the crankshaft by a bearing. A
piston pin at the rod small end is used to attach the rod to the piston, also rides in bearings.
The main function of bearings is to reduce friction between these moving parts. In an IC
engine sliding and rolling types of bearing used. The sliding type bearing which are sometime
called bush is use to attach the connecting rod to the piston and crankshaft. They are split in
order to permit their assembly into the engine. The rolling and ball bearing is used to support
crankshaft so it can rotate freely. The typical bearing half is made of steel or bronze back to
which a lining of relatively soft bearing material is applied.
We have used two roller ball bearings and one cylindrical bearing.
Gudgeon pin or piston pin
These are hardened steel parallel spindles fitted through the piston bosses and the small end
bushes or eyes to allow the connecting rods to swivel. It connects the piston to connecting
rod. It is made hollow for lightness.
Flywheel
A flywheel is secured on the crankshaft. The main function of flywheel is to rotate the shaft
during preparatory stroke. It also makes crankshaft rotation more uniform. In our model, the
energy stored in the flywheel assists the motion of the piston during the downward stroke

28
Fig no 4.7 Flywheel
Table no 4.7: Dimensions of the Flywheel
Material Diameter Width Weight
Cast Iron 105mm 38mm 1.98 kg

29
Chapter 5
Design Methodology
Initially the electromagnet was disconnected from the circuit and was independently
magnetised with a DC source. The values of the current against fixed intervals of voltages
were as follows
Table no. 5.1: Variation of Current with Voltage
Voltage (Volts) Current (Ampere)
9.5 10
10 11
10.5 11.5
11 12.1
11.5 12.6
12 13
12.5 13.6
13 14.3
13.5 14.7
14 15.4
14.5 15.7
15 16
These current values obtained are the maximum value of current that can be present within
the electromagnet without considering electrical losses in the components of the electronic
circuit. Hence, we consider a current of 16 Ampere as the maximum condition and calculating
the maximum force that is generated in the electromagnet due to this current.

30
The electromagnetic force in an electromagnet can be calculated as
2
Where,
N = number of turns = 340
I = Current flowing through coil = 16 A
K = Permeability of free space = 4π×10-7
H/m
A = Cross-sectional area of electromagnet (radius r = 0.0034 m)
G = Least distance between electromagnet and steel plate = 0.005 m
We get the magnetic force as F=168.82 N.
Using this magnetic force to ensure that the components do not fail during the operation.
Design of Connecting Rod
Material of the connecting rod is Aluminium
Yield Strength of Aluminium (σyt) = 241 MPa = 241 N/mm2
Ultimate Strength of Aluminium (σut) = 300 MPa = 300 N/mm2
Taking Factor of Safety (FOS) as 4
Finding the maximum allowable stress [τ]
σ
2
We get =30.125 N/mm2

31
Finding the shear stress in the connecting rod
Fig no: 5.1 Shear Failure of the Small End of the Connecting Rod
σ
where,
F = 168.82 N
A = 2 x 10.5 x 15.4 = 323.4 mm2
We get σ = 0.522 N/mm2
Therefore, we have σ <
Thus we conclude that the connecting rod is safe against shear forces

32
Considering Tensile Failure
Fig no. 5.2: Tensile Failure of the Connecting Rod
σ
Where,
F = 168.82 N
A = 78.539 mm2
Maximum Tensile Stress is given by
σ
σ

We get [σt] = 60.25 N/mm2
Thus we conclude that σ < σ

33
Hence it is safe against tensile failure
Considering shear failure in the big end
Fig no. 5.3: Shear failure of the big end of the Connecting Rod
σ
Where,
A = 2 x 16.1 x 17.75 = 571.55 N/mm2
Maximum shear strength permissible in the big end of the connecting rod is
σ
2
Where,

34
FOS = 4
We get =30.125 N/mm2
Therefore, we have σ <
Thus we conclude that the big end of the connecting rod is safe against shear forces
Design of Piston:
The piston along with the gudgeon pin that was purchased by us is the piston used in the
engine of a Hero Honda Splendor which uses a 4-stroke petrol engine. Mean Effective
Pressure is the average pressure exerted by the gases on piston head during the combustion
process in the engine. The value of MEP for a 4-stroke petrol engine was obtained from the
IC Engine Date book by S.V. Kale. Using the MEP and the area of the piston head, we found
the average force exerted on the piston is:
Avg. Force = M.E.P. × Area of the piston head
= 1.4 × π × 25
= 2748.9N
The ideal maximum force exerted on the piston head in our model is equal to 168.82N. Since
the force exerted on the piston head in our model is much less than average force exerted on
the piston purchased by us, therefore it is safe to use it for our application.

35
Chapter 6
Testing and Analysis
The following experiment is conducted to analyse the effects of varying input supply
parameter to the output of the engine.
Aim: To determine the change brought about in the speed of the engine (RPM) by
varying the voltage of the DC Power Supply.
Apparatus: DC Power Source, Electromagnetic Engine model, Tachometer.
Procedure:
 The Electromagnetic engine is connected to the dc power source via a micro switch.
 The power supply is turned on and the voltage is increased to the minimum required
value in order to pull the plunger attached to the piston head and the engine
commences motion.
 The voltage is further increased to a suitable value and kept constant while the engine
attains a steady speed.
 The tachometer is then used to find the speed (RPM) of the rotating shaft of the
engine.
 The speed is then noted down for the respective voltage value.
 Steps 3 to 5 are repeated.

36
Fig no. 5.1: Digital Tachometer

37
Fig no. 5.2: Experimental Setup

38
Chapter 7
Results
The RPM of the engine on varying the voltage are obtained by using a tachometer. The
variation of the values are plotted on a graph with the Voltage in unit of Volts on the abscissa
and the RPM on the Ordinate.
Table no. 7.1: Variation of Speed(RPM) with Voltage
Voltage (Volts) RPM
9.5 160
10 185
10.5 235
11 266
11.5 290
12 325
12.5 350
13 367
13.5 385
14 405

39
Fig no. 7.1: Voltage v/s RPM Graph
From the graph it is inferred that as the voltage in the circuit increases, the RPM increases.
This can be attributed to the increase in the value of the voltage in the circuit. The value of
electromagnetic force can be calculated by
2
Where,
N= Number of turns
I = Current through the coil in Amperes
K = Permeability of free space
A = Cross-sectional area of electromagnet in m2

40
G = Least distance between electromagnet and the piston in m
Thus we find that the value of electromagnetic force is directly proportional to the square of
the current in the circuit. The variation of torque with force can be represented as
T F x R
Where,
T = Torque in N-m
R = Crank Radius
F = Total Force on the Piston
We can say that the torque is directly proportional to the value of electromagnetic force. Thus
the torque of the engine can be increased by increasing the voltage of the supply.

41
Chapter 8
Conclusion
The electromagnetic engine model successfully performed the desired motion when supplied
with a DC current.
The following conclusions can be drawn from the working and values obtained:
 The electromagnetic engine can serve well as a potential replacement to a
conventional IC Engine by further research in this area
 Acceleration and Deceleration of the engine can be achieved by increasing and
decreasing the voltage of the supply to the electromagnet respectively
 The torque output can be increased by increasing the number of turns of the coil
and/or the value of the supply current(Amperes)

42
Future Scope
 The electromagnetic piston engine is operated by electromagnetic action and can
generate greater magnetic force by a smaller exciting current because the number of
windings of exciting coils can be increased to a large extent by its structure. Further,
magnetic force so produced can be utilized as a driving force so that this piston engine
is extremely superior from the energy-saving point of view to usual electric drive
motors and that it is suitable as a driving source particularly for electric vehicles and
so on.
 Where the magnetic force so produced is utilized as a driving force for electric
vehicles in the manner as described above, a variety of technology developed for
internal combustion piston engines for vehicles, such as power transmission
mechanisms and so on, may also be used for electric vehicles with ease. Therefore, the
current plants and equipments for manufacturing vehicles can also be applied to
manufacturing electric vehicles and the technology presented in this project can also
greatly contribute to facilitating the development of electric vehicles.
 Further, the electromagnetic piston engine is not of the type rotating the rotor directly
by the electromagnetic action as with conventional electric drive motors so that the
problems with the heavy weight of a portion corresponding to the rotary assembly
portion and so on, which are involved in conventional electric drive motors for
vehicles, may be solved at once.
 Moreover, the electromagnetic piston engine does not generate large amount of heat as
internal combustion engines so that no cooling mechanism for cooling engines of
vehicles is required, thereby contributing to making electric vehicles lightweight and
compact in size.
 In addition, the electromagnetic engine is higher in efficiency of energy consumption
as compared with gasoline engines, so that it is extremely advantageous over gasoline
engines in terms of saving energy. Furthermore, as the electromagnetic piston engine
uses electricity that is clean energy, it is extremely useful in terms of preservation of
the environment of the earth.

43
 Optical sensors & computer controlled switches can be used to toggle the circuit more
accurately & instantaneously.
 It can be used as an alternative for IC Engines as it will eliminate the production of
greenhouse gases resulting from the combustion of fossil fuels.
 Further research can be done to confine the magnetic field within the engine shell so
that it does not interfere with the other components of the vehicle and health of the
humans inside the vehicle.
 Improvements can be made so as to reduce flux loses that may occur inside the
cylinder.
 Development of multi-cylinder engine system can be taken up.
 Electromagnetic coil parameters can be optimized to enhance the output power and
efficiency of the engine.
 A design for a linear compressor of this type has been produced by the Cryogenic
Engineering Group at the University of Oxford.

44
References
[1] Patent: Electromagnetic Engine with Plural Reciprocating Members, Angelo Pecci
(Appl. No.: 165228)
[2] Patent: Magnetically propelled engine that does not require fuel (12/624,352)
[3] Patent: Electro-Magnetic Reciprocating Engine (108,220)
[4] Patent: Induction Motor Regenerative Braking System (Appl. No.: US3675099 A)
[5] Patent: Electromagnetic piston engine (Appl. No.: US 6049146 A).
[6] Patent: Electromagnetic engine (Appl. No.: US 4317058)
[7] Dr. Antal Penninger, Internal Combustion Engines, Technical University of Budapest.
[8] Amarnath Jayaprakash, Balaji, G., Bala Subramanian, S. and Naveen, N., 2014,
"Studies on Electromagnetic Engine," International Journal of Development Research
Vol. 4, Issue 3, pp. 519-524.
[9] Abil Joseph Eapen, Aby Eshow Varughese, Arun T.P, Athul T.N, 2014,
"Electromagnetic engine," International Journal of Research in Engineering and
Technology Volume: 03, Issue: 06, eISSN: 2319-1163.
[10] Vishal Abasaheb Misal, Umesh Dattatray Hajare and Arshad Ashak Atar.
Electromagnetic Engine. International Journal on Theoretical and Applied Research in
Mechanical Engineering (IJTARME). ISSN:2319 – 3182, Volume-2, Issue-4, 2013.
[11] V. Ganesan; Tata McGraw-Hill Education; Internal Combustion Engines
[12] http://www.consumerenergycenter.org/transportation/consumer_tips/vehicle_energy_lo
sses.html
[13] https://www.fueleconomy.gov/feg/atv.shtml
[14] https://news.softpedia.com/news/How-Electromagnets-Work-86413.shtml
[15] https://cse.ssl.berkeley.edu/
[16] https://en.wikipedia.org

BlackBook

Recomendados

Recomendados

Más contenido relacionado

Similar a BlackBook

Similar a BlackBook (20)

BlackBook