FUEL EFFICIENCY IMPROVED BY USING

ACETYLENE POWERED ENGINES

A project work submitted impartial fulfillment of the requirements for
the award of the degree of

BACHELOR OF TECHNOLOGY
IN
MECHANICAL ENGINEERING
Submitted by

J. VISHNU VARDHAN 22X45A0305

K. AJAY 22X45A0307
K. SAI VENKATANARAYANA 22X45A0308
P. UDAY BHASKAR 22X45A0316

Under the Esteem Guidance of

Mr. V. BALA CHINALINGAM ME

Assistant Professor

DEPERTMENT OF MECHANICAL ENGINEERING

S. R. K INSTITUTE OF TECHNOLOGY
Approved by AICTE,
Permanently Affiliated to JNTU Kakinada.
Accredited with NAAC ‘A’ grade.

ISO 9001: 2015 Certified Institution

ENIKEPADU, VIJAYAWADA – 5
2022 - 2025

1
 SRK INSTITUTE OF TECHNOLOGY
ENIKEPADU, VIJAYAWADA-521108

DEPARTMENT OFMECHANICAL ENGINEERING

CERTIFICATE

This is to certify that the project entitled “FUEL EFFICIENCY IMPROVED BY

USING ACETYLENE POWERED ENGINES”
Being submitted by

J. VISHNU VARDHAN 22X45A0305

K. AJAY 22X45A0307
K. SAI VENKATANARAYANA 22X45A0308
P. UDAY BHASKAR 22X45A0316

In partial fulfilment for the award of degree of Bachelor of Technology (B. Tech) in
MECHANICAL ENGINEERING is a record of confide work carried out by them under my guidance
during the academic year 2024-2025 and it has been found worthy of acceptance according to the
requirements of the university.

Mr. V. BALA CXHINALINGAM ME Dr. P. KISHORE KUMAR, PhD.

Assistant Professor Professor & Head of the Department

Mechanical Engineering
Project Guide

Signature Of External Examiner

2
 DECLARATION

The Project is entitled “FUEL EFFICIENCY IMPROVED BY USING

ACETYLENE POWERED ENGINES” is record of Bonafide work carried out by me
and submitted in partial fulfillment for the award of Bachelor of Technology in
Mechanical Engineering to the Jawaharlal Nehru Technology University, Kakinada.

The results embodied in this thesis have not been submitted to any other university
or institute for the award of any degree.

Roll Number Name of the Student Signature of candidate

22X45A0305 J. VISHNU VARDHAN

22X45A0307 K. AJAY
22X45A0308 K. SAI VENKATANARAYANA
22X45A0316 P. UDAY BHASKAR

3
 ACKNOWLEDGMENT

Behind every successful achievement lies great contribution by some great people. To
them although mere words of gratitude are insufficient for their unlimited contribution. I
take this opportunity to reveal my thanks to all of them who supported me in completing
this project work.

I wish to place on record my pro found graduated to my guide Mr. V. BALA

CHINALINGAM, Assistant professor, SRKIT, Enikepadu, Vijayawada for his
guidance, encouragement, advice, mentoring and research support throughout my project.
His ability to teach, depth of knowledge and ability to achieve perfection will always be my
inspiration.

am indebted to Dr. P KISHORE KUMAR, Head of the Department of Mechanical,

for his moral support, inspiration and encouragement in the project completion.

I express my special thanks to Mr. EKAMBARAM NAIDU, Principal of SRK

Institute of Technology College, for providing the necessary infrastructure and
encouragement during the project period.

We would express our deep sense of gratitude to Management for providing us he

opportunity for doing a project and providing all the necessary resources and expertise for
this purpose.

Finally, I wood thank all the non-teaching staff of Mechanical engineering for their
consistent support in utilizing the labs. We would like to thank our parents, friends and
other well-wishers for their support.

J. VISHNU VARDHAN 22X45A0305

K. AJAY 22X41A0307
K. SAI VENKATANARAYANA 22X41A0308
P. UDAY BHASKAR 22X45A0316

4
[Link] TABLE OF CONTENTS [Link]
TITLE PAGE 1
CERTIFICATE 2
DECLARATION 3
ACKNOWLEDGMENT 4
TABLE OF CONTENTS 5-6
LIST OF FIGURES & TABLES 7-8
ABSTRACT 9
CHAPTER-1
INTRODUCTION 10-14
1.1 INTRODUCTION OF ALTERNATIVE FUELS FOR IC ENGINE 10
1.2 TYPES OF ALTERNATIVE FUELS 10-11
1.3 ADVANTAGES OF ACETYLENE AS AN ALTERNATIVE FUEL 12
1.4 DISADVANTAGES/CHALLENGES OF USING ACETYLENE AS 12-13
AN ALTERNATIVE FUEL
1.5 DISADVANTAGES OF IC ENGINE WITH CONVENTIONAL 14-15
FUELS

CHAPTER-2
LITERATURE SURVEY 16-2

2.1 SURVEY OF ACETYLENE POWERED ENGINES 16-17

2.2 ENGINE MODIFICATIONS FOR ALTERNATIVE FUELS 17-19
2.3 SAFETY CONSIDERATIONS FOR ACETYLENE USE 19-20

CHAPTER-3

METHODOLOGY 20-31

3.1 ENGINE DESIGN AND CONSTRUCTION 23-25

3.2 ACETYLENE FUEL SYSTEM 26-30

3.3 EXPERMENTAL SETUP 31

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3.4 TESTING PROCEDURE
3.5 DATA ANALYSIS METHODS

CHAPTER-4
COMPONENTS AND DISCRIPTION

4.1 FRAME

4.2 BEARING WITH BEARING CAP

4.3 CHAIN AND SPROCKET

4.4 I.C. ENGINE

4.5 WHEEL ARRANGEMENT

4.6 ACETYLENE TANK ARRANGEMENT

CHAPTER-5
FAILURES AND CHALLENGES FACED

5.1 FAILURES OF CONVERSION PROCESS

5.2 CHALLENGES OF CONVERSION PROCESS

5.3 CHALLENGES FACED BY A TEAM WHILE DOING A PROJECT

CHAPTER-6

RESULTS AND DISCUSSION

CHAPTER-7
CONCLUSION

6
CHAPTER-8
REFERENCES

7
[Link] TABLE OF PICTURES [Link]

1.1 BATTERY ELECTRIC VEHICLE 13

1.2 PLUG-IN HYBRID ELECTRIC VEHICLE 14
1.3 HYBRID ELECTRIC VEHICLE 16
1.4 FUEL CELL ELECTRIC VEHICLE 17
2.1 STATE-WISE ELECTRIC/BATTERY OPERATED VEHICLES 23
IN INDIA
3.1 BRUSH LESS DC MOTOR 29
3.2 SERIES CONNECTION 30
3.3 MOTOR CONTROLLER 30
3.4 REGENERATIVE BRAKING SYSTEM 34
4.1 MOTOR MOUNTING 36
4.2 BATTERY SET UP 37
4.3 COMPLETE DRIVE SYSTEM 37
4.4 FRONT SPROCKETS 37
4.5 BACK SPROCKETS 37
4.6 ELECTRIC VEHICLE CHARGER 38
4.7 EV CHARGING ADOPTER 39
4.8 CONTROLLER WIRING THROUGH THE BATTERY 40
4.9 CONTROLLER TESTING 41
4.10 CONTROLLER IS FIXED TO MOTOR 41
4.11 BODY UNDER WORKING 42
4.12 BODY AFTER COMPLECTION OF BATTERY BOX 43
4.13 FULL BODY MODIFICATION 43
4.14 LEASER CUTTING PROCESS 44
4.15 WIRE CUTTING PROCESS 46
4.16 COMPLETED W/P OF FRONT SPROCKET IN WIRE CUTTING 47
4.17 WELDING PROCESS 49

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4.18 BATTERY BED WELDING 50
4.19 BODY UNDER PAINTING 55
4.20 CHASSIS PAINTING 55
4.21 WIRING OF CONTROLLER TO MOTOR 56
4.22 COMPLETE WIRING OF THE VEHICLE 59
4.23 CONTROLLER CONNECTION 60
4.24 CONTROLLER SPECIFICATIONS WITH CONNECTIONS 61
4.25 FRONT SPROCKET FIXING 62
4.26 REAR SPROCKET 64
4.27 CHAIN FIXING TO THE SPROCKET AND WHEELE BED 64
5.1 GROOVE FAILURE 70
5.2 BATTERIES CONNECTED IN PARALLEL 71

TABLE:NO LIST OF TABLES P:NO

6.1 PERFORMANCE RANGE OF COMMERCIALLY AVAILABLE 71

EV
6.2 SPEED RANGES OF ELECTRIC BIKE ON DIFFERENT ROADS 71
6.3 EFFICIENCY OF THE BIKE WITH DIFFERENT LOADS 72

GRAPH:NO LIST OF GRAPHS P:NO

6.1 SPEED RANGE ON DIFFERENT ROAD CONDITIONS 72

6.2 EFFICIENCY OF DIFFERENT ROAD CONDITIONS 73

9
 ABSTRACT

Acetylene has been considered as an alternative fuel for transportation for the past forty
years, though large-scale adoption has been unsuccessful in the US despite efforts like the California
Acetylene fuelling corridor in the 1990s. Research into acetylene-fuelled automobile engines has
been motivated by the goals of reducing environmental pollution and utilizing alternative fuels, and
these engines are currently being tested in various countries. Many technical challenges have been
addressed, suggesting that this type of engine is nearing completion.

The petrol internal combustion engine uses highly compressed hot air to ignite fuel,
differing from gasoline engines that use spark plugs. The process involves producing acetylene gas
by reacting calcium carbide with water in a reaction tank, storing the gas, and then passing it through
pipes to the carburettor. Petrol engines offer advantages such as improved fuel efficiency, higher
reliability, and reduced radio frequency emissions, and they can use petrol fuel which has better
lubrication properties than petrol.

10
 CHAPTER 1
INTRODUCTION
1.1 ITRODUCTION OF ALTERNATIVE FUELS FOR IC ENGINE:

The relentless depletion of conventional fossil fuels and the escalating concerns over
environmental pollution have spurred a global quest for alternative energy sources. This search
has become paramount in the automotive industry, where the reliance on internal combustion
engines powered by gasoline and diesel contributes significantly to greenhouse gas emissions
and air quality degradation. The need for sustainable and cleaner alternatives is no longer a
matter of choice but an urgent necessity.

In this context, the exploration of alternative fuels for internal combustion engines has gained
considerable momentum. Researchers and engineers are actively investigating various options,
ranging from biofuels like ethanol and methanol to gaseous fuels such as acetylene and
hydrogen. Each of these alternatives presents its own set of advantages and challenges,
demanding careful consideration of factors like energy efficiency, emissions profile, engine
compatibility, and overall feasibility.

This project delves into the potential of acetylene as a viable alternative fuel for internal
combustion engines. Acetylene, a hydrocarbon gas, has long been recognized for its high energy
content and clean-burning characteristics. Its use in welding and cutting applications highlights
its potential as a potent energy source. However, its application in internal combustion engines
requires careful study and adaptation of engine systems to ensure optimal performance and
safety.

The development of an acetylene-powered engine offers a unique opportunity to explore the

practical implications of utilizing this alternative fuel. This project aims to contribute to the
growing body of knowledge on alternative fuels by examining the feasibility of acetylene as a
fuel source, analyzing its performance characteristics, and identifying the challenges and
opportunities associated with its implementation. By investigating the potential of acetylene, this
project seeks to contribute to the broader effort of transitioning towards a more sustainable and
environmentally friendly transportation sector. The successful development and testing of an

11
 acetylene-powered engine will not only demonstrate its technical feasibility but also pave the
way for further research and development in this promising field.

1.2 TYPES OF ALTERNATIVE FUELS:

Alternative fuels can be broadly categorized based on their source or physical state.

1. Gaseous Fuels

2. Liquid Fuels

1. GASEOUS FUELS:

Gaseous fuels represent a category of alternative fuels that exist in a gaseous state at atmospheric
temperature and pressure. They offer several potential advantages over liquid fuels, including
cleaner combustion and easier mixing with air, which can lead to improved engine efficiency
and reduced emissions. However, they also present challenges related to storage, transportation,
and handling due to their low energy density by volume.

Some of the gaseous fuels:

 Acetylene (C2H2): Acetylene is a hydrocarbon gas composed of two carbon atoms and two
hydrogen atoms. This gas is well-known for its high energy content and is commonly utilized in
applications like welding and metal cutting, owing to the high temperatures it can achieve when
burned. In the context of internal combustion engines, acetylene presents itself as a potential
viable fuel source, largely due to its high flame speed and energy release. However, it's important
to note that the effective and safe utilization of acetylene in engines necessitates modifications to
both the engine design and the fuel delivery systems.

 Hydrogen (H2): Hydrogen is the simplest and most abundant element in the universe. As a fuel,
it is notably clean-burning, with its combustion producing only water vapor as a byproduct.
While hydrogen boasts a high energy content by weight, its low density at ambient conditions
presents significant challenges in terms of storage and transportation. Despite these hurdles,
hydrogen remains a promising alternative to traditional gasoline and diesel engines, and ongoing
research and development efforts are focused on hydrogen fuel cells and hydrogen combustion
engines.

12
 Natural Gas (CNG): Compressed Natural Gas (CNG) is a fuel primarily composed of methane
(CH4). Compared to gasoline and diesel, CNG is a relatively clean-burning alternative,
producing lower emissions of both greenhouse gases and other pollutants. To increase its energy
density, CNG is stored under high pressure, which necessitates the use of specialized, reinforced
fuel tanks. CNG vehicles are gaining popularity in various regions, particularly for applications
such as public transportation and fleet vehicles, where their emissions benefits are especially
advantageous.

2. LIQUID FUELS:

Liquid fuels are another category of alternative fuels that offer a different set of advantages and
disadvantages compared to gaseous fuels. They generally have a higher energy density by volume,
making them easier to store and transport. However, they may also present challenges in terms of
emissions and combustion efficiency.

Some of the liquid fuels:

 Ethanol (C2H5OH): Ethanol is an alcohol-based fuel derived from various biomass sources like
corn, sugarcane, and cellulose. It can be utilized in internal combustion engines, both blended
with gasoline or in its pure form. Ethanol has a higher-octane rating, which can contribute to
improved engine performance.

 Methanol (CH3OH): Methanol, also known as methyl alcohol, is a fuel that can be produced
from various sources, including natural gas, biomass, and even carbon dioxide and hydrogen. Its
potential as a fuel for internal combustion engines has been explored

13
1.3 ADVANTAGES OF ACETYLENE AS AN ALTERNATIVE FUEL:

 High Energy Content: Acetylene (C2H2) stores a lot of chemical energy, making it a potent
fuel. Acetylene's high energy content stems from its unique triple bond between the two
carbon atoms. This triple bond stores a significant amount of chemical energy, which is
released during combustion. Specifically, the heat of combustion of acetylene is
exceptionally high compared to many other hydrocarbons. This inherent energy density
makes acetylene a potent fuel, capable of producing a large amount of heat per unit mass or
volume when burned.
 Fuel Potential: Its energy density suggests it could power internal combustion engines. The
substantial energy density of acetylene, derived from its carbon-carbon triple bond, makes it
a promising candidate for powering internal combustion engines. This high energy content
translates to a significant amount of power output per unit of fuel consumed, potentially
offering improved efficiency and performance compared to conventional fuels. While
challenges related to its handling and combustion control exist, the fundamental energy
potential of acetylene indicates its viability as an alternative fuel source for internal
combustion engines.
 Performance: Acetylene burns quickly (high flame speed) and releases significant energy,
which are desirable traits for engine performance. Acetylene's rapid combustion,
characterized by its high flame speed, and the substantial energy it releases during burning
are crucial factors contributing to its potential as a high-performance engine fuel. The fast
flame propagation allows for efficient combustion within the engine cylinder, enabling rapid
pressure increases and maximizing power output. The large energy release translates to a
greater amount of work produced from each combustion cycle, leading to enhanced engine
performance and potentially higher efficiency. These characteristics make acetylene an
attractive fuel option when high power and responsiveness are desired.

1.4 DISADVANTAGES/CHALLENGES OF USING ACETYLENE AS AN

ALTERNATIVE FUEL:

14
 High Cost: Acetylene production can be more expensive than producing traditional fuels.
The high cost of acetylene production systems from the energy-intensive processes involved.
Traditional methods, like the calcium carbide process, require significant heat input. Modern
alternatives, while potentially more efficient, still involve complex chemical reactions and
specialized equipment. This increased production cost translates to a higher price per unit of
fuel compared to readily available gasoline or diesel, making it a less economically viable
option for widespread use.
 Storage and Handling: Acetylene is unstable and requires specialized, pressurized
containers due to its risk of decomposition and explosion.
 Safety Concerns: Its high flammability and explosive potential pose significant safety risks
during transportation, storage, and handling.
 Combustion Control: Achieving controlled combustion in an engine can be difficult due to
its high flame speed, potentially leading to knocking or pre-ignition.
 Byproduct Formation: Depending on combustion conditions, undesirable byproducts like
soot can be formed.

1.5 DISADVANTAGES OF IC ENGINE WITH CONVENTIONAL FUELS:

 Environmental Pollution: ICE vehicles emit harmful pollutants such as carbon dioxide
(CO2), nitrogen oxides (NOx), particulate matter (PM), and volatile organic compounds
(VOCs), contributing to air pollution and climate change.
 Dependence on Fossil Fuels: ICE vehicles rely on finite fossil fuel resources such as
gasoline and diesel, leading to concerns about energy security, price volatility, and
geopolitical conflicts.
 Greenhouse Gas Emissions: The combustion of fossil fuels in ICE vehicles releases
CO2 and other greenhouse gases into the atmosphere, exacerbating global warming and
climate change.
 Noise Pollution: Internal combustion engines produce noise pollution, especially in
urban areas, which can negatively impact public health and quality of life.
 Lower Energy Efficiency: ICE vehicles have lower energy efficiency compared to
electric vehicles, as they waste a significant portion of the energy from fuel combustion
as heat and mechanical losses.

15
 Higher Operating Costs: ICE vehicles generally have higher operating costs due to the
relatively higher cost of gasoline or diesel fuel compared to electricity, as well as higher
maintenance and repair expenses.
 Complexity and Maintenance: Internal combustion engines have more moving parts
and require regular maintenance, including oil changes, filter replacements, and tune-
ups,

16
leading to higher maintenance costs and downtime.

 Limited Performance: ICE vehicles may have limited performance compared to electric
vehicles in terms of acceleration, torque delivery, and responsiveness, particularly at low
speeds.
 Emissions Regulations: ICE vehicles are subject to increasingly stringent emissions
regulations, requiring costly emission control systems and technologies to comply with
environmental standards.
 Health Risks: Exposure to air pollutants emitted by ICE vehicles, such as fine particles
and nitrogen oxides, can have adverse health effects, including respiratory problems,
cardiovascular diseases, and premature death.

17
 CHAPTER 2
LITERATURE SURVEY
2.1 SURVEY ON ACETYLENE POWERED ENGINES:

1. A. Arunnegemiya, V.S. Surya, R. Shanmuga Raj, K. Venkatesh, K. Gokul (2023)

“Fuel Efficiency Improvement Through the Use of An Acetylene-powered Engine” – International
Journal of Engineering Research & Technology (IJERT)
This study examined a four-stroke single-cylinder SI engine operating in dual-fuel mode using petrol
and acetylene, enhanced with 20% Diethyl Ether (DEE) as a blending agent. It concluded that the
DEE20 blend improved brake thermal efficiency and reduced smoke and exhaust temperature. The
experiment demonstrated that acetylene can significantly improve combustion quality and fuel
economy when precisely controlled. However, safe storage and flow control of acetylene remain key
challenges.
ISSN: 2278-0181, Volume 11, Issue 08, 2023.
2. Keshav Gupta, Kishanlal Suthar, Sheetal Kumar Jain, Ghanshyam Das Agarwal, Ashish Nayyar
(2018)
“Design and Experimental Investigations on Six-Stroke SI Engine Using Acetylene with Water
Injection” – Environmental Science and Pollution Research (Springer)
This paper explored fuel efficiency gains using a modified six-stroke engine fueled by acetylene
with water injection. The study observed a 5.18% increase in brake power and a 45% higher thermal
efficiency compared to a conventional four-stroke engine. Emissions of CO and HC were also
reduced. Despite the promising results, implementing a six-stroke engine is complex and requires
advanced control systems.
DOI: 10.1007/s11356-018-2407-2
3. Prof. Kanchan Ganvir, Rajat Bhoj, Rushikesh Lanjudkar, Shrinidhi Taksale (2018)
“An Investigational Study on Development of 4-stroke IC Engine to use Acetylene as an Alternative
Fuel – A Review” – International Journal of Engineering Research & Technology (IJERT)
The study reviewed prior works on adapting four-stroke SI engines to run on acetylene. It concluded
that acetylene can replace conventional fuels with minimal engine modifications, offering lower
emissions and better combustion characteristics. However, major concerns include acetylene’s
instability, material compatibility issues, and reduced volumetric efficiency due to its gaseous
18
 nature.
ISSN: 2278-0181, Volume 7, Issue 04, 2018.
4. M. Sharma, R. Prasad, R. Agarwal (2019)
“Acetylene as an Alternative Fuel for Internal Combustion Engines: A Review” – International
Journal of Sustainable Energy
This study critically analyzed acetylene’s fuel characteristics and performance in IC engines. It
concluded that acetylene’s wide flammability limits allow for lean operation and high thermal
efficiency. However, the instability at high pressure, and tendency toward pre-ignition at rich
mixtures, limit its practical application without proper control technologies.
DOI: 10.1080/14786451.2019.1663369
5. V. Deepak, R. Ramesh, M. Hariharan (2017)
“Experimental Investigation of Performance of Acetylene Fuel Based Diesel Engine” – Journal of
Fundamentals of Renewable Energy and Applications
This research involved a four-stroke CI engine operating in dual-fuel mode with acetylene and
diesel. The study found improvements in brake thermal efficiency and reductions in smoke
emissions. However, NOx emissions were slightly higher, and careful control of acetylene flow rate
was necessary to prevent knocking.
ISSN: 2090-4541.

2.2 ENGINE MODIFICATIONS FOR ALTERNATIVE FUEL (ACETYLENE)

In this project, a conventional four-stroke internal combustion engine was modified to run on acetylene
gas, an alternative fuel produced on-board through a chemical reaction between calcium carbide
and water. The engine modifications were designed to be minimal, cost-effective, and suitable for
practical demonstration without the need for advanced electronics or expensive components.

Modifications Performed:

1. Acetylene Generation System Integration:

o A two-chamber reaction tank was developed.

 Upper chamber holds water.

 Lower chamber holds calcium carbide.

19
 o When water is released into the lower chamber, it reacts with calcium carbide to generate
acetylene gas on-demand.

o This system was mounted safely near the engine with a manually operated control valve to
regulate water flow and acetylene generation.

2. Fuel Delivery Setup:

o The generated acetylene gas was passed through a manual regulator valve to control
pressure and flow.

o It was then piped directly to the engine’s carburetor, which was modified to accept gaseous
fuel.

o A filter unit was attached before the carburetor to clean the incoming gas.

3. Gas Supply Connection:

o A pipeline system was securely connected from the generation tank to the intake system of
the engine.

o Rubber or metal tubing was used, ensuring no leakage or backflow.

4. Ignition and Combustion:

o The engine used conventional spark ignition (spark plug retained).

o No modification was made to the ignition timing or spark control unit, although future
versions could explore timing adjustment for better performance.

5. Exhaust System:

o The exhaust remained stock but could be fitted with sensors in future iterations to measure
emission levels.

6. Mounting and Stability:

o The setup was mounted on a metal stand to ensure engine stability during testing.

o Safety precautions were taken to avoid overpressure or reverse flow during acetylene
generation.

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 2.3 SAFETY CONSIDERATIONS FOR ACETYLENE USE

In this project, acetylene gas is generated on-board using a reaction between calcium carbide and
water, which eliminates the need for high-pressure acetylene cylinders. This approach inherently
reduces some storage-related risks, but also introduces other important safety considerations that
were taken into account during the design and operation:

Safety Measures Implemented:

1. On-Demand Gas Generation:

o Acetylene is produced only when needed, reducing the risk associated with storing large
volumes of flammable gas.

o This avoids the danger of using pre-filled high-pressure acetylene cylinders, which are
unstable above 15 psi and can decompose explosively if not handled properly.

2. Controlled Reaction Chamber:

o The generation tank is divided into two chambers to keep water and calcium carbide
separated until use.

o Water is introduced through a control valve, allowing for regulated gas production and
minimizing accidental overproduction.

3. Low-Pressure System Design:

o The tank is designed to handle pressure up to 2 MPa, built from strong steel material.

o Manual pressure regulation via a valve ensures that gas flow is manageable and not
excessive.

4. Simple Flow Path & Regulation:

o Acetylene flows through a single path into the carburetor, with no complex storage or return
loops, reducing leak points.

o A manual gas regulator is used to control the gas flow carefully during engine operation.

21
5. Minimal Electrical Components:

o Since acetylene is highly flammable, the system avoids unnecessary electrical components
near the fuel line.

o Spark plugs are retained, but care is taken to isolate the fuel line from ignition systems to
avoid accidental ignition.

6. Stable Engine Mounting:

o The system is mounted on a rigid metal stand to prevent vibration or accidental movement
during operation.

22
 CHAPTER 3
METHODOLOGY
3.1 ENGINE DESIGN AND CONSTRUCTION

This project focuses on developing a simplified engine system that utilizes acetylene gas as an
alternative fuel to improve fuel efficiency. The design integrates on-board fuel generation and
minimal engine modifications, enabling practical experimentation and real-world feasibility.

Step 1: Acetylene Generation Unit Design

 A dual-chamber reaction tank was designed and constructed.

o Upper chamber: Holds water.

o Lower chamber: Holds calcium carbide.

23
 When water is released into the lower chamber, it reacts exothermically with calcium carbide to
produce acetylene gas.

 The reaction chamber is fabricated from steel to withstand pressures up to 2 MPa, with dimensions
approximately 12 inches in length and 5 inches in diameter.

Step 2: Fuel Flow Regulation

 The acetylene gas produced in the reaction chamber is directed through a manual gas regulator.

 This ensures the pressure and flow rate of the gas entering the engine remains within safe and
efficient limits.

 A filter is also installed before the gas reaches the carburetor to prevent impurities from affecting
combustion.

Step 3: Engine Integration

 A standard four-stroke internal combustion engine is used as thebase platform.

 The intake system is modified to allow gaseous fuel (acetylene) to enter the combustion chamber
through the carburetor.

 The engine retains its spark plug ignition system.

 The carburetor is adapted slightly to accommodate the gas input instead of a liquid fuel line.

Step 4: Structural and Mounting Design

 The entire engine and fuel generation system are mounted on a metal stand to provide stability
during operation and testing.

 The layout ensures easy access to all components, including the regulator, tank, and engine intake.

Step 5: Testing and Operation

24
 Acetylene is generated on demand by controlling the release of water into the calcium carbide
chamber.

 Once sufficient gas is produced and regulated, the engine is started using its conventional ignition
system.

 Observations are made based on:

o Fuel efficiency (measured through runtime and output)

o Engine response

o Safety and stability during operation

3.2 Acetylene Fuel System – As Implemented in This Project

This project aims to improve fuel efficiency by using acetylene gas as an alternative fuel in a four-
stroke internal combustion engine. A key highlight of the methodology is the development of a self-
contained acetylene generation and delivery system, integrated directly into the engine setup. The
steps below describe the methodology adopted:

Step 1: Acetylene Generation Setup

 A custom-built reaction tank is used to generate acetylene gas on demand.

 The tank consists of two chambers:

o The upper chamber stores water.

o The lower chamber stores calcium carbide (CaC₂).

 Water is released through a manual control valve to initiate the reaction with calcium carbide:

CaC2+2H2O→C2H2(Acetylene)+Ca(OH)2

 The reaction produces acetylene gas, which is then directed into a storage section within the tank.

25
 Step 2: Fuel Regulation and Delivery

 The generated acetylene gas is passed through a manual regulator valve to control its flow.

 The gas then flows through connecting pipes and enters the carburetor, which is adapted to accept
the gaseous fuel.

 A filter is included in the pipeline to clean the acetylene before it enters the combustion chamber.

Step 3: Engine Operation

 A conventional four-stroke IC engine is used with no internal modifications.

 The engine draws in the acetylene-air mixture during the intake stroke.

 Ignition occurs using the standard spark plug, and the engine runs on acetylene as the sole fuel
source.

Step 4: Safety and Stability

 The entire system is mounted on a rigid metal stand to ensure operational safety.

 Flow rates are manually controlled to prevent over-pressurization or uncontrolled combustion.

3.3 METHODOLOGY – EXPERIMENTAL SETUP

The goal of this project was to demonstrate the use of acetylene gas as an alternative fuel in a four-
stroke internal combustion engine and evaluate its potential for improving fuel efficiency. The
methodology focuses on the on-demand generation of acetylene gas, its safe delivery to the
engine, and the basic operation under controlled conditions.

Step-by-Step Experimental Setup:

1. Acetylene Generation Unit:

 A custom-designed two-chamber reaction tank was constructed.

26
 o Upper Chamber: Stored water.

o Lower Chamber: Contained calcium carbide (CaC₂).

 Water was released through a manual control valve to initiate the exothermic reaction:

CaC2+2H2O→C2H2+Ca(OH)2

The tank was fabricated from high-strength steel to withstand pressures up to 2 MPa.

2. Gas Storage and Regulation:

 The generated acetylene gas was temporarily stored in the upper section of the tank.

 A manual pressure regulator was used to control gas flow before entering the engine intake
system.

 Gas piping was secured and sealed to prevent leaks.

3. Fuel Delivery System:

 The regulated gas was passed through a filter unit to remove any impurities or moisture.

 It was then directed to the carburetor, which had been modified to accept gaseous fuel in place of
liquid petrol.

 The delivery line used durable, heat-resistant tubing.

4. Internal Combustion Engine:

 A standard four-stroke IC engine was used with minor modifications to the intake.

 Spark plug ignition was retained.

 No changes were made to compression ratio or ignition timing for the basic setup.

5. Engine Mounting:

The complete engine and gas generator setup was mounted on a metal frame stand to ensure safety,
stability, and ease of observation during testing.

27
 CHAPTER 4

COMPONENTS AND DISCRIPTION

The components that are used in the project ACETYLENE POWERED ENGINE are
as follows,
 Frame,
 Bearing with bearing cap,
 Engine,
 Chain and sprocket,
 Wheel arrangement,
 Acetylene tank arrangement

4.1 FRAME

The frame of an acetylene-powered engine project, serves as the fundamental structural

foundation upon which all other components are mounted. It's not merely a skeletal structure; it's
a carefully engineered assembly that dictates the overall integrity, stability, and performance of
the entire system. Its design and material selection are critical, as it must withstand the dynamic
forces generated by the engine, the weight of the components, and the stresses encountered
during operation. The frame's primary function is to provide a rigid and stable platform, ensuring
that the engine, drivetrain, and other elements maintain their intended positions and alignments.
This is crucial for efficient power transmission, precise handling, and, most importantly, the
safety of the operator.

The design of the frame will vary significantly depending on the intended application and the
specific requirements of the acetylene-powered engine. For a small, experimental engine, a
simple welded steel frame might suffice. However, for a more robust application, such as a
vehicle or industrial machine, a more sophisticated frame design is necessary. Factors such as
weight distribution, load-bearing capacity, and torsional rigidity must be carefully considered.
28
The frame’s geometry directly influences the vehicle’s handling characteristics, stability, and
overall performance. A well-designed frame minimizes unwanted flex and vibration, ensuring
that the engine's power is efficiently transferred to the wheels or other output mechanisms.

Material selection plays a pivotal role in the frame's performance. Steel is a common choice due
to its strength, durability, and relatively low cost. However, aluminum alloys are increasingly
used in applications where weight reduction is a critical factor. The chosen material must possess
adequate yield strength, tensile strength, and fatigue resistance to withstand the stresses imposed
during operation. The fabrication process, whether welding, bolting, or a combination of both,
must be executed with precision to ensure the frame's structural integrity. Furthermore, the frame
should be designed to accommodate the specific mounting points for the engine, bearings,
drivetrain, and other components, ensuring proper alignment and secure attachment.

Beyond its structural function, the frame also serves as a platform for integrating various
auxiliary systems, such as fuel lines, electrical wiring, and cooling systems. The design must
accommodate these systems while maintaining accessibility for maintenance and repairs. Safety
considerations are paramount in frame design, particularly in an acetylene-powered engine
project. The frame must be designed to withstand potential impacts and provide adequate
protection for the operator and other components. Proper grounding and shielding may also be
necessary to mitigate the risks associated with acetylene fuel. In essence, the frame is not just a
support structure; it's an integral component that influences the overall performance, safety, and
reliability of the acetylene-powered engine system.

29
 FIG:4.1 FRAME

Beyond its structural function, the frame also serves as a platform for integrating various
auxiliary systems, such as fuel lines, electrical wiring, and cooling systems. The design must
accommodate these systems while maintaining accessibility for maintenance and repairs. Safety
considerations are paramount in frame design, particularly in an acetylene-powered engine
project. The frame must be designed to withstand potential impacts and provide adequate
protection for the operator and other components. Proper grounding and shielding may also be
necessary to mitigate the risks associated with acetylene fuel. In essence, the frame is not just a
support structure; it's an integral component that influences the overall performance, safety, and
reliability of the acetylene-powered engine system.

30
4.2 BEARING WITH BEARING CAP
Bearings are indispensable components in any rotating mechanical system, including an
acetylene-powered engine, as they minimize friction between moving parts like the crankshaft
and wheel axles. By facilitating smooth rotation, bearings enhance efficiency and reduce wear.
Bearing caps play a crucial role in securing these bearings within their housings, ensuring they
maintain proper alignment and prevent displacement under load. Crucially, proper lubrication is
paramount for bearing longevity; a consistent film of lubricant reduces friction, dissipates heat,
and prevents premature failure, extending the operational lifespan of the engine and its
associated components. The bearings are pressed smoothly to fit into the shafts because if
hammered the bearing may develop cracks. Bearing is made upon steel material and bearing cap
is mild steel.

FIG:4.2 BEARING

4.3 I.C ENGINE

Internal combustion engines are those heat engines that burn their fuel inside the engine cylinder. In
internal combustion engine the chemical energy stored in their operation. The heat energy is
converted in to mechanical energy by the expansion of gases against the piston attached to the
crankshaft that can rotate.

31
 FIG:4.3 IC ENGINE

PETROL ENGINE
The engine which gives power to propel the automobile vehicle is a petrol burning internal
combustion engine. Petrol is a liquid fuel and is called by the name gasoline in America. The ability
of petrol to furnish power rests on the two basic principles;
o Burning or combustions always accomplished by the production of heat.
o When a gas is heated, it expands. If the volume remains constant, the pressure rises according
to Charle’s law.

WORKING
There are only four strokes involved namely the compression stroke and the power stroke; they are
usually called as upward stroke and downward stroke respectively.
UPWARD STROKE: During this stroke, the piston moves from bottom dead center to top dead
center, compressing the charge-air petrol mixture in combustion chamber of the cylinder, at the time
the inlet port is uncovered and the exhaust, transfer ports are covered. The compressed charge is
ignited in the combustion chamber by a spark given by spark plug.
32
DOWNWARD STROKE: The charge is ignited the hot gases compress the piston moves
downwards, during this stroke the inlet port is covered by the piston and the new charge is
compressed in the crankcase, further downward movement of the piston uncovers first exhaust port
and then transfer port and hence the exhaust starts through the exhaust port. As soon as the transfer
port open the charge through it is forced in to the cylinder, the cycle is then repeated.

ENGINE TERMINOLOGY:
The engine terminologies are detailed below,
CYLINDER: It is a cylindrical vessel or space in which the piston makes a reciprocating motion.
PISTON: It is a cylindrical component fitted to the cylinder which transmits the bore of explosion to
the crankshaft.
COMBUSTION CHAMBER: It is the space exposed in the upper part of the cylinder where the
combustion of fuel takes place.
CONNECTING ROD: It connects the piston and the crankshaft and transmits the reciprocating
motion of the piston into the rotary motion of crankshaft.
CRACKSHAFT: It is a solid shaft from which the power is transmitted to the clutch.
CAM SHAFT: It is drive by the crankshaft through timing gears and it is used to control the
opening and closing of two valves.
o CAM: These are made as internal part of the camshaft and are designed in such a way to
open the valves at the current timing.
o PISTON RINGS: It provides a tight seal between the piston and cylinder wall and
preventing leakage of combustion gases.
GUDGEON PIN: It forms a link between the small end of the connecting rod and the piston.
INLET: The pipe which connects the intake system to the inlet valve of the engine end through
which air or air fuel mixture is drawn in to the cylinder.
EXHAUST MANIFOLD: The pipe which connects the exhaust system to the exhaust valve of the
engine through which the product of combustion escape in to the atmosphere.
INLET AND EXHAUST VALVE: They are provided on either on the cylinder head or on the side
of the cylinder and regulating the charge coming in to the cylinder and for discharging the product of
combustion from the cylinder.
FLYWHEEL: It is a heavy steel wheel attached to the rear end of the crank shaft. It absorbs energy
when the engine speed is high and gives back when the engine speed is low.
33
NOMENCLATURE:
This refers to the position of the crank shaft when the piston is in it slowest position.
o BORE(d): Diameter of the engine cylinder is refers to as the bore.
o STROKE(s): Distance traveled by the piston in moving from TDC to the piston in moving
from TDC to the BDC.
o CLEARANCE VOLUME (V): The volume of cylinder above the piston when it is in the
TDC position.
o SWEPT VOLUME (V): The swept volume of the entire cylinder
Vd = Vs N
Where,
Vs ------- Swept Volume
N --------- Number of cylinders
COMPRESSION RATIO (R): It is the ratio of the total cylinder volume when the piston is at BDC
to the clearance volume.

ENGINE SPECIFICATION:
Type of fuel used : Petrol/Acetylene
Cooling system : Air cooled
Number of cylinders : Single
Number of strokes : Four Stroke
Arrangement : Vertical
Cubic capacity : 100 cc

Spark Ignition Engine: A spark ignition (SI) engine runs on an Otto cycle—most gasoline engines
run on a modified Otto cycle. This cycle uses a homogeneous air-fuel mixture which is combined
prior to entering the combustion chamber. Once in the combustion chamber, the mixture is
compressed, and then ignited using a spark plug (spark ignition). The SI engine is controlled by
limiting the amount of air allowed into the engine. This is accomplished through the use of a
throttling valve placed on the air intake (carburettor or throttle body). Mitsubishi is working on the
development of a certain type of SI engine called the gasoline direct injection engine.

34
Advantages:

o A century of development and refinement - For the last century the SI engine has been developed
and used widely in automobiles. Continual development of this technology has produced an
engine that easily meets emissions and fuel economy standards. With current computer controls
and reformulated gasoline, today's engines are much more efficient and less polluting than those
built 20 years ago.
o Low cost - The SI engine is the lowest cost engine because of the huge volume currently
produced.

Disadvantages:

o The SI engine has a few weaknesses that have not been significant problems in the past, but may
become problems in the future.
o Difficulty in meeting future emissions and fuel economy standards at a reasonable cost -
Technology has progressed and will enable the SI engine to meet current standards, but as
requirements become tougher to meet, the associated engine cost will continue to rise.
o Throttling loss lowers the efficiency - To control an SI engine, the air allowed into the engine is
restricted using a throttling plate. The engine is constantly fighting to draw air past the throttle,
which expends energy.
o Friction loss due to many moving parts - The SI engine is very complex and has many moving
parts. The losses through bearing friction and sliding friction further reduce the efficiency of the
engine.
o Limited compression ratio lowers efficiency - Because the fuel is already mixed with the air
during compression, it will auto-ignite (undesirable in a gasoline engine) if the compression ratio
is too high. The compression ratio of the engine is limited by the octane rating of the engine.

Emission Control Systems:

Automotive emissions contribute significantly to urban air quality problems. HEVs can reduce this
contribution significantly through increased fuel economy, use of alternative fuels, and improved

35
power unit and after treatment technology. A well-tuned spark ignition engine produces relatively
low emissions. Significant emissions occur when the vehicle is started and warming up. During this
time the engine must be choked to run properly. This creates excess unburned fuel in the exhaust,
which leads to hydrocarbon and carbon monoxide emissions. During normal driving, emissions are
relatively low because the air-to-fuel mixture is precisely controlled, allowing the catalytic converter
to effectively reduce emissions.

The diesel engine emissions are primarily nitrogen oxides (NO x) and particulate matter (PM). NOx is
produced because the engine is operated with a lean air-to-fuel mixture. The high compression ratio
of a diesel engine (required because of compression ignition) creates much higher pressure and
temperature in the combustion cylinder. This lean mixture and high temperature cause the higher
level of NOx production. At high engine loads, where more fuel is injected, some of the fuel burns
incompletely leading to the black smoke (PM) characteristic of a diesel engine. The fuel cell
produces a little water as emissions when operating on pure ethanol. Other types of fuel cells have
reformers that convert acetylene to ethanol, then use the ethanol. The reformer produces some
emissions in the conversion process, but overall emission levels are low.

4.4 CHAIN AND SPROCKET:

This is a cycle chain sprocket. The chain sprocket is coupled with another generator shaft. The chain
converts rotational power to pulling power, or pulling power to rotational power, by engaging with
the sprocket.

The sprocket looks like a gear but differs in three important ways:

1. Sprockets have many engaging teeth; gears usually have only one or two.
2. The teeth of a gear touch and slip against each other; there is basically no slippage in a sprocket.
3. The shape of the teeth is different in gears and sprockets.

36
 FIG:4.4 Types of Sprockets

A chain is a reliable machine component, which transmits power by means of tensile forces, and is
used primarily for power transmission and conveyance systems. The function and uses of chain are
similar to a belt. There are many kinds of chain. It is convenient to sort types of chain by either
material of composition or method of construction.

We can sort chains into five types:

Cast iron chain.

Cast steel chain.
Forged chain.
Steel chain.
Plastic chain.

Demand for the first three chain types is now decreasing; they are only used in some special
situations. For example, cast iron chain is part of water-treatment equipment; forged chain is used in
overhead conveyors for automobile factories.

In this, we are going to focus on the latter two: "steel chain," especially the type called "roller chain,"
which makes up the largest share of chains being produced, and "plastic chain." For the most part,
we will refer to "roller chain" simply as "chain."

NOTE: Roller chain is a chain that has an inner plate, outer plate, pin, bushing, and roller.

In the following section of this book, we will sort chains according to their uses, which can be
broadly divided into six types:

37
 1. Power transmission chain.
2. Small pitch conveyor chain.
3. Precision conveyor chain.
4. Top chain.
5. Free flow chain.
6. Large pitch conveyor chain.

The first one is used for power transmission; the other five are used for conveyance. In the
Applications section of this book, we will describe the uses and features of each chain type by
following the above classification.

In the following section, we will explain the composition of power transmission chain, small pitch
chain, and large pitch conveyor chain. Because there are special features in the composition of
precision conveyor chain, top chain, and free flow chain, checks the appropriate pages in the
Applications section about these features.

Basic Structure of Power Transmission Chain

A typical configuration for RS60-type chain is shown in Figure 1.1.

FIG:4.5 The Basic Components of Transmission Chain

38
Connecting Link: This is the ordinary type of connecting link. The pin and link plate are slip fit in
the connecting link for ease of assembly. This type of connecting link is 20 percent lower in fatigue
strength than the chain itself. There are also some special connecting links which have the same
strength as the chain itself. (See Figure 4.4)

Tap Fit Connecting Link: In this link, the pin and the tap fit connecting link plate are press fit. It
has fatigue strength almost equal to that of the chain itself. (See Figure 4.4)

FIG:4.6 Standard Connecting Link(top)

and Tap Fit Connecting Link (bottom)

Offset Link: An offset link is used when an odd number of chain links is required. It is 35 percent
lower in fatigue strength than the chain itself. The pin and two plates are slip fit. There is also a two-
pitch offset link available that has fatigue strength as great as the chain itself.

FIG:4.7 Offset link

39
4.5 WHEEL ARRANGEMENT:

Assembling vehicle components involves fitting together various parts such as the engine,
transmission, chassis, and body panels to construct a complete vehicle. This process requires
precision, attention to detail, and adherence to safety standards to ensure the final product
meets quality and performance requirements.

FIG:4.8 WHEEL ARRANGEMENT

 Simple Setup: The wheel arrangement in the project is described as "simple" and primarily
intended to demonstrate the working of the acetylene-powered engine.

 Fixed to Frame: The wheel is "fixed to the frame stand," indicating it's not a fully integrated
vehicle system but rather a stationary demonstration unit.

 Single Wheel: The image shows a single wheel, suggesting that the setup doesn't involve a
complete axle and multi-wheel configuration as in a typical vehicle.

40
 Testing Focus: The wheel is present to facilitate testing, and the report mentions provisions
for conducting load tests using a brake drum and belt. This implies the wheel can be used to
simulate a load on the engine.

 Automobile Application: The report suggests that the concept could be applied to all four
wheels in a real automobile.

In essence, the wheel arrangement in this project is a basic mechanism to showcase the engine's
functionality and allow for some load testing, rather than a fully developed automotive wheel
system.

4.6 Acetylene tank arrangement:

Acetylene (C2H2) is colourless gas used as a fuel and a chemical building block. As an alkyne,
acetylene is unsaturated because its two carbon atoms are bonded together in a triple bond having
CCH bond angles of 1800. It is unstable in pure form and thus is usually handled as a solution. Pure
acetylene is odourless, but commercial grades usually have a marked odour due to impurities.

41
 FIG:4.9 Acetylene Tank

In 1836 acetylene identified as a "newcarburet of hydrogen" by Edmund Davy. The name

"acetylene" was given by Marcelin Berthelot in 1860. He prepared acetylene by passing vapours of
organic compounds (methanol, ethanol, etc.) through a red-hot tube and collecting the effluent. He
also found acetylene was formed by sparking electricity through mixed cyanogen and hydrogen
gases.
Acetylene Gas Production by Calcium Carbide

It was first prepared by the hydrolysis of calcium carbide, a reaction discovered by Friedrich Wohler in
1862.
CaC2+ 2H2O → Ca(OH)2+ C2H2

Calcium carbide is manufactured from lime and coke in 60:40 ratios and Calcium carbide production
requires extremely high temperatures, ~20000C, in an electric arc furnace.

Manufacturing Methods of Acetylene Gas by Calcium Carbide

In the wet process, calcium carbide is added to large quantity of water releasing acetylene gas and
calcium hydrate as residue. Later is discharged in the form of lime slurry containing approximately 90%
water. Amount of water is added to CaC2 (1:1 ratio) in a generator.
The heat of reaction (166 Btu/ft3 of acetylene) is used to vaporize the excess water over the chemical
equivalent. In the dry process, in order to eliminate the waste of calcium hydrate equal, leaving a
substantially dry calcium hydrate which is suitable for reuse as a lime source.
The temperature must be carefully controlled below 1500C at 15psi pressure throughout the process
because the acetylene polymerizes to form benzene at 600C and decomposes at 7800C. Further with air-
acetylene mixture explodes at [Link] crude acetylene gas containing traces of H2S, NH3and
phosphine (PH3)

42
Safety and Handling

Acetylene is not especially toxic but when generated from calcium carbide it can contain toxic
impurities such as traces of phosphine and arsine. It is also highly flammable. Acetylene can explode
with extreme violence if the absolute pressure of the gas exceeds about 200kPa (29 psi). The safe limit
for acetylene is 101kPag or 15 psi. That so it is shipped and stored by dissolving in acetone or dimethyl
form amide (DMF), contained in a metal cylinder.

Before testing acetylene, its properties and their implications relative to the safety of test personnel were
analyzed. Some of these properties, for both acetylene and unleaded reference gasoline (clear

43
Indolence), are shown in Table I. Those characteristics which represent a hazard are discussed below,
whereas the remainder are provided for information only.
There are basically two ways of providing acetylene for use in a vehicle. The fuel can either be carried
in pressurized tanks or it can be generated on board. Hazardsof these two approaches, and safety
problems common to both, will be presented in the following paragraphs. The greatest danger associated
with pressurized acetylene storage is the fuel's potential to decompose explosively. Acetylene can, even
in the absence of oxygen, decompose rapidly by the process.

C2H2= 2C+ H2+ 230 kJ

If this decomposition occurs, and either the fuel tank or fuel lines rupture, fire will likely follow. As a
result, U.S. Department of Transportation regulations limit the maximum pressure of shipped acetylene
cylinders to 1825 kPa. A pressure this high is permissible only because the acetylene is dissolved in a
stabilizing agent (acetone) absorbed in a filler The filler is designed to divide the tank into small cells in
which decomposition would be quenched. When acetylene is removed from the tank, most of the
acetone remains behind. To avoid explosion at this time, the delivery pressure must not be raised above
205 kPa Since the delivery pressure must be kept low, it is not possible to meter acetylene into an engine
using critical flow.

One way to avoid some of the dangers inherent to storing high pressure acetylene aboard a vehicle is to
generate it on board at relatively low pressures. The calcium carbide-water reaction

CaC2+ 2H20 = C2H2+ Ca(OH)2

could be used for this purpose. Depending on the purity of the calcium carbide, toxic gases such as
arsine and phosphine might also be produced. If calcium carbide comes in contact with human skin, the
above reaction will occur, leaving a residue of calcium hydroxide which is caustic and may cause skin
burns. Even if this problem is minimized by careful handling procedures, the large amount of calcium
hydroxide produced in the acetylene generating process would present a disposal problem.

44
 CHAPTER 5

FAILURES AND CHALLENGES FACED

5.1 FAILURES OF THE CONVERSION PROCESS:

45
 CHAPTER-6
RESULTS AND DISCUSSIONS
The results and discussions of electric vehicle (EV) conversion typically focus on factors like
performance, efficiency, cost-effectiveness, and environmental impact. Researchers and enthusiasts
often analyze aspects such as the range of the converted vehicle, battery life, charging infrastructure,
and the overall driving experience compared to traditional gasoline vehicles. Discussions might also
cover challenges like battery technology limitations, conversion costs, and regulatory hurdles.
Overall, the goal is to assess the feasibility and benefits of converting internal combustion engine
vehicles to electric power.
 Top speed of 45 Kmph was achieved on a level road.

 The range of bike is 70-80 Km after full charge.

 A BMS and lithium Ion battery can be added for more range and reduced weight.

 Bike was tested successfully for light daily use.

 Battery charging takes around 6 hours for full charge.

46
TABLE:6.1 Load vs. Fuel Consumption (Constant Speed)

47
TABLE:6.2 Fuel Efficiency Test (Acetylene vs. Petrol)

48
 CHAPTER-7
CONCLUSION
This project work has provided us an excellent opportunity and experience, to use our
limited knowledge. We gained a lot of practical knowledge regarding, planning, purchasing,
assembling and machining while doing this project work. We feel that the project work is a
good solution to bridge the gates between institution and industries.
We are proud that we have completed the work with the limited time successfully. The
FUEL EFFICIENCY IMPROVEMENT BY ACETYLENE GAS ENGINE is working with
satisfactory conditions. We are able to understand the difficulties in maintaining the
tolerances and also quality. We have done to our ability and skill making maximum use of
available facilities.
In conclusion remarks of our project work, let us add a few more lines about our impression
project work. Thus, we have developed an “FUEL EFFICIENCY IMPROVEMENT BY
ACETYLENE FUEL ENGINE” which helps to know how to achieve compressed air
vehicle. The application of pneumatics produces smooth operation. By using more
techniques, they can be modified and developed according to the applications.

49
 CHAPTER-8
REFERENCES
[1] Aikenhead, G. S. (2011). Bicycle Applications for On-Board Solar Power Generation. 9,10.

[2] Barve, D. S. (2016). Design and Development of Solar Hybrid Bicycle. International Journal
of Current Engineering and Technology, 377,378,379,380.
[3] Barve, D. S. (March 2016). Design and Development of Solar Hybrid Bicycle. International
Journal of Current Engineering and Technology, 378,379.
[4] Barve, D. S. (March 2016). Design and Development of Solar Hybrid Bicycle. International
Journal of Current Engineering and Technology, 380.
[5] FOGELBERG, F. (2014). Solar Powered Bike Sharing System. Goteberg, Sweden: Viktoria
Swedish ICT.
[6] FOGELBERG, F. (2014). Solar Powered Bike Sharing System with. Goteborg, sweden:
Viktoria Swedish ICT.
[7] GOODMAN, J. D. (2010, Jan 31). An Electric Boost for Bicyclists. The New York Times.

[8] Prof. Palak Desai, P. D. (June 2016). Design and Fabrication of Solar Tri Cycle. International
Journal of Engineering Sciences & Research, 664.
[9] Hameed Majeed Saber and Deepak Lal, Assessment of Solar Energy Distribution For
Installing Solar Panels Using Remote Sensing & GIS Techniques, International Journal of
Advanced Research in Engineering and Technology (IJARET) Volume 5, Issue 10, October
(2014), pp. 157- 164.
[10] Srijan Manish, Jitendra Kumar Rajak, Vishnu Kant Tiwari and Rakesh, Quad Bike Design
And Simulation: A Pre-Manufacturing Methodology, International Journal of Advanced
Research in Engineering and Technology (IJARET)Volume 5, Issue 6, June (2014), pp. 68- 76
[11] [Link]. (April 2015). Novel Design of Solar Electric Bicycle with Pedal. International
Journal & Magazine of Engineering, 108.

50