report on sae supra

8/12/2019 report on sae supra

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ABSTRACT

The modern day world is a fast paced world and automobiles play a major role in

keeping this world up to its pace. The heart of any automobile is the Engine. Since

automobiles have come to life, researchers have been trying to develop newer andbetter versions of the Engine so that the world is exposed to more efficient, more

cleaner and at the same time relatively cheaper sources of power.

The most established forms of the Engine in the present day are the Two-Stroke and

the Four-Stroke Engines. The Four-Stroke engines were developed first and are still the

most widely used engines in the world. The Two-Stroke engines provide a compacter

and cheaper design and have found their utility in motorcycles and small-engine

devices.

Through the ongoing a research, a newer version of the Engine, a Six-Stroke Engine

has come to life. The primary objective of this paper is to analyse the various different

models of the Six-Stroke Engines that have been developed. In the following paper,

different models of the Six-Stroke Engine have been discussed, analysed, compared,

and the most suitable and plausible model has been found out. In addition to this, the

Six-Stroke engines have also been compared to Four-Stroke and Two-Stroke Engines.

Eventually, the advantages of this newer version of the engine over the older engines

have been found out and presented in a logical manner.


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INTRODUCTION AND LITERATURE SURVEY

WORKING OF SIX STROKE ENGINE

The basic reason that a Six-Stroke Engine is being considered as a good alternative to

Two-Stroke and Four-Stroke Engines is that irrespective of which model of the Six-

Stroke engine is being considered, there are two power strokes delivered in six strokes

of the piston. A standard Four-Stroke Engine delivers only a single power stroke in four

strokes or two rotations of the crankshaft, while a standard Two-Stroke Engine delivers

a power stroke in two strokes of the piston and one rotation of the crankshaft.

The Six-Stroke Engine also differentiates itself in terms of its fuel consumption. In most

models of this most recent form of the Engine, the first stroke comes from the standard

Fuel-Air mixture itself while the second stroke comes from utilizing normal air/steam

without any additional heating requirements. Even intuitively, this procedure gives an

entire additional power stroke with about the same quantity of fuel as a Four-Stroke

Engine. The thermal efficiency of a four stroke internal combustion engine is found to be

approximately equal to 33%. This points out the fact that almost 67% heat of fuel is

absorbed up by the components in the cylinder or lost to the surroundings. Therefore, if

the energy released during this combustion is utilized efficiently and used to heat up

water or air for another power stroke, significantly larger amounts of energy can be

released with same amount of charge.This paper is based upon how to use this simple,intuitive idea and design an engine which can run according to the above mentioned

procedure.

The survey from various sources of literature shows that there are two major types of

designs of Six-Stroke Engines have been brought to life since 1890s. These are:

a) Single Piston Design

b) Opposed Piston Design

Both these designs are aimed at making the traditional Four-Stroke Engine more

efficient and with reduced emissions. However, they come at the cost of increased

complexity.

In the first approach, the engine captures the heat lost from the four-strokeOtto

cycle orDiesel cycle and uses it to power an additional power and exhaust stroke of the

piston in the same cylinder. Designs use either steam or air as the working fluid for the

additional power stroke. The pistons in this type of six-stroke engine go up and down
http://en.wikipedia.org/wiki/Four-stroke_engine#Otto_cyclehttp://en.wikipedia.org/wiki/Four-stroke_engine#Otto_cyclehttp://en.wikipedia.org/wiki/Diesel_cyclehttp://en.wikipedia.org/wiki/Diesel_cyclehttp://en.wikipedia.org/wiki/Four-stroke_engine#Otto_cyclehttp://en.wikipedia.org/wiki/Four-stroke_engine#Otto_cycle


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three times for each injection of fuel. There are two power strokes: one with fuel, the

other with steam or air.

The second approach to the six-stroke engine uses a secondopposed piston in each

cylinder that moves at half the cyclical rate of the main piston, thus giving six piston

movements per cycle. Functionally, the second piston replaces the valve mechanism ofa conventional engine but also increases thecompression ratio.

The four key models based on the first method of design are:

a) Griffin Six Stroke Engine

b) Bajulaz Six Stroke Engine

c) Crower Six Stroke Engine

d) Velozeta Six Stroke Engine

The two key models based on the second method of design are:

a) Beare Head Six-Stroke Engine

b) M(4+2) Six Stroke Engine

Figure 1: Illustration of an Opposed Piston

Design

Figure 2: Illustration of a Single Piston Design
http://en.wikipedia.org/wiki/Opposed_piston_enginehttp://en.wikipedia.org/wiki/Compression_ratiohttp://en.wikipedia.org/wiki/Compression_ratiohttp://en.wikipedia.org/wiki/Compression_ratiohttp://en.wikipedia.org/wiki/Opposed_piston_engine


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Therefore, Six-Stroke Engines have been a popular field of research for a lot of

researchers. In this paper also, as we analyse the various models available in the

present day, we come across a number of things that are different in Six-Stroke Engines

as compare to the conventional Four-Stroke Engines.

Significant and notable changes have been observed in the following characteristics of

engines:

a) Power Output

b) Efficiency and torque delivered

c) Peak pressures and temperatures reached

d) Fuel Consumption

e) Weight and complexity of the engines


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METHODOLOGY

Our approach to this project is based on reading various research papers and journals

and understanding the ongoing research in the field of six stroke engines and its variousmodifications. The primary objective of the project is to understand the difference in the

working of a Four-Stroke Engine and a Six-Stroke Engine.

After reading through and and analyzing the working of Six-Stroke Engines we try and

list the advantages of Six-Stroke Engines over Four-Stroke Engines.

In the following section, we briefly describe the steps undertaken in the complete study

and analysis of our project.

a) Theoretical approach

The first step in the project preparation was to understand the theory behind the

working of Six-Stroke Engines. Through various sources of information, it was

brought to our knowledge that as of now, six major models of Six Stroke Engines

have been develop all across the world.

Four of these models are based on the Single Piston Design and two of the

major models are Opposed Piston Design. Both these designs involve different

methods of functioning of the Six Stroke Engine. A detailed study was done

about the various processes involved in the working of all these different models.

The major theoretical study involved studying about the two additional stroke in

the Six Stroke Engines. The most important processes of the six stroke engine

were Water Injection and Recompression.

Water Injection involves the efficient utilization of the heat energy released in a

standard four stroke engine to generate an additional power stroke. We studied

the role of water injection in 6 stroke engines from the following research paper

A highly efficient six-stroke internal combustion engine cycle with waterinjection for in-cylinder exhaust heat recovery

James C. Conklin, James P. Szybist*

After extensive research on the additional strokes we shifted gears to the study of

various modifications to the camshafts and crankshafts of the previously developed

conventional Four-Stroke Engines. This involved the development of the specific ratio


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which generates maximum power. The major research paper required for the study in

the above mentioned topic was:

Camshaft and Crankshaft to camshaft ratio modifications International

Research Journal of Humanities, Engineering & Pharmaceutical Sciences

b) Analytical Approach

After gaining sufficient knowledge about how a Six Stroke Engine works, and

what different steps and processes should be adopted in its working, we

analysed what are the factors affecting the thermal efficiency and fuel

consumption of a standard engine.

A detailed and major part of the discussion is devoted to mentioning the points

affecting the efficiency and fuel consumption. After this, we moved on to

discussions about how a Six Stroke Engine is different and better from astandard Four Stroke Engine. This involved listing down the proper advantages

and disadvantages of the studied models.

Towards the end, after extensive research, we present the detailed benefits and

limitations that the most viable models of Six Stroke Engines process, and thereby

conclude our project.


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Results and discussion

TYPES OF SIX STROKE ENGINE

A) Single piston designs

These designs use a single piston per cylinder, like a conventional two- or four-strokeengine. A secondary, non-detonating fluid is injected into the chamber, and the leftoverheat from combustion causes it to expand for a second power stroke followed by asecond exhaust stroke.

(A.1)Griffin six-stroke engine

Heated exhaust-jacketed external vaporiser, into which fuel was sprayed, was the mainprinciple of working of griffin six stroke engines. The temperature was held around550F, sufficient to vaporise the oil but not to break it down chemically. This fractionaldistillation supported the use of heavy oil fuels, the unusable tars and asphaltsseparating out in the vapouriser.

(A.2)Bajulaz six-stroke engine

The Bajulaz six-stroke engine is similar to a regular combustion engine in design. There

are, however, modifications to the cylinder head, with two supplementary fixed capacity

chambers: a combustion chamber and an air preheating chamber above each cylinder.The combustion chamber receives a charge of heated air from the cylinder; the injection

of fuel begins an isochoric (constant-volume) burn which increases the thermal

efficiency compared to a burn in the cylinder.

Advantages:


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1. Reduction in fuel consumption by at least 40%

2. Two Power strokes in one cycle.

3. Dramatic reduction in pollution (up to 65%) due to more complete combustion.

4. Adaptable for different fuel types.

Disadvantages:

1. Engine size increases due to many number of cylinders & additional

components.

2. Brake power & indicated power per cycle per cylinder is comparatively lesser

3. Higher manufacturing cost

(A.3)Velozeta six-stroke engine

In a Velozeta engine, fresh air is injected into the cylinder during the exhaust stroke,

which expands by heat and therefore forces the piston down for an additional stroke.The valve overlaps have been removed and the two additional strokes using airinjection provide for better gas scavenging.

Advantages of Velozeta Six Stroke Engine

Reduction in fuel consumption

Dramatic reduction in pollution normally up to 65%

Better scavenging and more extraction of work per cycle

Lower engine temperature - so , easy to maintain the optimum enginetemperature level for better performance

Less frictionso , less wear and tear

The six-stroke engine does not require any basic modification to the existingengines

(A.4)NIYKADO Six Stroke Engine

This is the only engine that is categorized as a fully working prototype. The firstprototype was developed in 2004, which used only two valves. The second prototype,developed in 2007, was an improved design using four valves.

(A.5)Crower six-stroke engine

In a six-stroke engine prototyped in the United States by Bruce Crower, water is injectedinto the cylinder after the exhaust stroke and is instantly turned to steam, whichexpands and forces the piston down for an additional power stroke. Thus, waste heatthat requires an air or water cooling system to discharge in most engines is capturedand put to use driving the piston


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B) Opposed piston designs

These designs use two pistons per cylinder operating atdifferent rates, with detonation occurring between the

pistons.

(B.1)Beare Head

The term "Six Stroke" was coined by the inventor of the Beare Head, Malcolm Beare.The technology combines a four stroke engine bottom end with an opposed piston inthe cylinder head working at half the cyclical rate of the bottom piston. Functionally, thesecond piston replaces the valve mechanism of a conventional engine.

(B.2)M4+2The M4+2 engines have much in common with the Beare Head engines, combining twoopposed pistons in the same cylinder. One piston works at half the cyclical rate of theother, but while the main function of the second piston in a Beare Head engine is toreplace the valve mechanism of a conventional four stroke engine, the M4+2 takes theprinciple one step further.

WORKING OF SIX STROKE ENGINES

1st stroke (suction stroke)The inlet valve is kept open. Due to cranking, Piston moves downward which results inthe formation of a pressure difference due to which pure air enters the cylinder.

2nd stroke (compression stroke)The inlet valve closes and the heating chamber valve opens. The piston moves upwarddue to cranking forcing air into heating chamber. The air at this stage is converted tohigh pressure.

3rd stroke (1st power stroke)The combustion chamber valve opens and gases of combustion enter the cylinder.

4th stroke (exhaust stroke)The exhaust valve opens. The piston moves upwards and the exhaust gases areremoved via this valve.

5th stroke (2nd power stroke)The chamber valve opens and the pure air now at high pressure and high temperatureenters the cylinder which does work on the piston and hence it moves downwardresulting in the 2nd power stroke.


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6th stroke (2nd exhaust stroke)Finally the combustion chamber valve opens. The piston moves upwards forcing thepure air into the combustion

To summarize in graphical form in Figure 1, there were representativevalve lifts and their resultant combustion chamber pressure values areplotted versus crank angle where the proposed exhaust recompression andwater injection are explicitly shown.

.

Figure 1: Example of exhaust valve events and cylinder pressure for the six-strokecycle

ADDITIONAL TWO STROKES OF SIX-STROKE ENGINES

a) Re-compressionAn additional assumption that the recompression process is isentropic from


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State 1 to State 2 yields the additional state property required by the State Postulateof Thermodynamics for a simple compressible system to determine completely thethermodynamic properties at State 2. The work required by the recompressionprocess is thus known for a given crank angle closing.

Figure 2: Pressure trace schematic for exhaust recompression and steam injectionshowing thermodynamic statesThe identity of mass conservation was employed to equate the mass at State 3to the mass at State 2 and the mass of the injected water. Now that the two propertiesof internal energy and specific volume are known at state point 3, the thermodynamicstate is uniquely determined. Thus the temperature and pressure at the start of theadditional power stroke are known.

b) Additional Power Stroke ExpansionBecause there is no mass flow across the combustion chamber control volumeDuring the expansion process and assuming that the recompression process isadiabatic. An additional assumption that the expansion process is isentropic fromState 3 to State 4 yields the additional state property required by the State Postulateto determine completely the thermodynamic properties at State 4. The work outputfrom the expansion process can be calculated.

EFFECT OF THE ADDITIONAL TWO STROKES

The net work is the expansion work less the recompression work. The netmean effective pressure (MEP) of the early exhaust valve closure and water injection(the fourth and fifth strokes) is then determined by dividing the expansion work ofthe fifth stroke less the compression work of the fourth stroke by the displacementvolume. Although having the units of pressure, the MEP is a measure of theperformance of any engine irrespective of size or volumetricdisplacement. Condensation during an expansion is generally undesirable because ofpotential equipment damage due to droplet erosion and also because of the resultantdecrease in specific volume. An increase in specific volume results in desirableexpansion work.

WATER INJECTION IN SIX-STROKE ENGINES


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There are fluctuations in the engine-out exhaust temperature from 400 to 600 C. Theexhaust temperature ranges of naturally aspirated gasoline engine is higher, typicallyfrom 450 to 800 C. The total fuel energy consumed during the course of the drivingcycle is approximately 58.5 MJ, or about 1.7 L of unleaded gasoline fuel. The

percentage of fuel energy converted to useful work for this driving cycle (i.e. the vehiclethermal efficiency) is 10.4%. A much larger portion of fuel energy, 27.7%, exits thevehicle in the form of thermal energy in the exhaust, while the remaining 61.9% of theenergy balance consists of energy losses to friction, coolant, and others.

Improving the efficiency of internal combustion engines is an ongoing area of activeresearch. Numerous designs have been proposed based on the traditional Otto orDiesel cycles, and all of these include four sequential thermodynamic processes orstrokes of the piston. These are the following strokes:1) airfuel intake2) airfuel compression

3) post-combustion expansion4) exhaust gas dischargeFig. 2 illustrates a graph of the typical four-stroke sequence for an Otto cycleFig. 3 illustrates the corresponding P-V diagram.

The modified cycle proposed here adds two additional strokes that increase the workextracted per unit input of fuel energy. These additional strokes involve trapping andrecompression of some of the exhaust from the fourth piston stroke, followed by a waterinjection and expansion of the resulting steam/exhaust mixture. The residual exhaustgas is trapped in the cylinder by closing the exhaust valve earlier than usual, i.e., wellbefore the top dead center (TDC).Energy from the trapped, recompressed exhaust gases is transferred to the liquid water,causing it to vaporize and increase the pressure. This added pressure then producesmore work from another expansion process. The steamexhaust gas mixture isexpelled to ambient pressure near the point of maximum expansion.The modified sequence of strokes is illustrated in Fig. 4, and the correspondingpressurevolume trace is shown in Fig. 5.


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IMPORTANT PARAMETERS FOR WATER INJECTION PROCESS

There is one parameter that is important to the feasibility of this concept, and that is the

temperature of the pressurized water injected. It is observed that the engine coolantheats the injection water to a temperature of approximately 100 C with a heatexchanger in the coolant circuit. The injection water is moderately pressurized toprevent the water from boiling in the heat exchanger, and pumped to the higherpressure necessary for in-cylinder injection. The sensitivity of the MEP (Mean EffectivePressure) steam to this temperature is noticeable. Calculations with the thermodynamicmodel for injection water temperatures of 25 C showed an MEP steam performancedecrease of 40% as compared to a water injection temperature of 100 C and an MEPsteam performance increase of 40% if the injection water were heated to 175 C.Because it should be relatively easy to heat the injection water to 100 C with a liquid toliquid heat exchanger transferring heat from the engine coolant, the 100 C case is

presented here. Although heating the water beyond 100 C is feasible with eitherexhaust gas or an external combustion heater, this would require a gas-to-liquid heatexchanger and would require additional engineering considerations beyond the verysimple liquid-to-liquid heat exchanger. Thus only the 100 C water injection temperatureis considered for now.


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It is also important to note that this is an idealized thermodynamic model andseveral assumptions were made that may not hold true in a real engine system:

1. It is assumed that water injection, vaporization, and perfect homogeneity areinstantaneous. In a real engine system, the vaporization and mixing processes will take

a finite time, which could result in a lower power output.

2. Assumptions were made to prevent the in-cylinder temperature from being lower thanthe dew point and the in-cylinder temperature from being less than 1 bar. Theseconstraints may not be realistic in a real engine when higher temperatures may beneeded to prevent condensation throughout the exhaust, and to maintain properfunction of exhaust after treatment equipment.

3. The thermodynamic modeling does not account for heat transfer between thecombustion chamber walls and the cylinder contents. Some heat transfer will occurduring the course of the engine cycle, but the thermodynamic modeling shows that

there is a sufficient amount of heat in the exhaust gas for the steam cycle withoutextracting any heat from the walls directly.

FACTORS AFFECTING THERMAL EFFICIENCY AND FUEL CONSUMPTION

1) The heat that is evacuated during the cooling of a conventional engines cylinderhead is recovered in the six-stroke engine by the air-heating chamber surrounding thecombustion chamber.

2) After intake, air is compressed in the heating chamber and heated through 720degrees of crankshaft angle, 360 degrees of which in closed chamber (externalcombustion).

3) The transfer of heat from the very thin walls of the combustion chamber to the airheating chambers lowers the temperature and pressure of the gases on expansion andexhaust (internal combustion).

4) Better combustion and expansion of gases that take place over 540 degrees ofcrankshaft rotation, 360 of which is in closed combustion chamber, and 180 forexpansion.

5) The glowing combustion chamber allows the optimal burning of any fuel andcalcinate the residues.

6) Distribution of the work: two expansions (power strokes) over six strokes, or a thirdmore than the in a four-stroke engine.

7) Better filling of the cylinder on the intake due to the lower temperature of the cylinderwalls and the piston head.


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In the six stroke engine the 360 degree of the cam has been divided into 60 degreeamong the six strokes. The exhaust cam has two lobes to open the exhaust valve atfourth stroke (first exhaust stroke) and the sixth stroke to push out the steam.

Now talking about the cam follower, the bottom shape of regular follower has the flat

pattern, which is suitable with the normal camshaft for four stroke engine. When

reducing the duration of valve opening from 900 degree to only 600 degree the shape of

the follower must be changed from flat to roller or spherical shape. And after all these

modifications the engine was checked and it resulted as a smooth six-stroke engine

which was running smoothly with six-stroke cycles.

3) Cam follower modificationThe bottom shape of regular follower has the flat pattern, which is suitable with thenormal camshaft for four stroke engine. When reducing the duration of valve openingfrom 9000 to only 6000 the shape of the follower must be changed from flat to roller orspherical shape.

ADVANTAGES OF SIX-STROKE ENGINES OVER FOUR-STROKE ENGINES

1. In 6 stroke engine there can be a reduction in fuel consumption by approximately

40%. This is because there is an operational efficiency of about 50%. Due to two

additional strokes there is an increase in the thermal efficiency of the engine which

compensates for the lesser specific power of the 6 stroke engine against the 4 stroke

engine.

2. Since the work cycles occur on two strokes (360 out of 1080 ) or 8% more than in a4 stroke engine (180 out of 720 ), the torque is much more even in a 6 stroke engine.This lead to very smooth operation at low speed without any significant effects onconsumption and the emission of pollutants, the combustion not being affected by theengine speed. These advantages are very important in improving the performance ofcar in town traffic.


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3. Due to reduction in fuel and specific consumption there is a considerable reduction innoise, chemical and thermal pollution. Also the design of the engine itself helps to lowerthe HC, CO and NOX emissions.It also has the ability to run in oils of vegetable origins and weakly pollutant gases which

will help to reduce pollution.

4. The 6 stroke engine can be use fuels of different types and origins ranging from fossilor vegetable, diesel, LPG or animal grease. The difference in the inflammability or theantiknock qualities of the fuel does not present a large problem in combustion. Also thelight and standard petrol engine construction of the six stroke engine does allow us touse diesel as a fuel.

5. A petrol-methanol mixture can be used as a dual fuel in the 6 stroke engine. Themethanol present in the second combustion cycle helps to practically eliminate soot andnitrous oxide.

6. The basis for the 6 stroke engine remains same as that of the 4 stroke engine and allthe technological experiences and production methods for the 4 stroke engine remainunaltered for the 6 stroke one. Also the cost of modification to the cylinder head(combustion chamber and heating chamber) is balanced by the simplification of severalelements particularly by the lightening of the moving parts, the reduction of thecooling system, the simplification of direct injection with no spark plug, etc.

7. There is better scavenging in the 6 stroke engine.

8. There is a lower overall engine temperature in a 6 stroke engine as compared to 4stroke engine. Therefore it is easier to maintain the optimum level of temperature forbetter engine performance.

9. There is a lesser level of friction among the various parts of the 6 stroke engine ascompared to the 4 stroke engine. Therefore there is less wear and tear and a longer life.

DISADVANTAGES OF SIX-STROKE ENGINES

1. The break power and indicated power per cycle per cylinder of a 6 stroke engine

is comparatively lesser than that of a 4 stroke engine.

2. The 6 stroke engine is a bulky engine and requires a lot of space. This increasein engine size is due to the increase in the number of cylinders and due to

additional parts required for its working.

3. The cost of manufacturing of 6 stroke engine is high as compared to the 4 stroke

engine due to its intricate design and many more parts and chambers.


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4. The camshaft and cam follower design for a 6 stroke engine is more complex

than a 4 stroke engine.

References

1. Oak Ridge National lab, Knoxville, USA

http://info.ornl.gov/sites/publications/Files/Pub15584.pdf2. Technologies to recover exhaust heat from internal combustion engines

http://www.sciencedirect.com/science/article/pii/S1364032112003474 3. Velozeta Six Stroke Model, Sree Narayana Gurukulam of Engineering

http://dspace.sngce.ac.in/bitstream/handle/123456789/1807/55-

Eldhose%20Paul-Six%20Stroke%20Engine-2.pdf?sequence=1 4. A Six-Stroke, High-Efficiency Quasiturbine Concept Engine With Distinct,

Thermally-Insulated Compression and Expansion ComponentsBy George Marchetti and Gilles Saint-Hilairehttp://www.energycentral.com/reference/whitepapers/102265/

5. 2010 2nd International Conference on Mechanical and Electronics Engineering

(ICMEE 2010)

http://1000projects.org/mechanical-seminar-on-six-stroke-engine.html

6. International Journal of Engineering Research & Technology (IJERT)http://www.ijert.org/view.php?id=5620&title=six-stroke-engine

7. Computer controlled multi-stroke cycle power generating assembly and method

of operation

By Satnarine Singh

http://www.google.com/patents/US7021272

8. Multi-stroke cylinder operation in an internal combustion engine

ByDonald J. Lewis,John D. Russell,Nate Trask,Thomas W. Megli

http://www.google.com/patents/US7401606 9. Patent of Six Stroke Internal Combustion Engine

By Gerhard B. Schmitz

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10. Patent of Engine with a six-stroke cycle, variable compression ratio, and constant

stroke

By Gregory J. Larsen


11. 15 th Int. AMME Conference, 29-31 May, 2012

http://umpir.ump.edu.my/2688/1/maisara_six_stroke_engine_arrangement.pdf

12. International Journal for Engineering Applications and Technology

Bruce crowers six-stroke engine

By Kishor Gite, Pawan Bobade, Kumar Dibyanshu

13. Thermodynamic Analysis, Testing and Evaluation of a 6 Stroke Engine

Undergraduate Awards of Ireland and Northern Ireland

14. Working of Six Stroke Engine

By Shashank Sharma

International Research Journal of Humanities, Engineering & Pharmaceutical

Sciences

15. Experimental study of six-stroke engine for heat recovery

By Faculty of Mechanical Engineering

University Malaysia Pahang

16. Camshaft design for a six-stroke engine

By Faculty of Mechanical EngineeringUniversity Malaysia Pahang

17. Method for the transformation of thermal energy into mechanical energy by

means of a combustion engine as well as this new engine

Patented by Roger Bajulaz

18. Internal combustion engine

Patented by Roger Bajulaz

19. A highly efficient six-stroke internal combustion engine cycle with water injectionfor in-cylinder exhaust heat recoveryBy James C. Conklin, James P. Szybist
http://www.google.com/patents/US4736715http://www.google.com/patents/US4736715http://umpir.ump.edu.my/2688/1/maisara_six_stroke_engine_arrangement.pdfhttp://umpir.ump.edu.my/2688/1/maisara_six_stroke_engine_arrangement.pdfhttp://umpir.ump.edu.my/2688/1/maisara_six_stroke_engine_arrangement.pdfhttp://www.google.com/patents/US4736715


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SUMMARY

Exhaust gas compression, water injection at top centre, and expansion were amodification to recover energy from two waste streams that adds two strokes to theideal four-stroke internal combustion engine. The additional two strokes requiresubstantial modifications to the exhaust valve operation as well as a manner to injectwater directly into the combustion chamber.The hardware necessary to accommodate these modifications to an internal combustion

engine is currently available, although significant research is needed to develop the

concept.

These concepts have a great way to utilize the waste heat which normally gets wasted.

These concepts has the potential of a substantial increase in fuel efficiency over

existing conventional internal combustion engines while potentially not decreasing the

power density significantly

BENEFITS:1) 40% more efficiency(less fuel consumption) regular engine 30%

2) Reduction of exhaust emissions due to less fuel being consumed. Up to 50 % lessemission.

3) No need of extra cooling system- Free of a radiator and its associated air ducting,fan, plumbing, coolant.

4) No need of catalytic converter(cling on hydrocarbons)

5) Compression ratio 13-to-1 can be achieved.

6) Longer service intervals possible due to lower operating temperatures

LIMITATIONS:1) Wrong time water injection during the six-stroke cycle can result damage to theengine due to the instant expansion force created.

2) Will have to carry as many as gallons of water as fuel. That cause engine more bulky

than normal 4 stroke engine.3) Keeping water from freezing will be another challenged.

4) Water causes scale and sludge formed in the water tank required water must purify.

5) Increase in engine weight and complexity


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