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This document is available at

www.quasiturbine.com/QuasiturbineKALPESHPRADHAN0512.doc

Seminar Report

Quasiturbine Future Trends

in

Automobile Engine

By

PRADHAN KALPESH HEMANT (B.E MECHANICAL)

N.D.M.V.P.S.s COLLEGE OF ENGINEERING

GANGAPUR ROAD, NASIK - 422013 INDIA

[email protected] [email protected]

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http://www.quasiturbine.com/QuasiturbineKALPESHPRADHAN0512.docmailto:[email protected]:[email protected]://www.quasiturbine.com/QuasiturbineKALPESHPRADHAN0512.docmailto:[email protected]:[email protected]


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January 2006

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ABSTRACT

The inventors have made a systematic analysis of engine concepts, their value,

their weaknesses, and their potential for improvement. All improvement ideas

converged when they suggested making a turbo-shaft turbine having only one

turbine in one plane... In order to achieve that, the inventors had to attach the

turbine blades one to another in a chain like configuration, where the rotor acts as

compressor for a quarter of a turn, and as engine the next quarter of a turn... This is

the Quasiturbine! www.quasiturbine.com

Many researches are going on to increase energy efficiency on the long term with

piston, hydrogen, fuel cell... Hybrid concepts are ways to harvest part of the "low

power efficiency penalty" of the piston engine used in vehicle, but counter-

productive measures limit the long term perspective until they could efficiently

fuel from the electrical grid. None of these solutions are short term stable and

competitive.

The Quasiturbine in Beau de Rocha (Otto) cycle is a relatively simple technology

which could be widely used within a few years with substantial efficiency benefits

over piston engines in many applications. Large utility plants convert energy more

efficiently than small distributed units and should be favored when possible, but on

the long term, the Quasiturbine detonation engine (AC model with carriages) is one

of the very few means to match utility efficiency the distributed way, while being

as chemically clean as possible.

By opposition to dozens of new engine designs, the most important at this time

about the Quasiturbine is the fact that it does unknot a new field of development

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and offers means to achieve what no other engine design has suggested or is able

to, and specially for detonation where piston engine has failed for over 40 years...

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INDEX

What is Quasiturbine?

How it works?

How does it turn?

Why is the Quasiturbine Hydrogen Engine

superior to conventional IC engine?

Advantages of Quasiturbine

Applications of Quasiturbine

Conclusion

References

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What is Quasiturbine?

The Quasiturbine (Qurbine) is a no crankshaft rotary engine having a 4 faces

articulated rotor with a free and accessible center, rotating without vibration nor

dead time, and producing a strong torque at low RPM under a variety of modes and

fuels. The Quasiturbine design can also be used as an air motor, steam engine, gas

compressor or pump. The Quasiturbine is also an optimization theory for

extremely compact and efficient engine concepts

How it Works

In the Quasiturbine engine, the four strokes of a typical cycle de Beau de Rochas

(Otto) cycle are arranged sequentially around a near oval, unlike the reciprocating

motion of a piston engine. In the basic single rotor Quasiturbine engine, an oval

housing surrounds a four-sided articulated rotor which turns and moves within the

housing. The sides of the rotor seal against the sides of the housing, and the corners

of the rotor seal against the inner periphery, dividing it into four chambers.

Quasiturbine

combustion cycle

Intake (aqua),

Compression (fuchsia),

Combustion (red),

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Exhaust (black).

A spark plug is located

at the top (green)

As the rotor turns, its motion and the shape of the housing cause each side of the

housing to get closer and farther from the rotor, compressing and expanding the

chambers similarly to the "strokes" in a reciprocating engine. However, whereas a

four stroke piston engine produces one combustion stroke per cylinder for every

two revolutions, the chambers of the Quasiturbine rotor generate height

combustion "strokes" per two rotor revolutions; this is eight times more than a

four-strokes piston engine.

Because the Quasiturbine has no crankshaft, the internal volume variations do not

follow the usual sinusoidal engine movements, which provide very different

characteristics from the piston or the Wankel engine. Contrary to the Wankel

engine where the crankshaft moves the rotary piston face inward and outward, each

Quasiturbine rotor face rocks back and forth in reference to the engine radius, but

stays at a constant distance from the engine center at all time, producing only pure

tangential rotational forces.

The four strokes piston has such a long dead time, its average torque is about 1/8 of

the peak torque, which dictate the robustness of the piston construction. Since the

Quasiturbine has not dead time, average torque is only 30% lower than the peak

torque, and for this reason, the relative robustness of the Quasiturbine need be only

1/5 of that of the piston, allowing for an additional engine weight saving...

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Why does it Turn?

This diagram show the force vector in a Quasiturbine when one or two opposed

chambers are pressurized either by fuel combustion, or by external pressure fluids.

Because the pressure vectors are off center, the Quasiturbine rotor experiences a

net rotational force. It is that simple!

Quasiturbine as an Imminent Solution

Many researches are going on to increase energy efficiency on the long term with

piston, hydrogen, fuel cell... Hybrid concepts are ways to harvest part of the "low

power efficiency penalty" of the piston engine used in vehicle, but counter-

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productive measures limit the long term perspective until they could efficiently

fuel from the electrical grid. None of these solutions are short term stable and

competitive.

The Quasiturbine in Beau de Rocha (Otto) cycle (Model SC without carriages) is arelatively simple technology which could be widely used within a few years with

substantial efficiency benefits over piston engines in many applications. Large

utility plants convert energy more efficiently than small distributed units and

should be favored when possible, but on the long term, the Quasiturbine detonation

engine is one of the very few means to match utility efficiency the distributed way,

while being as chemically clean as possible.

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QT-AC (With carriages) is intended for detonation mode,

where high surface-to-volume ratiois a factor attenuating the violence of detonation.

By opposition to dozens of new engine designs, the most important at this time

about the Quasiturbine is the fact that it does unknot a new field of development

and offers means to achieve what no other engine design has suggested or is able

to, and specially for detonation where piston engine has failed for over 40 years...

Why is the Quasiturbine Hydrogen Engine

superior to conventional IC engine?

Piston Deficiencies

Piston engine deserves respect and should not be arbitrary and globally condemns.

However it has deficiencies that no one seems to be willing to list? Here is our list

of the main conceptual piston engine deficiencies:

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The 4 engine strokes should not be of equal duration.

The piston makes positive torque only 17 % of the time and drag 83 % of the

time.

The gas flow is not unidirectional, but changes direction with the piston

direction.

While the piston descents, the ignition thermal wave front has hard time

trying to catch the gas moving in that same direction.

The valves open only 20 % of the time, interrupting the flows at intake and

at exhaust 80 % of the time.

The duration of the piston rest time at top and bottom are without necessity

too long.

Long top dead center confinement time increase the heat transfer to the

engine block reducing engine efficiency.

The non-ability of the piston to produce mechanical energy immediately

after the top dead center.

The proximity of the intake valve and the exhaust valve prevents a good

mixture filling of the chamber and the open overlap lets go some un-burnt

mixture into the exhaust.

The non-ability of the piston to efficiently intakes mixture right after the top

dead center.

The piston does not stand fuel pre-vaporization, but requires fuel

pulverization detrimental to combustion quality and environment.

The instantaneous torque impulse is progressive, and would gain to have a

plateau.

The components use factor is low, and those components would gain to be

multifunctional.

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The average torque is only 15 % of the peak torque, which imposes a

construction robustness for the peak 7 times the average.

The flywheel is a serious handicap to accelerations and to the total engine

weight.

The connecting rod gives an oblique push component to the piston, which

then requires a lubrication of the piston wall.

The lubricant is also heat coolant, which requires a cumbersome pan, and

imposes low engine angle orientations.

The need of complex set of valves, of came shaft and of interactive

synchronization devices.

The valves inertia being a serious limitation to the engine revolution.

The heavy piston engines require some residual compressed gas before top

dead center to cushion the piston return.

The internal engine accessories (like the came shaft) use a substantial power.

The poor homo-kinetic geometry imposes violent accelerations and stops to

the piston.

Complete reversal of the flows from intake to exhaust.

Quite important noise level and vibration.

At low load factor, the intake depressurization of the Otto cycle dissipates

power from the engine (vacuum pump against the atmospheric pressure).

Without being pretentious, the fact is that the Quasiturbine corrects or improves

each of these deficiencies.

Side by Side

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Like the piston engine, the Quasiturbine is a volume modulator of high intensity,

and acts as a positive displacement engine. Here is a diagram showing the Piston

and the Quasiturbine side by side.

Quasiturbine may compare 1 to 1 by displacement,

but 1 to 8 by total intake fuel-mixture volume and power,

because the chambers are used 8 times more often by revolution.

Better torque continuity and acceleration (exceeds even the 2 strokes engines): The

crankshaft and the flywheel are the main obstacle to engine acceleration, and since

the flywheel are unable to store energy at low rpm, the engine torque at idle is

highly handicapped by the engine dead times. The piston of a 4 strokes engine

works in power mode about 120 degrees / 720 degrees (2 turns), and thus

constitutes a drag 80 % of time, period during which the flywheel assumes arelative torque continuity. The Quasiturbine has jointed torque impulses, and

presents a profile of almost flat torque characteristics, without the assistance of a

flywheel (Quasiturbine torque continuity would compare to a 16 or more pistons

conventional engine).

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Low revolution - Reduction of gearbox ratio: The gear boxes are evils necessary

(expensive, complicated, delicate, and energy consuming). The RPM required by

the human activity are generally lower that the performance optimum speed of the

engines (e.g.: an automobile wheel generally does not rotate to more than 800 or

1000 RPM, which is 4 to 5 times less than the engine RPM). As the Quasiturbine

turns 4 to 5 times less quickly than the other engines (including the Wankel), the

gear boxes can often be removed (amongst other things in the field of transport)

with an increase in efficiency.

Continuous combustion with lower temperature: As the Quasiturbine strokes are

jointed (what is not the case with the Wankel), the lighting is necessary only in

launching, since the flame transfers itself from one chamber to the following. The

thermalisation of the Quasiturbine by contacts with rollers (Model AC) is more

effective, and prevents hot point. From the thermal point of view, the Quasiturbine

does not contain any internal parts requiring coolant fluid (like oil).

Better overlaps: The intake and exhaust ports being at different ends of the

combustion chamber, it is possible to do a better filling of the chamber by having a

simultaneous open overlapping of the two ports, without risking that a portion of

the intake gas goes into the exhaust, as it is the case with the piston engine.

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Power Density

Here is a table comparing engines (order of magnitude only) on the basis of same

combustion chamber volume and same rpm.

Quasiturbine model of series AC (with carriages)

Same chamber displacement, same rpm.

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High power density engine: The Wankel is already known as a high power density

engine. At comparable power, the Quasiturbine presents an additional reduction of

volume. Integrated into a use, the density factor is even more impressive (no

flywheel, less gear box ratio, optional central shaft...). Because of its quasi-

constant torque, the use factor of the intake and exhaust pipes is 100 % (still better

than the Wankel), implying tubes of smaller dimension, etc.

Same dynamic power range than piston engines: Just a word to recall that the

conventional gas turbines are conceived for a precise aerodynamic flow, and do not

offer a wide power range with reasonable efficiency. For its part, the Quasiturbine

does not use aerodynamic flow characteristic on the blades, and keeps its excellent

efficiency on a wide power range. It is the same when the Quasiturbine is propelled

by steam, compressed air, or by fluid flow (Plastic Quasiturbine for hydro-electric

centrals, etc).

Same range of nominal power: As the piston engines, the Quasiturbines can be

made tiny or huge. Due to concept simplicity and the absence of gears, the small

units should be still more tiny than piston engines or Wankel. On the other hand,

nothing limits the construction of huge Quasiturbines like for ship power, fix

power plan stations, or large Quasiturbines for thermal power plan or nuclear,

using steam or hydraulic.

Efficiency

More effective conversion into mechanical energy: Engines that use crankshaft

generate sinusoidal volume impulses during which the piston stays a relatively

long time at the top while it decelerates and reverses direction, and stays briefly at

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mid-course, which is contrary to the logic of a better engine (Compression

impulses should be as short as possible, and the stay at mid-courses the longest

possible for a better mechanical energy extraction). On the other hand, the

Quasiturbine is more effective because it has less engine accessories to operate (no

valve, rocker, push rod, cam, oil pump...).

In addition, the piston engine suffers from the symmetry of the back and forth

piston movement. Ideally, the piston should have a longer displacement for the

expansion (extracting the most possible mechanical energy), and smaller for the

admission, without reduction of volume. The Quasiturbine has this asymmetry by

compressing the mixture in a smaller angular zone, and by using a greater angular

displacement for the expansion. The admission stroke of the piston presents also a

major defect in the sense that it is taking-in little volume initially and most at mid

course, which does not leave much time to the mixture to enter the cylinders (The

role of turbo is essentially to correct this default); for its part the Quasiturbine

admits a significant volume initially and leaves much more time to flow for a

better effective filling which can even be extended in the next cycle without flow

back (In this case, the turbo would be a real improvement, and not a default

correction). At the time of the expansion, this same defect of the piston stroke does

prevent the piston to extract mechanical energy at the beginning of the stroke,

which the Quasiturbine manages to do.

Also, with the Quasiturbine the gearbox can often be removed with an increase in

efficiency, to which the reduction of weight can also contribute. An other

fundamental improvement over the piston is the intake and expansion

characteristics. Contrary to the piston which must release its residual pressure at

the end of the expansion to avoid counter push, the Quasiturbine asymmetry

defines a post-expansion confinement zone in which the residual pressure can be

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maintained without slowing down the rotation, and during which gas treatment can

be done, and the residual energy can be extracted, either through a turbine or in

building up a compress gas reserve.

Multi-fuel and Multi-mode

The Quasiturbine can be fed (if adapted) by a whole fuel range going from

methanol to Diesel oils, including the kerosene, natural gas and possibly hydrogen.

The Quasiturbine shows characteristics superior than the 2 strokes engine, with a

quality of the exhausts better than the 4 strokes engine.

Not sensitive to the detonation: The piston stroke does not allow a rapid increase in

the volume of the expansion chamber in the vicinity of the T.D.C., and

consequently badly supports the detonation. The Quasiturbine (specially the AC

model with carriages) reacts better to the detonation thanks to an earlier expansion

process (which means the end of additives to increase the octane rate of gasoline).

Moreover, since the blow occurs at the time of the robust square configuration of

the blades, and because there is no load transfer on a central shaft, the Quasiturbine

is candidate with the detonation driving mode.

Compatible with hydrogen: The high inflammability of hydrogen imposes on "

hydrogen " engine (over 15 % hydrogen) a stratified admission chamber distinct

from the combustion chamber (which disqualifies somewhat the piston engines).

The Wankel engine success for direct hydrogen combustion comes from its intake

and combustion stratification, which results mainly from early intake (like

Quasiturbine) and its excessive volume during expansion (with an efficiency lost).

The Quasiturbine engine offers the same hydrogen advantage without the lost of

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efficiency. The Quasiturbine meets the fundamental criteria imposed by the

"hydrogen" engine of the future (cold intake area, stratified intake, reduced

confinement time, low sensitivity to detonation, less polluant, robust and energy

efficiency), and even surpasses the Wankel in this respect, since the intakes are

separated by 3 strokes instead of two. Frequent instabilities in the combustion of

hydrogen should not appreciably affect the Quasiturbine as it is not sensitive to

detonation.

Mechanical

Robust and reliable construction: The Quasiturbine does not present the critical

sealing problem of the Wankel where the 3 seals at the top of a triangle (Apex)

meet the housing profile with a variable angle around the normal (-60 degrees with

+60 degrees). As the seals of the Quasiturbine are assembled on a swivel carrier,

they are almost normal (perpendiculars) to the perimeter profile in all time. The

rotary engines are generally active between a robust external housing and a central

shaft assembled mounted on good bearings, able to take the load on the shaft

created by the pressure during combustion. For its part, the Quasiturbine requires

only one robust external profile, on which is also applied the load created by the

pressure during combustion; the central shaft is optional and is only needed to

transfer the torque when necessary. Moreover, contrary to the Wankel, the

Quasiturbine does not require any synchronization gears (fragile, complicated,expensive to build, and prone to lubrication and wear!), nor a lighting

synchronization system (particularly if one makes use of the continuous

combustion option). In addition, the average torque of a 4 strokes piston engine

does not exceed 15 % of the maximum instantaneous torque (which dictates the

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required engine strength), while for the Quasiturbine the average torque is equal at

90 % of the maximum torque, thus illustrating the substantial internal stress

reduction and the unique homo-kinetic quality of the Quasiturbine.

Submersible, because no crankcase or lubricant coolant: Lighting (piezo electric) is

necessary only in launching, since the transfer of flame is done from one chamber

to the following. Consequently, the Quasiturbine engine can be immersed without

fearing an electric lighting breakdown, nor a water infiltration in the crankcase (the

Quasiturbine does not have one). The Quasiturbine is thus an ideal engine for use

in hostile environment (for example, in boat propulsion, the blades of the propeller

could be directly welded to the rotor, and the whole engine immersed, which also

has the advantage of lowering the center of gravity). The use of high technology

(ceramic) seals makes it possible to conceive a Quasiturbine without any

lubrication, and without maintenance.

Electric integration: The Quasiturbine allows for the first time a real monolithic

integration of the electric generator with fuel engines (highly in demand for the

hybrid applications, and without vibration). Since the center of the Quasiturbine is

free, the motionless electrical components can be located on the central core and

the peripheral stator. Only the intermediate area is in rotation. Reciprocally, if the

electrical components are part of a motor, the Quasiturbine becomes an integrated

electric motor-driven pump, or a Bi-energy power group.

Advantages of Quasiturbine

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Matching Engine With Application

Engine efficiency is a large domain of activity which extends far beyond engines.

For example, the presence of an engine in a vehicle adds accessories and weights

which have to be carried by the power of that same engine (the net usable power is

reduced by the presence of the engine itself). The presence of the engine is a

necessity, but also a factor of inefficiency. The ideal vehicle would not bother to

have an onboard engine! This is to show that not only engine efficiency is

important on the bench test, but must also reduce to the minimum its self-

inefficiency in application.

It would be worthless to have a 70 % efficiency gas engine for mobile application,

if such a 30 HP engine would weight 3 tons! However, this could still be valuable

for stationary applications. Engine needs to be properly matched in all application,

and the most versatile wins!

QT Particularities

Quasiturbine engines are simpler, and contain no gears and far fewer moving parts.

For instance, because intake and exhaust are open ports into the walls of the rotor

housing, there is no valve or valve trains. This simplicity, small size and weight

allow also for a saving in construction costs. Because its center of mass is

immobile during rotation, the Quasiturbine has very little or no vibration. Due to

the absence of dead time between strokes, the Quasiturbine can be driven by

compressed air or steam without synchronized valve, and also with liquid as

hydraulic motor or pump. Other advantages include high torque at low rpm,

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combustion of hydrogen, and compatibility with detonation mode in Quasiturbine

with carriages. Pneumatic and steam optimum efficiency independent of the rpm

and the load is also quite a unique characteristic.

Efficiency Considerations

Not all engines are or need to be equally efficient. A military strategic application

may require an engine lifetime to be only few seconds, and not care about

efficiency. At the opposite, a space craft Stirling engine may command for

extremely high efficiency. Generally, economic considerations balance the value of

the engine with the value of the energy flowing into it over its lifetime. This

command substantial efficiency for automotive or stationary applications having

high use factor over years.

Since the efficiency is closely tied to the application and cannot be fully

appreciated outside a specific integration, the efficiency criteria are not always

obvious to apply. For example, one of the paradoxes of today hybrid vehicle

concept is: How much additional equipment can be added to a vehicle to reach the

point where this equipment has worthless net saving effect in actual application? In

many applications, torque, rpm, or power modulation capability become a

dominant criteria.

High Torque Versatility

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Several engines may match in power, but not in rpm or torque. Gas or steam

turbines may rotate over 10,000 rpm, but if the user needs the power at 900 rpm, an

other kind of engine may be more suitable?

Human need is generally low rpm. For example, a car wheel on the highway turns

around 800 to 1400 rpm. Gearboxes are used to match torque and rpm with engine,

but they are costly, sensitive, heavy, energy consuming and maintenance

intensive... There is a strong demand for high torque at low rpm, a condition not

easy to produce directly within an engine. The Quasiturbine is exceptional in this

regard.

Power Modulation Capability

Contrary to the conventional turbine, pneumatic and steam Quasiturbine optimum

efficiency is optimum in a large gap of rpm and load, which is also a quite unique

characteristic highly in demand in the world of engine. For solar steam plant for

example, the same Quasiturbine driven generator can work efficiently at peak

power, as well as at overnight idle power, or at variable sunny conditions!

Light and Compact

Airplanes. Nowhere a high specific engine power is so welcome. Zero vibration is

also a great advantage to reduce fatigue and instrument failure in airplanes.

Compact engine also means a reduce drag cross-section and faster planes. The

Quasiturbine is also most suitable for portable tools, generator. Vehicle also

benefits from the light and compact characteristics of the Quasiturbine, which

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permits new innovative layouts and power train setup (Because the Quasiturbine

can run in all orientation, it could be mounted straight on a differential shaft

oriented upward, or better, concentric to the wheel shaft because the Quasiturbine

center is free of any mechanism).

Environmental

Where environmental conditions command a zero pollution engine, the pneumatic

and steam Quasiturbine can provide a practical solution, like inside-shop, or in

underground mines.

Vibration is an important environmental factor for hand tools like chainsaws,

which the Quasiturbine can reduce to zero.

Multi-fuel is also an environmental consideration in countries where gas and diesel

is not currently available, or where imports are out of price.

Hydrogen: Not Zero Pollution

Excludes NOx and H2S environmental concerns. Fossil fuel contains carbon and

hydrogen. Carbon combustion produces CO2 which the photosynthesis fixes the

carbon into the biomass, and returns the O2 to the atmosphere. Hydrogen

combustion fixes the O2 from the air into water, which oxygen is also liberated

back in the atmosphere by photosynthesis. Since there is not enough

photosynthesis to digest all the CO2, there is not enough either do process all this

synthetic water. Massive hydrogen use has the net effect of removing oxygen from

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the atmosphere of our planet and fixing it into water. CO2 problem is not

dissociable from Oxygen depletion. Hydrogen produced from water (avoiding

electrolyses degradation of precious electricity) will do the same if the oxygen is

not liberated to the atmosphere at the time of production, which is unlikely,

considering that oxygen is precious for industrial process and will rather be fixed

by other chemical process, unless we could not make use of all the massive

quantity produced?

As a result, unless oxygen is made free to the atmosphere when produce, we can

not say that transforming hydrogen into water vapor (including by combustion or

fuel cells) is pollution free, when 2H does definitively removed 1 precious

oxygen atom form the surface of our planet! (Some calculation show this is not

an issue, but?). Both CO2 and oxygen depletion are concerns. Synthetic fuel made

out of CO2 from the air or other environment would be more neutral and

acceptable - However, where will the energy to do that come from?

Engine Pollution

Pneumatic, steam, Stirling and hydrogen engines may not produce much pollution

at their level, but a critical look must nevertheless be given to the anterior stages of

the energy cascade. Combustion engine pollution goes from liberating the CO2 by

fossil fuel combustion (CO2 could be pollution free only if captured initially by

synthetic fuel manufacturing process), nitrogen oxides production, particulates,

lubrication, excess heat, noise, vibration, environmental recycling... Excess thermal

pollution is also part of the concern.

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Quasiturbine CO2 reduction

The CO2 is the prime consequence of using fossil fuel, a by-product that even a

perfect engine will not be able to circumvent (CO2 could be pollution free only if

captured initially by synthetic fuel manufacturing process). For a given amount of

net energy needed, a CO2 reduction can only be obtained by an increase in engine

efficiency. The Quasiturbine increases the efficiency in several ways with

substantial reduction in CO2:

Because it does not have internal accessories to drive, like the piston cam

shaft and valve train, less fuel is burn to satisfied the need of the end users. Because of the shaping of the volume pressure pulse, the thermodynamic of

the Quasiturbine can be far superior, and required less fuel.

Because the engine weight is about 1/4 that of a piston, less fuel is needed in

many applications.

Because the Quasiturbine is a high torque low rpm engine, no fuel is needed

and lost in the transmission gears.

Because the Quasiturbine can be made of large size and modulated in power,

it could cut utilities fuel consumption or co-generation steam.

Because the Quasiturbine (AC model with carriages) has the potential to run

in detonation mode, 50 % fuel saving in transportation application could be

reach.

Other Environmental Benefits

The environmentally friendly Quasiturbine engine helps mitigate several user

inconveniences:

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Atmospheric gas pollution - Having a reduced combustion confinement

time, the NOx are produced in lower concentration.

Thermal pollution - Having an early mechanical extraction capability, less

thermal energy is released in the environment.

Noise pollution - Having 4 combustions per rotation, and due to a longer gas

relaxation chamber, noise is reduced by a factor of 20 or more!

Vibration pollution - Vibrations are responsible for billions of $ of

breakdown everywhere. Dr. Raynaud vibration syndrome is affecting

thousands of wood workers and truck drivers. The Quasiturbine is a

vibration free engine.

Oil free engine - Lubrication is source of pollution. The Quasiturbine has

potential to be an oil free engine.

Steam and pneumatic power source - Where pollution free engine is suitable,

the Quasiturbine is a superior and efficient gas expander. The Quasiturbine

is also suitable for co-generation projects.

The Quasiturbine engine is ideal for solar thermal station using close liquid-

vapor steam circuit.

Hydrogen compatible - Hydrogen fragilises steel, and degrades all oils. The

Quasiturbine has a cool and stratified intake area most suitable for pure

hydrogen engine (lubricant free) combustion.

Photo detonation compatible.

The chemists prefer the detonation combustion, because it is faster and more

complete. Short pressure pulse and fast pressure rising and falling ramp

characteristics make the Quasiturbine ideal for detonation mode. This is the most

important Quasiturbine revolution to expect on the long term.

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An Immediate Environmental Tool

Engines are at the end of the energy chain, and their pollutions are in the most

immediate users environment. Better engines are keys to better environment, not

only because of their own improved efficiencies, but also because any bit a

improvement has directly amplified impacts on all anterior stages of the energy

cascade and industry.

A lot of researches are going on to reduce environmental concerns on the long

term, like hydrogen, fuel cell, high temperature nuclear reactor, nuclear fusion...

Hybrid concepts are ways to harvest part of the "low power efficiency penalty" ofthe piston engine used in vehicle, but counter-productive measures limit the long

term perspective until they could efficiently fuel from the electrical grid. None of

these solutions are short term stable and competitive. The Quasiturbine in Beau de

Rocha (Otto) cycle is a relatively simple technology which could be widely used

within a few years with substantial environmental benefits over the piston engines

in many applications.

Large utility plants convert energy more efficiently than small distributed units and

should be favored when possible. The detonation Quasiturbine engine is one of the

few long term means to match utility efficiency the distributed way, while being as

chemistry clean as possible

More Than an Engine

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The Quasiturbine is much more than an engine. In reference to conventional engine

technologies, each Quasiturbine can be considered as a package comprising as

well:

An engine per say (Compatible with a variety of fuel, including hydrogen,

and with a preference for cheap low octane gasoline in photo-detonation

mode, also possibility of a lubrication free engine).

An energy saver of at least 20 %, which represents thousands of dollars

saving on the engine life.

A vibration damping system of extreme efficiency, which totally reduces the

discomforts (think at chainsaws, motorcycles, RV's or boat's generators,

transportation vehicles, propeller planes ...).

A noise attenuation device several time superior to conventional systems.

A high performance gearbox (8 to 10 % additional savings) having no

weight (other saving having less weight to transport).

An high performance anti-pollution system (non catalytic), giving

considerably more reduction of the NOx level than conventional system.

An anti-gravitation system (well said!) reducing the weight of the engine-

flywheel-shaft-gearbox assembly (without flywheel) by about 70 % compare

to conventional pistons engine.

A densification system, reducing by more than 50 % the engine-flywheel-

shaft-gearbox assembly volume, which leaves more space in the vehicle for

other uses.

An extra-acceleration capability, which offers a more nervous engine to

recreational vehicle operators (be careful!).

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These overall characteristics would be out of reach from conventional

technologies, and have direct and indirect positive economic impacts on the

Quasiturbine product.

Manufacturing cost

Several years ago, manufacturing cost was much higher for non flat or cylindrical

components, which is not anymore the case with the today's modern digital tooling

equipments. The Quasiturbine has much less components that any other engine

concept (no gears, no valve...), and nowhere there is a higher requirement in

material or manufacturing technology. Consequently, all the prerequisites are

satisfied for lower production cost in comparable moderate or high series

production lines.

Global Economic

Not only the Quasiturbine is less expensive to manufacture and to sale, but because

its numerous unique characteristics, it generates savings in:

Application integration design and process;

In use, by direct efficiency improvement;

In co-lateral damages due to vibration;

In maintenance and expected engine lifetime;

In reducing weight and space;

Environmental measures and concerns.

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As an example, in the automobile industry, a car fuel saving over the first 5 years

is likely to exceed the cost of the Quasiturbine itself. This is essentially like

offering consumers a car with a free engine!

Applications

1. vehicles

2. military applications

3. public utilities

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Conclusion

The most important revolution of the Quasiturbine come from its

characteristics (Model AC with carriages) permitting photo-detonation which

occurs at slightly higher compression ratio than the thermal ignition, designated in

the US as "Homogeneous Charge Compression Ignition" HCCI combustion, in

Europe as "Controlled Auto Ignition" CAI combustion, and in Japan as "Active

Thermo Atmosphere" ATA combustion. Even if the subject passionate the

researchers, the thermal and photonic ignition control in the piston is still an

unsolved problem, and possibly a dead-end that the Quasiturbine does overcome!

The Quasiturbine in Beau de Rocha (Otto) cycle (model SC without

carriage) is a relatively simple technology which could be widely used within a

few years with substantial efficiency benefits over piston engines in many

applications. Large utility plants convert energy more efficiently than small

distributed units and should be favored when possible, but on the long term, the

Quasiturbine detonation engine is one of the very few means to match utility

efficiency the distributed way, while being as chemically clean as possible.

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References

WWW.QUASITURBINE.COM

DIESEL PROGRESS USA MAGAZINE, APRIL 2000

EUREKA INNOVATIVE ENGINEERING MAGAZINE,

OCTOBER 1999. (Page no:29-30)

EUROPEAN AUTOMATIVE DESIGN,

SEPTEMBER 1999. (Page no: 72-73)

WWW.VISIONENGINEER.COM

WWW.FUTUREENERGIES.COM

www.invention-europe.com/topx.htm

www.gizmag.com/go/3501

www.visionengineer.com/mech/quasiturbine.php
http://www.quasiturbine.com/http://www.visionengineer.com/http://www.futureenergies.com/http://www.invention-europe.com/topx.htmhttp://www.gizmag.com/go/3501http://www.visionengineer.com/mech/quasiturbine.phphttp://www.quasiturbine.com/http://www.visionengineer.com/http://www.futureenergies.com/http://www.invention-europe.com/topx.htmhttp://www.gizmag.com/go/3501http://www.visionengineer.com/mech/quasiturbine.php

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