Project Report on Quasi Turbine by Ashish Joshi

QUASITURBINE AND ITS FUTURE PRESPECTIVE IN AUTOMOBILE 1

CHAPTER- 1

INTRODUCTION

DEPARTMENT OF MECHANICAL ENGINEERING RIT, ROORKEE


The concept of a quasi turbine engine was introduced by saint hilaire .The Saint-Hilaire family first patented the Quasi turbine combustion engine in 1996. The piston engine is the most common type of engine found in cars. Piston engines have many draw backs when compared according to the power obtained from all the strokes in the cycle. Piston engine is propulsive only 17% of the whole cycle and the pistons drag for the other 83% of the power. This lowers the thermal efficiency drastically. Other disadvantage is the balancing of the engine as it contains many reciprocating parts. The Quasi turbine engine operates more like a rotary engine. Instead of using piston like a typical reciprocating engine a rotary engine uses a triangular rotor to achieve the combustion cycle. The pressure of combustion is contained in a chamber formed by part of the housing on one side and the face of the triangular rotor on the other side. The path of the rotor keeps each of the three rotor peaks in contact with the housing, creating three separate volumes of gas. As the rotor moves around the chamber, each of the three volumes of gas alternately expands and contracts. It is this expansion and contraction that draws air and fuel into the engine, compresses it, makes useful power as the gases expand and then expels the exhaust. Like rotary engines, the Quasi-turbine engine is also based on a rotor-and-housing design. But instead of three blades, the Quasi-turbine rotor has four elements chained together, with combustion chambers located between each element and the walls of the housing.

The main imposing advantages of the quasi-turbine engine are that it allows for photo-detonation. Photo-detonation is a superior combustion mode that requires more compression and greater sturdiness than piston or rotary engines and uses HCCI (Homogeneous Charge Compression Ignition) combustion which results in virtually no emissions and superior fuel efficiency. This is because photo-detonation engines completely combust the fuel, leaving behind no hydrocarbons to be treated by a catalytic converter or simply expelled into the air, which leads to improvement of thermal efficiency .Also balancing of the engine is quite easier as there are no reciprocating parts. Quasi-turbine engine converts the maximum power from a thermodynamic cycle (gasoline, diesel), as crank shaft doesn’t perform the rotary conversion.



1.1 PROJECT PROPOSAL

The proposal of this project /thesis is to overcome the conventional engine’s discrepancy thereby enhancing the power output and efficiency by employing a rotary engine called “QUASITURBINE” in the automobiles and simultaneously protecting the environment with minimal (or 0% pollution in case if compressed nitrogen or water vapour is used as a fuel), which would save a lot of energy, money and also prevent the adverse effect on public health, greenhouse gasses, climatic changes etc.

Though the conventional piston engine is ruling since decades but it still has certain shortcomings/drawbacks, moreover everybody knows that the price of petroleum is rapidly increasing and it will be completely depleted in the next 50 years. This alarms the need for efficient use of this non-renewable resource and we also know that a polluted environment is dangerous for everyone; hence a common answer for these issues is the practical implementation of ecological quasiturbine as an engine (that burns 95-98% of the fossil or alternative fuels and helps save estimated 30-60% energy) in future automobiles.

This remarkable motor was invented by the Saint-Hilaire family in Montréal, Qc, Canada, in 1990 and it was patented in 1997 and 2004. Why is the QT motor able to burn fuels at a rate of 95-98%, while classic motors burn only 60-80% fuel? Because the conception and design of the QT motor applies a basic physics principle: pre-ignition (photo-detonation, autoallumage). Consequently, with the QT motor there will be minimal 2-5% pollution, but 0% pollution with compressed air, liquid nitrogen and water vapour. Therefore, the solution to attain better power, better efficiency etc. with the same cubic capacity, and to save energy and money, as well as to protect the environment is to use the Quasiturbine engine.



1.2 HOW DOES QUASI-TURBINE ENGINE LOOKS LIKE:

Like rotary engines, the Quasi-turbine engine is based on a rotor-and-housing design. But instead of three blades, the Quasi-turbine rotor has four elements chained together, rotating inside a oval shaped 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.

There are actually two different ways to configure this design

(1).QUASI-TURBINE rotor with carriages and

(2)QUASI-TURBINE without carriages.

Let's look at the components of simple Quasi-turbine (WITHOUT CARRIAGES).

QUASI-TURBINE ROTOR WITH CARRIAGES:



CHAPTER-2

Quasiturbine Concept



2.1 Quasiturbine Not a Vane Type

The vane-type pumps are known for their very limited engine torques due to the amplitude of their seal movements, a movement the Quasiturbine brings back to imperceptible. They have also the major geometrical defect of not allowing a high geometric compression ratio, which makes them doubly inapt for combustion engines. The compressible fluid must initially charge in pure lost the residual chamber volume at Top Dead Canter before providing the push, which destroys their efficiency. An efficient positive expansion machine must be capable of very high geometrical compression ratio, reducing the charging loss to nearly zero, and this is one of the multiple Quasiturbine objectives. Furthermore, the Quasiturbine has 2 different compress fluid circuits (vane motor have only one), which double the torque, as well as the specific power density.

2.2 Origin of Quasiturbine Idea

The Quasiturbine researcher team has initially established a list of 30 conceptual piston deficiencies and as many Wankel deficiencies. The Quasiturbine general concept is the result of an effort to improve both engines by suppressing the limiting sinusoidal crankshaft and offering up to 7 degrees of freedom at design. 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 to make a turbo-shaft turbine having only one turbine in one plane... In order to achieve that, the turbine blades had to attached one to an other 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... Furthermore, to be able to shape the pressure pulse at will in order to optimized the thermodynamic and reach photo-detonation, extra degrees of freedom at design needed to be introduced by a set of peripheral carriages. This is the Quasiturbine, which is also a theory about efficient engine!

It is a type of rotary engine invented by the Saint-Hilaire family and first patented in the general configuration in 1996. The engine uses a four-sided articulated rotor supported by carriages that turns within a complex computer calculated oval shape creating regions of increasing and decreasing volumes as the rotor turns. The Quasiturbine design can also be used as an air motor, steam engine, gas compressor or pump. It is capable of burning fuel using photo-detonation, an optimal combustion mode of the future the piston cannot support.



When the distances between the 2 wheels of a carriage is set to zero, the carriages become an articulated jointure (no-carriage limit case). While there is no prior art for the general Quasiturbine concept, a non exhaustive review of the no-carriage limit case (SC model) is given in Quasiturbine patent back to 1902 (more patent references exist in several countries,

but the most significant are listed - Numerical simulations have shown that all these implementations have conceptual flaws or defects which make them non-practical running engine as patented). They are applications not throughout studied and understood by their inventors at the time and not comparable to the Quasiturbine in their behavior, abandoned for the good reasons that they do not run properly (try them to see). No past reference states or uncovers difficulties to which Quasiturbine already incorporates solutions, and no one had found nor identified the superior properties of the skating rink family type of confinement profiles...

Since all referenced patents were expired (a couple dozens of patents is almost like none in the field of engines), a new and more advanced implementation concept of the Quasiturbine SC model (without carriage) has been developed, with a complex jointure carrying a complete seal set able to meet the blades stress analysis. This implementation SC concept result of a detail numerical simulations in order to define an optimized engine stator profile with a center free rotor, and dynamically guide-free blades, including several central differential solutions. Inventors which have been in the past working on the no-carriage concept variations have fail tenacity, and among them came this comment: "Je ne vous en veut pas, mais je suis en rage contre moi-même de ne pas avoir vu ni compris tout le potentiel de ce concept, d'avoir manqué de persévérance, et ne pas avoir fait progresser cette invention pour amener moi-même là où est la Quasiturbine aujourd'hui..." . This is often the case when engine inventors do not start from basic thermodynamic objectives, but rather focus their researches on a volume modulation machine, leaving to hazard the later interest of the device. A path not followed by the Saint-Hilaire family.

Some like to say that the Quasiturbine (the special simple case without carriage) look like other rotaries, but none seem comfortable to say that other rotaries look like the Quasiturbine! No matter the level of apparent similitude, there are great differences between the Quasiturbine and other rotary concepts, and those who fail to understand it theoretically, could sadly discover it experimentally following considerable worthless effort and investment.

To the exception of the Quasiturbine team, none of the inventors having previously work on this no-carriage idea seem to have strongly believed in it, at least not to the extend of actively promoting it during the last decades. The Quasiturbine more advanced implementation SC concept and general application disclosures create a new context in which some prior art inventors tend today to re-interpret their works under a light not previously available, crediting their past works with a plus value not known or apparent at



the time, and sometime source of un-confirmed historical pretensions which would not have append without the recent Quasiturbine existence and growing popularity... Not being the first inventor could be very frustrating, but should never be humiliating.

2.3 Quasiturbine Definition

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.

2.4 WORKING

The working of a Quasiturbine engine is very similar to that of a conventional rotary

engine. The four strokes are sequentially arranged around the housing.

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

similar to the strokes in a reciprocating engine. The Qurbine is capable of producing eight

combustion strokes per two revolutions in place of one combustion stroke per revolution in a

piston engine.

Suction: The charge (air or fuel-air mixture)

enters into the engine through the inlet port. The

inlet port is designed such that the entering air

would push the rotor forward and starts its

rotation. As the charge enters in to the chamber,

its volume increases i.e. it undergoes expansion

within the chamber.

Compression: The rotational movement of the

charge causes the expanded gas to undergo



compression in the next chamber. The volume of the second chamber is so small that the

charge is tremendously compressed and high compression ratio is achieved. As the charge is

compressed, its temperature is also raised to a much higher value.

Combustion: Towards the end of the compression stroke, the compressed charge is ignited.

The ignition causes the whole charge to undergo combustion at a fast rate and it releases a

large amount of energy. This energy is utilized by the rotor for further rotation. Thus the

rotor does not require an external drive shaft to cause the rotation.

Exhaust: The combustion of gas takes place with immediate increase in the volume i.e. the

charge undergoes expansion as soon as the combustion takes place and then it is expelled out

of the engine through the exhaust port. The highlight of the QT engine is that it enables

continuous combustion. One combustion stroke is ending right when the next stroke is ready

to fire. A small channel along the internal housing wall next to the spark plug takes a small

quantity of hot gas back to the charge that is ready to fire, which in turn assists the

combustion.

Thus the four chambers produce two consecutive circuits. The first circuit is used to

compress the charge and expand the gas during combustion. The second is used to expel the

exhaust and to intake fresh charge.

The basic principle behind any internal combustion engine is simple. An intake of tiny amount of air and high-energy fuel (like gasoline) in a small, enclosed space and on ignition , the gas expands rapidly, releasing an incredible amount of energy. The ultimate goal of an engine is to convert the energy of this expanding gas into a rotary (spinning) motion. In the case of automobile engines, the specific goal is to rotate a driveshaft rapidly. The driveshaft is connected to various components that pass the rotating motion onto the rear wheels. To harness the energy of expanding gas in this way, an engine must cycle through a set of events that causes many tiny gas explosions. In this combustion cycle, the engine must:

Let a mixture of fuel and air into a chamber

Compress the fuel and air

Ignite the fuel to create an explosion

Release the exhaust (think of it as the by-product of the explosion)



Then the cycle starts all over again.

In conventional piston engine, essentially, the combustion cycle pushes a piston up and down, which rotates the drive shaft by way of a crankshaft.

Like in all internal combustion engines, quasi-turbine engines also have four main processes to produce power. These processes occur between the rotor sides and the housing.

The power so produced rotates the rotor shaft .The main processes in cycle are suction, compression, expansion and exhaust.

QT-AC (With carriages) is intended for detonation mode, where high surface-to-volume ratio is a factor attenuating the violence of detonation


Quasiturbine combustion cycle

Intake (aqua), Compression (fuchsia),

Combustion (red), Exhaust (black).

A spark plug is located at the top (green)

http://www.quasiturbine.com/QTImages/QTWiki180px.jpg


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...

Continuous 32 Strokes!

The Quasiturbine makes 32 engine strokes every 2 revolutions, which makes it a very compact and light engine. Because it has no dead time, the gas flows quasi-continuously at intake and at exhaust for high performance. Furthermore, during the 4 strokes process, the gas flows almost unidirectional through the engine, without flow reciprocating or reversal of direction, for a better and efficient overall dynamic performance.



2.5 More to Understand...

While most rotary engines use the principle of volume variation between a curve and a moving cord, this new engine concept makes use of a "seven degrees of freedom X, Y, q, ø1, ø2, ø3, ø4" rotor, trapped inside an internal housing contour, and does not require a central shaft or support. This concept is the result of research for an hybrid turbine-piston engine with a fixed center of gravity during rotation (zero vibration). The invention is an assembly of four carriages supporting the pivots of a four-element, variable-shape rotor. This rotor rolls on the inner surface of a profiled stator shaped like a skating rink (just like a roller bearing). During the rotation, the rotor components align alternatively in a lozenge and a

square configuration. This device can act as a pump, a compressor, a flow meter, or as an engine (including pressurized fluid mechanical energy converter). It is self-synchronized and uses no valve (only fixed ports in the stator or alternatively, ports on the lateral side covers). Central support of the rotor is not required for most applications. Four cycles are completed in every rotation. The maximum geometrical compression ratio is a function of the maximum diagonal ratio selected at design. As for turbine engines, ignition is only required initially, since combustion is kept continuous between successive cycles by way of an ignition transfer slot or cavity. The continuous combustion produces an enhanced dynamic

compression ratio. The device incorporates few parts. It has an excellent torque continuity even at low rpm (Due to its high torque pulsation rate, this device requires less flywheel effect and gearbox ratio for most applications). It is suitable for uses such as aeronautics, where high reliability is required. Having no oil pan, it can be operated in completely submerged or hostile environments. The asymmetry of the strokes and the precocity of the mixture intake and gas expansion (without excess volume during expansion) allow for a better initial mechanical energy conversion. A fast reduction in the combustion chamber of the temperature, the pressure and the confinement time leads to less NOx production, and less heat transfer toward the engine block, all contributing to improve the power density and the efficiency over the piston engine. The Quasiturbine meets the hydrogen engine criteria.



CHAPTER -3

BASIC DRAWINGS



3.1 Blow up diagram of the prototype


http://quasiturbine.promci.qc.ca/QTImages/QTDiag1Nos.jpg

http://quasiturbine.promci.qc.ca/QTImages/QTDiag2.gif


Quasiturbine Engine: Blow up of stator, rotor assembly, carriages, port positioning and mechanical coupling.

(Square arrangement on the left, lozenge on the right)

3.2 DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

Referring to FIG. 1, an exemplary rotary internal combustion engine according to the present invention is shown and is designated generally by reference numeral 10. The rotary engine 10 includes a housing 11 with a particular internal contour wall 12 and two lateral plane covers, containing a rotor composed of four pivoting blades 13 and four rocking carriages 17 and wheel 18. Each pivoting blade 13 has a filler tip 14 and a traction slot 15, and their two ends pivots 16 sit on their respective rocking carriages 17.

The basic geometry of the rotor is shown on the FIG. 2 blow up, for two different rotor angle positions. The rotor is composed of four (one more blade 13 is shown due to blow up) pivoting blades 13 playing a similar role as the pistons or turbine blades, one end of each pivoting blade having a hook pivot 16 and the other end a cylinder pivot 16. Each pivot 16 sits into one of the four rocking carriages 17 (one more carriage 17 is shown due to blow up). Each carriage 17 is free to rotate around the same pivot 16 in such a way as to be continuously and precisely in contact with the housing contour 12. Each rocking carriage 17


10 - The whole engine11 - Package including 2 walls12 Contour SAINT-HILAIRE13 - Swivel blade14 - Bourure15 - Making traction16 - Pivotal17 - Truck18 - Roll19 - Roll centers20 - Track centre pivots21 - Front22 - Wall rear23 - Opening in rear wall24 - Joint drawer25 - Join Butterfly26 - Divided joint advanced27 - Spring pla

28 – linear joint29 - Joint arc30 - Joint circular31 - Joint truck32 - Tree33 - Arm coupling34 - Push rods35 - Candle36 - Ignition channel37 - Window candle38 - Candle wall window39 - Window40 - Cap41 - Fénêtre carburetor42 - Window carburetor wall43 - Window escape44 - Window escape wall


carries a housing contour seal of one of different design 24, 25, 26 midway between the wheel axes 19. The chamber is defined by two successive contour seals 24 or 25 or 26, and extends between the housing contour wall 12, and the related pivoting blade 13. There are four variable volume chambers forming two quasi-independent consecutive circuits, each producing a compression and an expansion stroke, which start and end simultaneously. In the

four stroke engine operation, the first circuit is used to compress and to expand after combustion, the next circuit is used to expel the exhaust and to intake the air.

A central shaft 32 is not needed for the engine to operate. However a central shaft 32 can be driven through a set of coupling arms 33 as shown in FIG. 2, attached to the blades 13 by means of the traction slots 15 and through a set of arm braces 34, the ends of which are linked to the central shaft. Those link braces 34 are also useful to remove the RPM harmonic modulation on the shaft. Notice from FIGS. 1 and 2 that the central shaft assembly 32, 33, 34 is a sliding plug-in unit, easily removed through the back cover central hole 23 without dismantling the engine. In some applications, a central bearing attachment not shown is used to diminish the load pressure on the carriages 17 and against the opposite housing contour wall 12. When a central bearing is used, carriage wheels 18 can be replaced by rubbing pads since their role is then only to maintain the carriages 17 properly aligned for adequate contour seal 24, 25, 26 angle. No tensioning device has been proven necessary to keep all carriages 17 in good contact with the housing contour wall 12.

The assembly of carriage 17 and wheels 18 must be voluminous but not necessarily heavy, in order to fill a substantial volume in the chamber. Pivoting blades 13 are shaped with a filler tip 14 to allow the control of the residual volume in the upper and lower chambers at maximum pressure square configuration, as seen on FIGS. 1. and 2. left. The top of the filler tip 14 must be shorten such to permit an adequate compression ratio, and to insure that only a fraction of the gas is in the tiny interstices at the time of fire. Because the pressure pulse at top dead center is much shorter than in piston engine, the shape of the combustion chamber is much less critical. Carriage wheels 18 should be wide to reduce contact pressure with the contour wall 12. To distribute wear, the front and back wheels 18 of the same carriage 17 are positioned off line with overlapping paths. For smoother operation, roller bearing are inserted in the blade's 13 hooks pivot 16, to link friction free the cylindrical end of each pivoting blade 13 to the carriage 17 pivot surface.

A lateral seal for the low pressure applications is used on each side cover 21,22, and is made of a compression ring along the pivot 16 path 20. This quasi-elliptical seal is made of a slight deformation of a flexible metal sheet jacket (not shown). For high-pressure application, standard gate like linear seals 28 in the rotor blades 13 are provided. At pivots 16, the lateral sealing is assumed by a set of arc blade pellets 29, circular blade pellets 30, and carriage grooved pellets 31, all pressing against the side covers 21, 22. The large blade pellet 30 gains to have a hole (not shown) in the center to prevent pressure push back.



Spring loaded housing contour seals 24, 25, 26 of different possible designs are incorporated in a groove in the carriages 17 between the axes 19 of the two wheels 18 to insulate the chambers. Each housing contour seal 24, 25 26 sits on a rocking carriage 17 in such a manner as to be always perpendicular to the engine housing contour wall 12. For intermediary pressure applications, a sliding gate type seal 24 is used. A butterfly type seal

25 suitable for low to moderate pressure applications is made of a stack of flat springs, which has the advantage of a minimal course during the rotation, but may be subject to excessive friction at high pressure. An advanced split contour seal 26 design suitable for very demanding applications uses a sloped groove in the carriage 17, and the internal chamber pressure to help maintaining itself in place at all time. This split contour seal design 26 uses the flat springs 27 anchored in the carriage 17 wheel area 18 also to oppose the tangential force. The split contour seal 26 contact point with the housing contour wall 12 is off the carriage 17 groove sloped plane for a positive pressure contribution.

For counter-clockwise rotation as a four strokes combustion engine, the four chambers are used in a sole circuit and the cycle is: intake, compression, expansion, exhaust. One of the left upper ports 37, 38 is fitted with a spark plug. The top right port 39 is closed with a removable plug 40. Ports 41, 42 are intakes from a conventional carburetor or must be fitted with a gas or diesel injector. Exhaust is expelled at ports 43, 44. In order to pass along the flame and make a continuous combustion engine, a small channel 36, located along the internal housing contour wall 12 next to the spark plug 35 at port 37, allows a voluntary flow back of hot gas into the next ready-to-fire combustion chamber when each of the contour sseals 24, 25, 26 passes over 36. The amount of flow can be controlled by screwing or unscrewing the spark plug 35. This channel 36 is called the ignition transfer cavity or slot, and permits continuous combustion like in a turbine engine and in the same time generates a dynamically enhanced compression ratio in the almost ready-to-fire combustion chamber, allowing for a more complete and faster combustion. Furthermore, the four housing contour seals 24, 25, 26 are at variable distances during rotation, such as to permit an additional geometric volume pressure enhancement. The additional compression may lead to desirable or not photo detonation (kicking) and diesel pressure level when a diesel injector is located at spark plug 35 positions 37 and/or 38. In the ports 38 of the side cover 21, 22, the spark plug cavity is made large enough to withhold a small quantity of hot gas until the next ready to fire mixture comes up, which does allow for continuous combustion but without the dynamically enhanced compression ratio. Lateral ports 38, 42, 44 of the side cover 21, 22 offer better air-tight conditions while crossing in front of the ports due to the large carriage 17 lateral surface. An ignition timing advance can be built-in by slightly shifting the effective position of the spark plug 35 and/or the channel location 36. By blowing high pressurized air into the spark plug holes 37, 38 or into the ignition transfer cavity 36, the rotor accelerates until the self-starting point is reached. No synchronization of the sparks is required, and continuous high-frequency sparks or glow plug do. The exhaust in the side



covers 21, 22 is progressive through a long arc port 44 which could allow, by flowing early exhaust through a standard Venturi, to produce a depression helping the late exhaust cleanup. This rotary engine 10 can also run as two parallel two strokes engine circuits, compression-expansion and compression-expansion, by blowing the exhaust with an intake mixture available from an external blower as in the conventional multi pistons two strokes engines.

As an additional feature, this rotary engine 10 requires few parts compared to a piston engine. Due to the continuous combustion and to its self-synchronized capability, this engine 10 is suitable for applications where high reliability is required. Average angular rotation speed of each pivot 16 (back and forth) of the pivoting blade 13 is about one third of the central shaft 32 RPM, while carriage wheels 18 rotate at 6 times the central shaft 32 RPM. This engine 10 central shaft 32 rotates at only a fraction of the maximum RPM of a piston engine except in detonation mode, with an idle under 200 RPM. Having a much better torque continuity than the piston engine, this engine 10 does require less flywheel effect and less gear box ratio for most applications.

To help cooling and reduce lubrication, at least one of the lateral side covers 21, 22 has a large central hole 23 exposing the pivoting blades 13 central area of the rotor such that all parts of the engine 10 are external, except for the carriage 17 and wheels 18 which are always in good thermal contact with the housing contour 12. A simple way to lubricate is to use a mixture of fuel and oil even in the four strokes engine mode, but more sophisticated applications could incorporate pressurized oil distribution systems. Since the seals are the only friction surfaces, the need of lubrication is minimized by an optimal choice of anti-friction materials.

Movement of the wheels 18 on the inner housing wall 12 allows for heat transfer and distribution to the whole housing 11. The pivoting blades 13 are cooled by lateral contact, and by ventilating wings (not shown) located toward the central engine area. Since this engine 10 does not have any oil pan or inactive room, it is suitable for operation in all orientations, and in submerged or hostile environments. Furthermore, due to the continuous combustion, this engine 10 can be used under water as a self contained pump or jet propulsion unit, or in electrically conductive environments.

In addition to the internal combustion engine, this engine 10 can be used as a compressed fluid pneumatic, steam, or hydraulic energy converter motor. The engine 10 then uses thetwo quasi independent symmetrical chamber circuits in parallel, with all port plugs 40 removed. For counter-clockwise rotation, intakes are housing ports 37, 41 and exits are ports 39, 43. Torque is generated symmetrically in the two opposed expansion chambers and adds up, and the rotor is almost self-starting. Except when ports are in the sides covers 21, 22, the direction of rotation can be reversed by reversing the direction of the flow. When used as a flow meter, the device 10 also works in both directions. Mechanically driven, this fluid energy converter motor 10 becomes a compressor, or a pressure or vacuum pump, with the



same two quasi independent circuits working their own cycle. In compressor mode, this device 10 builds up pressure by adding four chamber volumes per revolution and per chamber circuit, without making use of a limiting check valve, providing that some temporary back flow is acceptable. Total pumped volume can reach up to 70% of the contour

12 volume per rotation. The housing 11, the pivoting blades 13, and the carriages 17 can bemade of metal, glass, ceramic or plastic, the later mostly for compressor, pump or water hydraulic engine applicatio

Quasiturbine Engine-Stator profile, with groove and quasi circular pressure ring positioning


http://quasiturbine.promci.qc.ca/QTImages/Quasiturbine2D%20Photo3-640.jpg


Configuration of quasiturbine without carriages



Configuration of quasiturbine with carriages

CHAPTER-4

The Engine Performance

Problematic



4.1 Theory of Engine Core Issues

With today's Beau de Rocha (Otto) mode piston gas engine, about half the gasoline used in the transportation sector is literally wasted to fight the intake atmospheric vacuum depression generated by the carburetor or injector manifold butterfly-valve (the engine-braking effect). This is half the pollution of transportation activities. Moreover none of the modern engine simultaneously meets all the optimum criteria i.e. Engines fail to be simultaneously compact, light weight, low noise, zero vibration, high torque at low rpm, efficient on a wide power range... while having homogeneous clean combustion and being multi fuel capable...

4.1.a Engine Displacement:

Engine comparison can be made on different basis, each with their uses. Generally engine power goes up with displacement, but because of the way in which displacement has traditionally been defined, this is not always true, and led to substantial confusion in the world of engines. For all piston engines, the displacement is the total of the maximum cylinder volume, but for example, the 4-stroke piston only takes in this volume of air-fuel mixture once every 2 revolutions. In order to compare different types of engine, one has to get back to basics, where the power of a theoretically good engine (which piston and Quasiturbine are, but not the Wankel because of its PV diagram), is proportional to its air-fuel mixture intake capacity per revolution, and not its displacement. As an example, a



Quasiturbine that has the same displacement as a given 4-stroke piston engine will take in 8 times as much air-fuel mixture and thus have roughly 8 times the power at the same rpm.

Engine Exhaust Heat Recovery:By placing a hot Quasiturbine into or around an engine exhaust pipe, and injecting pressurized hot water (steam kept in the liquid state for better heat transfer), some heat can be recovered into mechanical energy. Stirling and short steam circuit Quasiturbines could do the same!

4.1.b Combustion Mode

Current Beau de Rocha (Otto) cycle piston engines use deflagration combustion, which is a relatively slow combustion driven by a thermal wave front initiated from the sparkplug, with the great advantage of being homogeneous and quite clean. In order for a fuel to burn in this mode, the ratio of fuel to air must be within certain critical limits. At reduced power, intake would admit too much air to sustain this mode, so a butterfly intake throttle valve is used to limit air intake. In doing so, the engine acts as a vacuum pump against the atmospheric pressure (the engine compression braking effect), with the result that in transportation

vehicles, about half the fuel is wasted in removing this excess air. (Diesel, turbines, detonation engines and Hybrid systems, all aim to overcome this limitation).

Diesel cycle has no butterfly intake valve, and uses thermo-ignition combustion (not a detonation). It does not intake an air-fuel mixture, but only air, and produces a non homogeneous combustion very hard to control and keep clean...

Detonation is the enemy of the piston engines, and is referred to as knocking / pinging, and to prevent it, gas contains anti-detonation additives, which essentially act as photon radiation absorbents. Despite all efforts to avoid detonation in piston engine, this is a superior combustion mode which is not ruled out for the future engines. Detonation engines aim to achieve higher compression ratio while maintaining homogeneous fuel mixture, and hope the piston engine will stand it... The HCCI "Homogeneous Charge Compression Ignition" idea is to make thermo-ignition controlled threshold detonation in some regions of the chamber while some of the combustion will still progress under the slow deflagration combustion mode. Such a control with piston engines requires exhaust recycling which results in reduced efficiency and not so clean combustion...

Photo-detonation self-fires similarly to Diesel, but burn homogeneously, faster and cleaner.

This mode uses a « detonation chamber » instead of a « combustion chamber ».



Detonation combustion mode is driven by a supersonic shock wave. It is very fast, and is generally initiated by another combustion mode followed by an excessive compression level.

Photo-detonation is the fastest and the cleanest of combustion modes, driven by volumetric black body radiation density, like a powerful laser beam. It requires no anti-detonation fuel additive, and piston will likely never withstand. The HCCI process with piston engines is not quite pure photo-detonation, because in order to control somewhat the timing and the stress, the intake is contaminated with exhaust... which of course makes some people conclude that HCCI is not a pollution free combustion... while pure photo-detonation is (excepte for CO2)! The road to photo-detonation goes through some deflagration, some thermo-ignition auto lit, some threshold detonation and some supersonic detonation, all adding toward radiation process, and finally radiative combustion driven photo-detonation. This mode is almost independent of the shape of the combustion chamber and works with almost any type of fuel. Detonation will end the need for anti-detonation additives in gas.

Notice that detonation modes, just like Beau de Rocha (Otto) mode, compress a gas-air mixture, while the diesel mode compresses only pure air. However, Beau de Rocha mode is a near stochiometric combustion, while diesel and detonation are globally fuel lean modes...

Green-House-Gas-Free Internal Combustion Engine: Hydrocarbons contain only Carbon and Hydrogen which are separated by heat, and recombine with air's oxygen to make water and CO2. People are complaining of bad combustion when engine exhaust contains carbon particles, but this may be good news for GHG. In fact, one way to have a GHG-pollution-free combustion engine (with somewhat reduced total power) is to burn only the hydrogen from the hydrocarbon fuel, and recover the “burnt” Carbon (...not dropping it in fine particles into the environment). This is similar to what fuel cell (reformer) are attempting to do, by “burning” only the hydrogen. But carbon is not the only atom suitable to link and store hydrogen. Ammonia NH3 is a simple molecule which combustion produces only nitrogen and water vapor, solving the CO2 problem at the user point (the carbon atom being replaced by nitrogen - and sequestrated - at the refining site). Sure Ammonia is toxic and harmful to handle, but still not as much a challenge - and a danger - as pure hydrogen anyway! Ammonia could eventually be a great fuel for internal combustion Quasiturbine.

Modern diesel engine captures carbon particle in after-treatment filters - where burning it does not bring any energy and worse produces pure CO2! So, not burning the carbon from the hydrocarbon fuel would be a way equivalent to or better than CO2 sequestration. The carbon in the fossil fuel would then only act as a hydrogen storage means through chemical bonds, a simple way to approach hydrogen storage.

4.1.c Hydrogen And Water Doping



Water do not bring any net energy to an engine (the combustion camber already has plenty of dissociated hydrogen and oxygen from the fuel), but by efficiently heat absorption when evaporating, a lot of the engine heat switches from the engine block to the invisible steam in the exhaust, allowing to run harder the engine (extra power) generally for short period of time. This increase of power must not be confuse with efficiency, which does not increases significantly (water vapor taking room in the combustion chamber could make the compression ratio higher in regard to fuel, but heat absorption cancel such positive efficiency gain. Furthermore, fuel droplets do vaporized in the combustion chamber providing < fuel steam > effect, to which additional water is of no significant role.

Hydrogen brings some net energy, but its indirect benefit is better and elsewhere. Hydrogen is known to be a small molecule which can act somewhat like the thinner does in a gallon of paint: It does help homogenization. Because detonation has very unstable thresholds, adding 10 to 15% hydrogen help homogenization and better stabilized the detonation threshold,which allows to run with higher compression ratio, and consequently at higher efficiency (a step closer to full detonation!). Adding hydrogen to a standard fuel engine will not however provide that kind of benefit.

4.2 Present Engines

Pneumatic engines, steam and hydraulic engines all uses either pistons or turbines without internal fuel combustion. The source of power being initially the pressure, which generally transforms into kinetic energy within the engine, and then into mechanical energy on the engine shaft.

In internal combustion engines, the 4-stroke piston of our cars fires once every 2 revolutions and produces a positive torque about 17% of the time, dragging 83% of the time. To obtain a reasonable specific power density, we must use the combustion chamber the most often possible in every minute, which means rotating at undesirable high regime, where it is difficult to avoid the limitations due to gas flow and valve inertia.

Piston engines also present a long list of conceptual deficiencies, such as :

• The 4 engine strokes should not be of equal duration. • 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 dwell time at top and bottom are unnecessarily long. • The proximity of the intake valve and the exhaust valve prevents a good mixture filling of the chamber and the open overlap lets some un-burnt mixture flow directly into the exhaust. • The average torque is only 15% of the peak torque, so many parts of the engine and drivetrain must be strong enough to withstand a peak load that is 7 times the average. • The connecting rod gives an oblique load 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 internal engine accessories (like the camshaft) use substantial power. • At low load factor, the intake depressurization of the Otto cycle dissipates power from the engine (vacuum pump against the atmospheric pressure).

The high RPM also imposes constraints which require a reduced piston stroke, which calls for a reduction of the crankshaft diameter and thus a reduction of the engine torque, and consequently a more severe need for the gearbox and the flywheel, which severely reduces engine acceleration. The modern conventional engine fitted with direct fuel injection (and three-way catalyst) can be seen as a very clean engine. But it suffers from poor part-load efficiency, mainly due to the throttling. Engines in passenger cars operate most of the time at light and part-load conditions. For some shorter periods of time, at overtaking and acceleration, they run at high loads, but they seldom run at high loads for any longer periods. This means that the overall efficiency in normal driving conditions becomes very low.

Specific engine power density is a major factor for which direct gas injection has been a major incremental improvement in piston engine in the 1980's. Since gas droplets are about 600 times as dense as gas vapor, any gas vapor takes the precious room competing with air during the intake stroke, and doing so, reduces the maximum engine power. Direct electronically controlled gas injection on the intake valve and some rpm increase has almost doubled the specific power of modern engines, leaving very little extra potential to harvest in that direction.

Diesel engine "non-homogeneous combustion challenge" is still subject to some potential improvements, which could lead to about the same extra efficiency as the Hybrid Concept tends to do. Europeans major manufacturers favor advanced diesel over hybrid vehicles. The Diesel engine has a much higher part load efficiency, but must deal with significant smoke and NOx problems. Soot is mainly formed in the fuel rich regions and NOx in the hot stoichiometric regions. Due to these mechanisms, it is difficult to reduce both smoke particles and NOx simultaneously through combustion improvement. Today, there is no fully adequate exhaust after-treatment that takes away both soot and NOx, but further CO2 waste production.

Conventional gas turbines are most efficient in large power units. Micro-turbines have attracted some attention and hope lately, but because it does not offer the good power modulation of the piston (and costs more), interest is not steady, and no breakthrough is expected in that direction.

Detonation research effort in piston engine has been going on for years without yet any commercial potential (except at low power?). Research focus is on finding possibilities and limitations of the HCCI engine, and specially on how different parameters affect the engine performance and emissions, without seriously questioning the piston concept itself.



Quasiturbine opens the door to such a development by providing a much shorter pressure pulse, quickly and linearly increasing to maximum pressure and falling from maximum pressure.

4.3 Issues with Future Engines

Detonation and hybrid are two different approaches to improve upon the low efficiency of piston engines at reduced power, and both are compatible with efficient electrical (in-wheel) power train. Detonation engine is however a more direct and efficient way, and because it depends on less energy conversions than hybrids where the chemical energy of fuel is degraded when restored chemically in batteries.

At low load factor, the intake depressurization of the Beau de Rocha (Otto) cycle dissipates power from the engine since the intake throttle valve is almost closed and the descending piston acts as a clogged vacuum pump against the atmospheric pressure, in which vacuum is subsequently partially destroyed by fuel vaporization during the compression. Due to this effect, the engine in Beau de Rocha (Otto) cycle opposes all RPM increases (well known as the engine compression braking) and this intrinsic resistance to speed augmentation is compensated by a constant and significant fuel consumption at all times, except at full power. The diesel engine does not have this limitation, but non-homogeneous combustion has adverse consequences.

Generally, the minimum residual engine combustion chamber is a undesirable parasite volume from the stand point of energy efficiency, since it must be pressurized with energy that cannot be recovered before the engine can produce strong forces on the piston and thus useful mechanical work. Ideally, the combustion chamber should be as small as possible, which implies, among other things, a high compression ratio.

Following the recent engine improvements, the issues of future engine are even more complex, and breakthroughs are required for significant improvement. Here is a summary of engine performance issues:

• Efficiency increases with compression ratio, but so does pollution; • Specific engine power increases with rpm, but so does pollution; • Homogeneous gas mixture is highly desirable, but high compression ratio with this mixture leads to knocking / pinging; • The Beau de Rocha (Otto) combustion is clean, but its need for a stochiometric air-fuel mixture requires intake manifold vacuum wasting half the gas energy in transportation applications. • The Diesel does not have this intake vacuum drawback, but has a strongly non-homogeneous polluting combustion.



Much can still be done within this problematic, but the only way to escape its fundamental dilemma would be to considerer detonation, a mode which is very tough on piston engines:

• The ideal model : The detonation engine, which would have a very high compression ratio while maintaining a homogeneous clean and efficient combustion – a mode unlikely to be compatible with piston engines. • Solution - The Quasiturbine (especially the AC model) with a volume pulse 15 to 30 times shorter near the tip, and with fast linear auto-synchronizing raising and falling ramps. – Without the efficiency penalty at reduced power, this engine could save up to 50 % of the gas used in transportation applications.

The detonation mode does not use any throttle valve and accepts without constraint all available air at atmospheric pressure (similarly to the Diesel, where the pressurization energy is recovered during expansion). For this reason, the efficiency at low load factor of the detonation engine is twice that of the conventional Beau de Rocha (Otto) cycle, and considering that the load factor of a vehicle is on average about 10 to 15%, this is not a small difference. The thermal and photonic ignition control in the piston is still an unsolved problem, and possibly a dead-end that the Quasiturbine overcomes!

There is no way to have "vacuum-free intake manifold, while having uniform low pollution combustion", except through detonation (which can intake uniform gas mixture at atmospheric pressure) ... and the Quasiturbine short pressure pulse device is designed specifically for that...

4.4 What Next

As we all know that improving gasoline and diesel engines is the way to go ! The hydrogen car is no environmental panacea. The hydrogen fuel-cell vehicle will not be better in terms of total energy use and greenhouse gas emissions by 2020. If we need to curb greenhouse gases, improving mainstream gasoline and diesel engines is the way to go. These results come from an assessment of a variety of engine and fuel technologies forecasting no real 'breakthroughs' (Note that the Quasiturbine has not been included in the study).

Considering recent engine developments, future engine breakthroughs are expected mainly in two area:

• Diesel engine "non-homogeneous combustion challenge" is still subject to some potential improvements, which could lead to about the same extra efficiency as the Hybrid Concept. Europeans major manufacturers favor advanced diesels over hybrid vehicles. • Detonation engine, where research effort in piston engine goes on for years without yet any commercial potential (except at low power). Research focuses on finding possibilities and limitations of the HCCI engine, and specially on how different parameters affect the engine performance and emissions, without seriously questioning the piston concept



itself.Quasiturbine (especially the AC model) opens the door to detonation development by providing a much shorter pressure peak pulse, with pressure rising to and falling from the peak pressure linearly and rapidly.

The next step in world engine research is to make the gas engine as efficient as the diesel engine, and the diesel engine as clean as the gas engine. The photo-detonation Quasiturbine AC does that and more, by reconciling both gas (homogeneous) and diesel (non-homogeneous) engines in one extremely efficient and clean photo-detonation mode, leading the way to a major efficiency breakthrough! Photo-detonation permits 2 efficiency gain improvements: The removal of the butterfly intake vacuum valve (responsible for engine compression breaking - which exist at all time within gas engines), and the increase of the compression ratio (well over the knocking and the diesel level). Because the combustion is homogeneous and occurs in an excess of air, it is as clean as an external combustion.

Not to confuse the ignition process (the sparkplug and the diesel thermo ignition) with the combustion mode (thermal wave or detonation) Notice there is no detonation in diesel engine.

4.5 Quasi Turbine As A Solution

The Quasiturbine is a compact, robust, simple and highly efficient expander, which is necessary in pneumatic, steam and Stirling applications. It has some advantages in Beau de Rocha (Otto) and Diesel cycle modes, and could make appreciable efficiency gains in vehicle applications, where weight, volume, vibration and noise are important. The Quasiturbine has great potential...

Quasiturbine Model SC for expander, or Beau de Rocha (Otto) and Diesel

The Quasiturbine can solve the modern engine development dilemma by two main unique characteristics, which are:

• Firstly, by firing 8 times each two revolutions in a 4-stroke mode, which uses the combustion chambers much more often without having to increase the engine rpm, and without being limited by the fast gas flow problem, or by valve inertia since there are no valves.



• Secondly, by reaching detonation mode with its shorter peak pressure impulses with linear pressure increases and decreases, it can self-trigger the thermal and photonic ignition and overcome the obstacles limiting the high engine compression ratio, in both cases increasing the efficiency while maintaining the uniform combustion capability and thus simultaneously reducing pollutants.

Quasiturbine Model AC for expander or detonation mode

Unlike piston-crankshaft concepts which are limited to near-sinusoidal chamber volume pulses, the Quasiturbine is a family of engine concepts based on 7 geometrical parameters, which allows a multitude of designs quite different one from another. Because the Quasiturbine can accept carriages, it is possible to define sets of parameters which can give almost any desired variation of chamber volume with time. To withstand detonation, a Quasiturbine with a chamber volume pulse of 15 to 30 times shorter at the tip than piston, which rises to and falls from minimum volume linearly and rapidly, has been proposed. The QT-AC (With carriages) is intended for photo-detonation mode, where high surface-to-volume ratio is beneficial in attenuating the violence of detonation.

Detonation is an extremely rapid combustion, either supersonic or totally volumetric when photon driven. Many labs have been trying to make piston engines work in the detonation mode without serious success (except at low power). The Quasiturbine family of engine uses no sinusoidal crankshaft, and allows for carriages which permit it to shape the volume pulse more appropriately than the piston for detonation. Quasiturbine (Model AC with carriages) is intended for detonation mode, where high surface-to-volume ratio is a factor attenuating the violence of detonation. In photo-detonation mode, since the combustion is driven by the radiation and since the pressure pulse is much shorter, the shape of the combustion chamber and its surface to volume ratio has little negative effect. In fact, the high ratio Surface to Volume helps attenuate the violence of combustion. Because it was designed for thermal andphotonic ignition, the Quasiturbine cannot be considered as a "rotary piston engine", nor be correctly characterized by piston paradigm

With our current Beau de Rocha (Otto) mode piston gas engine, about half the gasoline used in the transportation sector is literally wasted to fight the intake atmospheric vacuum depression generated by the carburetor or injector manifold butterfly-valve (the engine-braking effect). This is half the pollution of transportation activities. A detonation Quasiturbine engine could save this fuel... Doesn't it deserve a try?



4.6 Summary of the engine performance problematic

The effectiveness increases with the compression ratios, but pollution also, The specific power increases with the RPM, but pollution too The homogeneity of the mixture is highly desirable,

but the high compression ratios cause the knocking. Stochiometric Otto combustion requires a depressurisation of the intake wasting half

of the gasoline in transportation applications. Diesel does not have the disadvantage of this depressurisation,

but has a strongly inhomogeneous and polluting combustion

Ideal mode: engine with knocking with high compression ratio, while being with homogeneous combustion.Problem: This mode is incompatible with the piston pressure pulse.Solution: The linear slope pressure pulse near the TDC of the Quasiturbine (AC) is 15 to 30 times shorter and self-synchronizes the photo-detonation.

The photo-detonation removes the need for the hybrid - Weak penalty at low power regime! Consequence on the saving in gasoline in transportation: 50 %.

As the compression ratio goes up in machine design,there are successively :- deflagration (Otto heat wave front combustion),- auto lit (hot spot triggering still deflagration),- Thermo lit (a very irregular process where several little pocket of mixture lit spontaneously, but where inter-region goes deflagration),- and photo-detonation (there the compression temperature is high enough to generate a high concentration of black body radiation increasing as the power 4 of the temperature).Notice that photo-detonation mode like Otto mode compresses a fuel-air mixture, while the diesel mode compresses only air.

However, Otto is near stochiometric combustion, while photo-detonation is in abundant air excess mode..

Reference to powerful laser light is a good way to see it.An other way is to remember burning a paper at the sun a focal point of a lens.Because piston does not stand the violent detonation, gas contains anti-detonation additives,which essentially act as photon radiation absorbents. The Quasiturbine photo-detonation compatibility comes from the fact that the pressure tip is 15 to 30 time shorter, which means auto-synchronization and much less mechanical stress. Furthermore, ability of the Quasiturbine to extract precoce (early) mechanical energy is most favourable.Of course, this will be the end of anti-detonation additives !



Knocking and pinging is a manifestation of partial and non homogeneous photo-detonationfor which the sine wave movement of the piston is far too slow at pressure tip to properly synchronized and manage the violent radiative volumetric combustion. HCCI process with piston engine is not quite a pure photo-detonation, because in order to control somewhat the timing and the stress, the intake is contaminated with exhaust...which of course make some people conclude that HCCI is not a pollution free combustion...while pure photo-detonation can be !

CHAPTER- 5

Detonation Issues In EnginesDEPARTMENT OF MECHANICAL ENGINEERING RIT, ROORKEE


5.1 Successful - Low Power Piston - Detonation

Engine manufacturers are not much explicit about their said modern detonation (HCCI) engine, and for good reasons: Piston Detonation is successful only at low power, and will never be at high power (where it should be most) with piston, because crank shaft machines are too slow to match the very high speed of detonation. Quasiturbine AC is a much shorter pressure pulse machine suitable for fast detonation at all power level, due to its ability to convert early pressure into mechanical work.

Note: Variable compression ratio technique (either mechanical on the crankshaft, or through intake valve early closing control) is not what is needed to achieve detonation at all power level. Rather, compression ratio must be extremely high at all time, but mechanical pressure pulse duration must be much shorter than what eccentric crankshaft engine can generate.

5.2 Present Engine Limitations

There are 4 main factors detrimental to the gasoline engine efficiency:1 - The throttle valve which absorb engine power in making intake piston vacuum (early intake valve closing produces the same vacuum piston effect, and valve control further result in variable piston compression ratio);2 - The relatively low power compression ratio which reduce the expansion efficiency;



3 - The heat lost during expansion.4 - The slow combustion, which is not quite completed by the end of the expansion (at high rpm).The detonation (HCCI) is a major stake as its offers solutions to these four limitations at once, by suppressing the need of trottle valve, by increasing considerably the compression ratio, by producing a much faster gas expansion reducing heat lost to the engine block, and by a much faster combustion by detonation.

HCCI Homogeneous Charge Compression Ignition" and PhotoDetonation processes are not completely strange to one another. HCCI within piston (slow machine) is a borderline process, where combustion may begin stochastically by conventional thermal front waves, which turn out in detonation spots and subsequently in shock wave driven combustion. More simply, photo-detonation occurs well over this borderline process, where extreme conditions favor photon volumetric combustion, and is only manageable in very fast (short pulse) machine like the Quasiturbine AC.

With our today Beau de Rocha (Otto) mode piston gas engine, about half the gasoline used in the transportation sector is literally wasted to fight the intake atmospheric vacuum depression generated by the carburetor or injector manifold butterfly-valve (The engine-braking effect). This is half the pollution of the transportation activities.

The high RPM also imposes constraints which require a reduced piston course, which calls for a reduction of the crankshaft diameter and a reduction of the engine torque, and consequently a more severe need for the gearbox and on the kinetic aspects like the flywheel, which severely reduces the engine accelerations. The modern conventional engine fitted with a three-way catalyst can be seen as a very clean engine. But it suffers from poor part load efficiency, mainly due to the throttling. Engines in passenger cars operate most of the time at light and part load conditions. For some shorter periods of time, at overtaking and acceleration, they run at high loads, but they seldom run at high loads for any longer periods. This means that the overall efficiency at normal driving conditions becomes very low.

Diesel engine "non-homogeneous combustion challenge" is still subject to some potential improvements, which could lead to harvest about the same extra efficiency as the Hybrid Concept tends to do. Europeans major manufacturers favor advanced diesel over hybrid vehicles. The Diesel engine has a much higher part load efficiency, but fights with great smoke and NOx problems. Soot is mainly formed in the fuel rich regions and NOx in the hot stoichiometric regions. Due to these mechanisms, it is difficult to reduce both smoke and NOx simultaneously through combustion improvement. Today, there is no well working exhaust after treatment that takes away both soot and NOx.

For over 50 years, researchers have been dreaming about the perfect engine, having uniform combustion, with a small combustion chamber (high compression ratio). This is what the Quasiturbine does by producing a much shorter pressure pulse (particularly QT-AC with



carriages), and furthermore accepting detonation, because compression and relaxation slopes are very nearby in time.

5.3 Gas and Diesel versus Detonation

Beau de Rocha (Otto) cycle compresses fuel mixture (not pure air). Intake air pressure is controlled by the throttle valve making vacuum intake to proper mix air with the small fuel quantity coming in... This is a near stochiometric engine which cannot be made a detonation engine because of low intake vacuum pressure (at low load factor), which once compressed cannot generally provides the amount of heat required for detonation. Making the intake vacuum requires about 50% of the gas energy in vehicle applications.

Unlike Beau de Rocha (Otto), Diesel compresses pure air (no fuel mixture). Air temperature raises due to high compression ratio, to such a level that any fuel injected do burn (no

detonation). The fuel jet injected goes through the 3 combustion modes: air excess on the exterior of the spray, stochiometric in mid area, and fuel rich in the spray center (very difficult to control...). Because the Diesel accepts all the intake air, its efficiency is not reduced by the intake vacuum as in Beau de Rocha (Otto). Diesel cycle is a fuel lean engine.

Otto mode engine is near stochiometric, and detonation in this kind of mixture are unwelcome on all regards, as it is too hot and polluant. The "excess air detonation" is however the best of all engine modes. It is homogeneous combustion without vacuum intake manifold lost. It is very violent combustion and not quite compatible with the piston sinusoidal crankshaft movement. The Quasiturbine (specially model AC) with volume pulse 15 to 30 times shorter near the tip, and with fast linear auto-synchronizing raising and falling ramps would provide a solution with the potential to save 50 % gas in transportation applications.

5.4 Detonation Research

Everyone probably recall using a lens to concentrate the sun light and burn papers. Amazingly, radiation in a cylinder acts quite like a gas and as the compression increases, the density of photons increases (like with the lens), and similarly the associated electric field which is ultimately responsible for sparks, combustion and detonation. Compression also increases the gas temperature, so does the combustion itself, further adding radiation into the cylinder, but very high compression ratio is dominant in getting the high photons density (in absence of anti-detonation additive photon absorbent molecules) needed to trigger a volumetric combustion (sort of a detonation not mainly driven by shockwave).



Contrary to popular belief, detonation is not a phenomenon that occurs when an air/fuel mixture is compressed to the point of thermo-self-ignition. The point of self-ignition is a highly irregular and non-homogeneous condition where ignition does not occur uniformly, but rather by patches. As pressure increases, the mixture reaches first the thermo-self-ignition, where the following combustion is still governed by conventional slow thermal waves between the patches (alike the sparkplug ignition). With additional pressure, the ignition patch can develop a shock wave, which can then drive a detonation (common detonation source). With still higher pressure (and mostly in absence of anti-detonation additive, which role is to absorb radiation), the radiative ionization is taking over the shock wave as photo-detonation becomes dominant. In Beau de Rocha (Otto) engine mode, shock waves are the dominant phenomena mainly because at the time of maximum compression ratio, a substantial part of the fuel is still in liquid state as micro-droplets, limiting the power and radiation production of the full photo-detonation (true detonation mode requires fullevaporation at the time of maximum compression ratio). Because engineers have not yet succeeded in controlling the less demanding shock wave detonation phenomena, photo-detonation is today mainly a curiosity among scientists. To actually achieve photo-detonation, a fast and narrow pressure pulse like in the Quasiturbine AC is necessary to rapidly skip straight through the sequence of events, and rapidly access the photo-detonation mode. The Quasiturbine AC geometry is not especially attractive for ignition patches, not even for shock wave detonation, but quite indicated for the photo-detonation, the end of the combustion road! However, because of its short pressure pulse and rapid ramp near top dead center, the Quasiturbine AC handles all types of detonation, which the piston cannot.

Variation of detonation combustion studies are still limited to very few labs around the world, and a poor result with piston engine is fuelling exasperation and is quite confusing to the public. Similar radiation ignition and photo-detonation occur in high light intensity condition of chemical or nuclear bomb, and can be produced under control and study in confined chamber by modest power pulsed laser beam. Once photo-detonation gets engineering applications, Internet search engines will document it better! To find out about detonation driven by shockwaves, electrical sparks, microwaves, radioactive particles, thermal radiation (photons), laser light ... search for "trigger detonation" "radiative detonation" "optical detonation" and "triggering detonation". Quasiturbine research associates photo-detonation specifically to fuel mixture, a designation useful to dissipate confusion in the world of detonation.

5.5 Detonation Combustion

Detonation is referred to as HCCI"Homogeneous Charge Compression Ignition" or SCCI Stratified Combustion, CTI - Controlled Auto Ignition or ATAC - Active Thermo-Atmosphere Combustion. Detonation is the enemy of the piston engine, and is referred to as knocking / pinking. Despite all effort done to avoid detonation in piston engine, this is a



superior combustion mode which is not discarded for the future engines. Detonation threshold objective is to achieve higher compression ratio while maintaining homogeneous fuel mixture, hoping the piston engine will stand it... HCCI "Homogeneous Charge Compression Ignition" idea is to make thermo-ignition controlled threshold detonation in some piston areas while some of the combustion will still progress under the slow deflagration combustion mode. Such a control with piston engine required exhaust recycling which results in reduced efficiency and not so clean combustion...

HCCI "Homogeneous Charge Compression Ignition" and photo-detonation processes are not completely strange to one another. HCCI within piston (slow machine) is a borderline process, where combustion may begin stochastically by conventional thermal front waves, which turn out in detonation spots and subsequently in shock wave driven combustion. More simply, photo-detonation occurs well over this borderline process, where extreme conditions favor photon volumetric combustion, and is only manageable in very fast (short pulse) machine like the Quasiturbine AC.

Detonation combustion mode is driven by a supersonic shock wave. It is very fast, and is generally initiated by an other combustion mode followed by an excessive compression level.

Photo-detonation combustion mode is the fastest and the cleanest way, driven by volumetric black body radiation density, alike a powerful laser beam. Reference to laser light is a good way to see it; an other way is to remember burning a piece of paper at the sun focal point of a lens. It requires no anti-detonation fuel additive, and piston will likely never stand it ? The road to photo-detonation goes through some deflagration, some thermo-ignition auto lit, some threshold detonation and some supersonic detonation, all adding to radiation process, and finally radiative combustion driven photo-detonation. This mode is almost independent of the shape of the combustion chamber and accepts almost any type of fuel.

Notice that detonation modes, just like Beau de Rocha (Otto) mode, compress a gas-air mixture, while the diesel mode compresses only pure air. However, Beau de Rocha mode is a near stochiometric combustion, while diesel and detonation are globally fuel lean modes...

Thermo-lighting due to very high pressure is not an homogeneous effect and can depend upon the geometry of the combustion chamber and be distributed in time. On the other hand, the photo-detonation is a voluminal combustion due to the high radiation concentration ( as the paper which ignites at the focal of a lens directed towards the sun), which is homogeneous and independent of the shape of the combustion chamber. Additives added to the fuels to increase the octane rate are essentially photonic absorbents, which prevent the high density of radiation. Photo-detonation mode prefers the cheap fuels without such additives. In practice, thermo-lighting is initiating the first combustion which increases the pressure to the point of reach of photo-detonation. The photo-detonation is a very violent phenomenon that only the fast linear slopes of pressure and relaxation of the Quasiturbine can contain (preferably models QT-AC with carriages). The shorter Quasiturbine presses



pulsates is self-timing. In experiments on photo-detonation with piston engines, the researchers attenuate the violence of the detonation by reducing the oxygen concentration in admission by mixing the air with exhaust. By doing so, combustion is not perfect and releases HC - unburn hydrocarbons (this is not however an intrinsic deficiency of detonation).

5.6 Advantages of Detonation

The HCCI engine is always un-throttled, a high compression ratio is used and the combustion is fast. This gives a high efficiency at low loads compared to a conventional engine that has low efficiency at part loads. If an HCCI engine is used instead of an ordinary gasoline engine in a car, the fuel consumption can be reduced to one half! Another advantage is that the HCCI engine produces low amount of nitrogen-oxides (NOx). The formation of nitrogen-oxides is strongly dependent on combustion temperature. Higher temperature gives higher amount of NOx. Since the combustion is homogeneous and a very lean mixture is used the combustion temperature becomes very low, which results in very low amounts of NOx. The HCCI engine does not produce the same levels of soot as the Diesel engine.

The HCCI engine has much higher part load efficiency than the conventional engine and comparable to the Diesel engine, and has no problem with NOx and soot formation like the Diesel engine. In summary, the HCCI engine beats the conventional engine regarding the efficiency and the Diesel engine regarding the emissions.

5.7 Detonation With Hydrogen

In order to do work on a piston, the fuel-air mixture needs to burn at a speed faster than the piston is moving. Low hydrogen flame speed is a disadvantage shared with most other gaseous fuels. For comparison, a gasoline-air mixture has a flame front speed that ranges typically from 70 up to 170 feet/second in IC engines, while an ideal hydrogen-air mixture has a flame front speed of about 8 feet/second. An average vehicle engine rotating at 2,000 rpm (33 revolutions per second) produces piston linear speed of 45 feet/second in the middle-stroke, which is already 5 times faster than the hydrogen flame front speed ! The fact that a hydrogen-air mixture has a flame front speed of about 1/10 that of a gasoline-air mixture, contributes to explain why hydrogen engines only run at reduced power and low rpm under load. However, the photo-detonation mode is extremely rapid and totally removes this limitation. This is why the detonation mode (not compatible with piston, but with the Quasiturbine) is critical for the future of the hydrogen engine.

5.8 Quasiturbine Detonation Solution



Contrary to piston-crankshaft concept confined to near sinusoidal chamber volume pulse, the Quasiturbine is a family of engine concepts based on 7 independent geometrical parameters, which allows a multitude of designs quite different one an other. Because the Quasiturbine can accept carriages, it is possible to define sets of parameters which can shape "almost at will" the chamber volume pressure pulse. To withstand the detonation, a Quasiturbine with a chamber volume pulse of 15 to 30 times shorter than piston, with rapid raising and falling linear ramps has been proposed. The QT-AC (With carriages) is intended for photo-detonation mode, where high surface-to-volume ratio is a factor attenuating the violence of

detonation. Quasiturbine Model AC for expander or detonation mode

Most piston minded experts think the research work should go toward the thermal ignition "control", with several difficult considerations... However, this is not at all the way to go with the Quasiturbine. Because of its much shorter tip pressure pulse, the Quasiturbine does not care about ignition considerations since the temperature increases occur at the short pressure tip, and exceed by far all ignition parameters (does not care the engine wall temperature or otherwise...). The shorter Quasiturbine pressure pulse is self-timing.

Why does the Quasiturbine Stand It?

Because kinetics in the vicinity of the TDC of the "piston" and the "QT-blade" are diametrically opposed, both in volume and speed. In volume, because the piston passes at the TDC at almost constant volume, whereas QT-blade (specially Model QT-AC) passes the TDC with a discontinuous varying volume (volume vary quickly linear downward and ascending, where the tip is an abrupt turn around). In speed, because the piston passes at the TDC with one discontinuous speed (deceleration, stop, and acceleration in opposite piston), whereas the QT-blade passes the high point at constant speed (with moreover a null radial component). Two mechanical considerations rise directly from these physical characteristics. Firstly, the piston is in rise (kinetic ascending) when early photo-detonation comes to strike it (kinetic downward), and like two objects moving in opposite direction run up very violently, the piston resists badly, whereas the QT-blade passes the TDC at constant kinetic and null radial speed. Second, the short tip impulse of the Quasiturbine retains the pressure less longer than the long sinusoidal impulse of the piston, and consequently the QT-blade tires much less. Centrifugal force on the blades of Quasiturbine also helps to contain high pressure. Notice that because of its crankshaft, the Wankel behaves like piston near TDC.



5.9 The Best of Engines

The Quasiturbine detonation combustion is a combination of the best elements of other internal combustion engines:

(1) Quasiturbine detonation of the homogenous fuel/air charge eliminates the electronic ignition requirement of most fuel engines. Electronic ignition in piston gasoline engine is required because of intake vacuum and incompatible long duration compression "pulse structure" limitations in the cylinder.

(2) Detonation will completely combust the fuel in the fuel/air charge because of the short, but powerful, pressure pulse and because of the fast nearly linear variation of the QT maximum pressure zone, which rapidly closes and re-opens the combustion chamber. The diesel engine can only incompletely combust the fuel injected into the heated, compressed air in the cylinder. The QT (unlike the diesel) is therefore a "clean combustion" engine. It will have virtually no emission other than the standard products of combustion, e.g., CO2 and H2O. "Clean combustion" also implies that the QT engine is more fuel efficient than the diesel.

(3) Detonation in the QT occurs rapidly at top dead center. In the diesel engine, ignition of the injected fuel occurs somewhat after top dead center, usually about 12 degrees or so, and is progressive with time to mechanically protect the piston. The QT's power stroke is therefore somewhat longer "with early and late mechanical energy conversion" and the exhaust somewhat cooler, which also implies a more efficient engine.

(4) Because the temperature of stator/rotor is not significant in Detonation mode (light ignition), and because the shorter QT pressure pulse is self-timing, premature ignition is not a concern. The combustion QT can have a very simple cooling mechanism, such as air cooling, even when operating on a low volatility fuel like natural gas.

(5) The Quasiturbine is suitable for multi-fuel use, including hydrogen combustion. It can also be operated in a combine thermal cycle mode (including steam and Stirling mode hook-up on the same shaft) thereby increasing further the efficiency.

(6) Finally, the Quasiturbine can operate in the more conventional Otto mode, yet retains its added value characteristics when compared to the piston engine.

For all these reasons, and considering what it is intended to achieve, the Quasiturbine cannot be considered as a "rotary piston engine". Piston paradigms do not apply to the Quasiturbine!



5.10 The future of detonation

The paradox of the detonation in slow machinesThe crankshaft piston engine « volume of the chambers » varies approximately like a sinusoidal, which spends a lot of time at top and bottom dead center. This is a characteristic of basically slow machine, with only two degrees of freedom at design (the translation of the piston and the crankshaft rotation), and therefore enables to meet the super fast detonation requirement. In the world of the piston, the problematic of detonation is reduced to a problem of delaying the outbreak of detonation in a relatively stationary state, the top dead center. In an attempt to make detonation to work, crafts such as variables connecting rods or fast mini-pistons are added as up front solution, but these artifices do not seriously address the other downstream key problem, which is the ability of the machine to early transform pressure energy into rotational energy. For decades, the piston - HCCI process focused on controlling the outbreak of detonation and to get there, choking and weakening the power of the detonation by contaminating admission with the exhaust gases; this is why the HCCI mode ( and not open detonation) does not burn the fuel completely. The HCCI is a (border line) marginal below threshold detonation process, where combustion may begin with a conventional heat wave front, which can degenerate into multiple points detonation, and subsequently in combustion-driven shock wave. This is not a pure detonation. It works (if it can be said so?) as long as no power is taken out of the engine! The field of HCCI is possibly still in a dead end, but moving toward PhotoDetonation...

The detonation in a fast machineA machine with more degrees of freedom at design that allows shaping of the volume pulse as the cursive letter " i " with a 15 to 30 times shorter duration than thepiston better suited to detonation, and that is what the Quasiturbine AC www.quasiturbine.com accomplished, while allowing for early transformation of pressure energy into rotational energy. With a fast machine, detonation begins in a steep slope of increasing pressure, immediately followed by a steep descendant slope, so there is no need to juggle with the issue of postponing the outbreak of the detonation. HCCI mode is detonating, but not purely photonic, while Photo Detonation www.photodetonation.com is a pure and full detonation (not choking and weakened by contamination), possible only with much faster pressure cycles than the piston. Obviously, the HCCI and PhotoDetonation are not stranger to one another. Simply said, PhotoDetonation occurs well over the HCCI borderline process, where extreme conditions favor photonic volumetric combustion, and are feasible only in very fast machine (short pulse, such is the Quasiturbine AC an example).


http://www.photodetonation.com/

http://www.quasiturbine.com/


Detonation versus hybridThe PhotoDetonation removes the need for intake depressurization which allows a considerable gain in efficiency (in the car uses, nearly half the energy of the fuel is used to produce the intake depressurization). In this mode, the engine efficiency remains high even at low power. Consequently, the detonation and hybrid are two different ways to harvest the conventional piston efficiency reduction at low power, and both methods are compatible with super-efficient electric propulsion train (engine wheel). The detonation engine is however a more direct and efficient way than hybrid, and because « the fuel on board is already a form of energy storage», the detonation engine avoid re-stocking that energy on electrical form into batteries. Some chemical energy stored in the fuel is degraded when transferred in batteries.

CHAPTER -6



PHOTO DETONATION IN QUASITURBINE

6.1 GENERAL IDEA

Detonation is a phenomenon that occurs when an air/fuel mixture is compressed well past the point of thermal-self-ignition. This is commonly called knocking in piston engines and is generally not desired in conventional sinusoidal volume pulse type engines. Detonation is a very efficient combustion mode, a mode that has this far not been successfully exploited in piston or Wankel engine designs. Diesel combustion (without detonation) is driven by thermal ignition of a fuel pulverized into very hot air; gasoline piston engine combustion is driven by a relatively slow, controlled, thermal combustion wave through an homogeneous mixture; "knocking" detonation also happens in an homogeneous mixture, driven by a supersonic shock wave, or ultimately by radiation as photo-detonation. See PhotoDetonation versus HCCI.

Supersonic shock wave detonation is accidentally seen in gasoline engines, because the vaporization of micro-droplets is only partially completed at the time of maximum compression. To actually achieve photo-detonation, a fast and narrow pressure pulse like that achieved in the Quasiturbine is necessary to rapidly skip straight through the sequence of events (thermo-ignition and shock waves), and rapidly access that mode. Little information or research is available regarding this phenomenon because engineers first need to control the less demanding shock wave detonation. Photo-detonation (designation specific to fuel


http://www.photodetonation.com/


mixture) is today mainly a curiosity among scientists, but the special pulse characteristics of the Quasiturbine will help bring this phenomenon into actual application.

Because the Quasiturbine has no crankshaft and can have carriages, the pressure pulse can be shaped like the minuscule cursive letter " i ", with a high pressure tip 15 to 30 times shorter than the piston or Wankel volume pulse, and with rapid linear rising and falling ramps. This kind of pressure pulse is self-synchronizing and reduces the immense stresses by shortening the high pressure duration.

6.1 PHOTO DETONATION: A NEED FOR CLEAN AND COMPLETE COMBUSTION

The 4 strokes piston of our cars fires once every 2 revolutions and produces a positive torque about 17% of the time, dragging 83% of the time. To obtain a reasonable specific power density, we must use the combustion chamber the most often possible in every minute, which means rotating at undesirable high regime, where it is difficult to avoid the limitations due to gas flow and valves inertia. The high RPM also imposes constraints which require a reduced piston course, which call for a reduction of the crankshaft diameter and a reduction of the engine torque, and consequently a more severe need for the gearbox and on the kinetic aspects like the flywheel, which severely reduces the engine accelerations.

Furthermore, the engine combustion chamber is a non-desirable parasite volume from the stand point of energy efficiency, since it must be pressurized in pure lost before being able to produce strong forces on the piston and so to make useful mechanical work. Ideally, the combustion chamber should be the smallest possible, which would imply a high compression ratio. However, the piston meet at least 3 major obstacles which limit the compression ratio : the mechanical robustness, the self-firing (photo-detonation), and the production of polluants. At low compression ratio with a pre-mixed intake, the sparkplug produces a lighting thermal wave which propagates into the chamber, driving a progressive and uniform combustion, but somewhat incomplete. In a similar situation but with a high compression


The Quasiturbine QT-AC (Avec Chariots) is intended for the detonation mode, where the high surface to volume ratio is an attenuating factor of the violence of the detonation.

http://peswiki.com/index.php/Image:Qt-Flash-Final_250.gif


ratio, it is the radiation (light, somewhat like the one of a laser) which light spontaneously, completely and uniformly the combustion (detonation or knocking that piston can not stand, because of the too long pressure pulse that it produces). Already to reach the Diesel mode, a substantial concession has been done, which was the abandon of the uniform combustion from a carburetor for the much less desirable combustion of the localized jet of a fuel injector. Except for the additives which absorb the radiations and increase the octane index, the recent researches aim at optimizing the piston engine deal with variable length connecting rods allowing to continuously set the compression ratio just under the photo-detonation threshold, regardless of the engine regime, but without ever exceeding it. Notice that the photo-detonation occurs at slightly higher pressure 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!

At low load factor, the intake depressurization of the Otto cycle dissipates power from the engine since the throttle valve is almost closed and the descending piston acts as a clogged vacuum pump against the atmospheric pressure, which vacuum is subsequently partially

destroyed by fuel vaporization during the compression. Due to this effect, the engine in Otto cycle opposes to all RPM revolution increase (well known as the engine compression braking) and this intrinsic resistance to speed augmentation is compensated by a constant and important fuel consumption. The photo-detonation mode does not use any throttle valve and accept without constraint all available air at atmospheric pressure (similarly as the Diesel, where the pressurization energy is restituted at the time of relaxation). For this reason, the efficiency at low load factor of the photo-detonation engine is twice that of the conventional Otto cycle, and considering that the load factor of a car is in average of about 10 to 15%, this is not a small difference (saving is still superior in traffic jams...).

Fortunately, the Quasiturbine allows to solve those dilemma by two unique characteristics (... and they are not the only ones), which are: First, to fire 8 times by two revolutions in four stroke mode, which allows to use the combustion chambers much more often without having to increase the engine RPM, and without facing the fast gas flow problem, nor the valves inertia since there is none. Secondly, to produce shorter pressure impulses with linear ramps permitting to control the thermal and photonic ignition and to overcome the obstacles limiting the high engine compression ratio, so increasing the efficiency, while maintaining the uniform combustion capability and simultaneously reducing the polluants. Since the combustion is initiated by the radiation and the pressure pulse is much shorter, the shape of the combustion chamber and its surface / volume ratio has little effect here, contrary to the case of the piston. In fact, the



high ratio S/V help attenuate the violence of combustion. Because it was conceived for thermal and photonic ignition, the Quasiturbine can not be considered as a "rotary piston engine", nor be correctly characterized by the piston paradigms.

Note :- that the Quasiturbine can as well be operated at lower compression ratio, in standard Otto and Diesel cycle modes.

Thermo-lighting due to very high pressure is not a homogeneous effect and can depend upon the geometry of the combustion chamber and be distributed in time. On the other hand, the photo-detonation is a voluminal combustion due to the high radiation concentration (a little as the paper which ignites at the focal of a lens directed towards the sun), which is homogeneous and independent of the shape of the combustion chamber. Additives added to the fuels to increase the octane rate are essentially photonic absorbents, which prevent the high density of radiation. Photo-detonation mode prefers the cheap fuels without such additives. In practice, thermo-lighting is initiating the first combustion which increases the pressure to the point of reach of photo-detonation. The photo-detonation is a very violent phenomenon that only the fast linear slopes of pressure and relaxation of the Quasiturbine can contain (preferably models QT-AC with carriages). The shorter Quasiturbine presses pulsates is self-timing. In experiments on photo-detonation with piston engines, the researchers attenuate the violence of the detonation by reducing the oxygen concentration in admission by mixing the air with exhaust. By doing so, combustion is not perfect and releases HC - unburnt hydrocarbons (this is not however an intrinsic deficiency of detonation).

6.3 Why is the photo-detonation Quasiturbine so revolutionary?

The asymmetry of the strokes and the precocity of the mixture intake and gas expansion (without excess volume during expansion) allow for a better initial mechanical energy conversion. During 2 rotations, the 4 strokes piston completes 4 strokes while the Quasiturbine completes 32 !Continuous intake and exit flow make better use of intake and exhaust manifold, and allow to reduce the weight and the volume of the engine by a factor 4. A faster reduction in the combustion chamber of the temperature, the pressure and the confinement time leads to less NOx production, and less heat transfer toward the engine block, all contributing to improve the efficiency over the piston engine.

For over 50 years, researchers have been dreaming about the perfect engine,having uniform combustion, with a small combustion chamber (high compression ratio).This is what the Quasiturbine does by producing a much shorter pressure pulses (particularly QT-AC with carriages), and furthermore accepting photo-detonation, because compression and relaxation slopes are very nearby in time.



The photo-detonation Quasiturbine suppress all interest and need for hybrid vehicle concept, since even a powerful Quasiturbine engine would have a small low regime efficiency penalty !

6.3.a QUASITURBINE PHOTO-DETONATION COMPARISON

Otto cycle required to compress fuel mixture (not pure air). Further, intake air pressure is controlled by the throttle valve, making the intake manifold at vacuum to proper mix air with the small fuel quantity coming in.

Otto cycle is a near stochiometric engine. Otto cycle can not be made a photo-detonation mode because of low intake vacuum pressure (at low load factor), which once compressed can not generally provide the amount of heat required for photo-detonation.

Unlike Otto, Diesel compresses pure air (no fuel mixture). Air temperature raises due to high compression ratio, to such a level that any fuel injected do burn. The fuel jet injected goes through the 3 combustion modes: air excess on the exterior of the spray jet, stochiometric in mid area¸ and fuel rich in the spray center (very bad and very difficult to control...).Because the Diesel accept all the intake air, its efficiency is not reduced by the intake vacuum as Otto’s. Diesel cycle is an air saturated rich engine.

Photo-detonation is the best of both. It is homogeneous combustion without vacuum intake manifold lost. Most piston minded expert think the research work should go toward the thermal ignition "control", with several difficult considerations...However, this is not at all the way to go with the Quasiturbine. Because of its much shorted pressure pulse, the Quasiturbine do not care about ignition considerations since the



temperature increases occurs at the short pressure tip, and exceed by far all ignition parameters (does not care the engine wall temperature or otherwise...).The shorter Quasiturbine pressure pulse is self-timing.

Quasiturbine turbo compressored or turbochargered, would not effectively recycled the waste heat of combustion because energy spent in increasing the intake chargedoes increase de specific engine power, but do not substantially affect the efficiency...With natural gas or volatile, the Quasiturbine true photo-detonation mode would not required any added liquid fuel.

6.4 QUASITURBINE SUPERIORITY

The combustion QT is a combination of the best elements of other internal combustion engines:

(1) Quasiturbine photo-detonation of the homogenous fuel/air charge eliminates the electronic ignition requirement of most fuel engines. Electronic ignition in piston gasoline engine is required because of intake vacuum and incompatible long duration compression "pulse structure" limitations in the cylinder.

(2) Photo-detonation will completely combust the fuel in the fuel/air charge because of the short, but powerful, pressure pulse and because of the fast nearly linear variation of the QT maximum pressure zone, which rapidly closes and re-opens the combustion chamber. The diesel engine can only incompletely combust the fuel injected into the heated, compressed air in the cylinder. The QT (unlike the diesel) is therefore a "clean combustion" engine. It will have virtually no emissions other than the standard products of combustion, e.g., CO2 and H2O. "Clean combustion" also implies that the QT engine is more fuel efficient than the diesel.

(3) Photo-detonation in the QT occurs rapidly at top dead center. In the diesel engine, ignition of the injected fuel occurs somewhat after top dead center, usually about 12 degrees or so, and is progressive with time to mechanically protect the piston. The QT's power stroke is therefore somewhat longer "with early and late mechanical energy conversion" and the exhaust somewhat cooler, which also implies a more efficient engine.



(4) Because the temperature of stator/rotor is not significant in photo-detonation mode (light ignition), and because the shorter QT pressure pulse is self-timing, premature ignition is not a concern. The combustion QT can have a very simple cooling mechanism, such as air cooling, even when operating on a low volatility fuel like natural gas.

(5) The Quasiturbine is suitable for multi-fuel use, including hydrogen combustion. It can also be operated in a combine thermal cycle mode (including steam and Stirling mode hook-up on the same shaft) thereby increasing further the efficiency.

(6) Finally, the Quasiturbine can operate in the more conventional Otto mode, yet retains its added value characteristics when compared to the piston engine.

For all these reasons, and considering what it is intended to achieve, the Quasiturbine can not be considered as a "rotary piston engine". Piston paradigms do not apply to the Quasiturbine!

CHAPTER -7

Comparison With Conventional Piston Engine



7.1 Engine Deficiencies

What are the Conventional Engine Deficiencies? The piston being the most common engine reference, the Quasiturbine researcher team has initially established a list of 30 conceptual piston deficiencies open for improvement (see below). The Quasiturbine innovative concept is the result of an effort to improve the piston engine, and indirectly other engines as well, not excluding the Wankel. To achieve major engine improvements, the Quasiturbine concept suppresses the use of the limiting sinusoidal crankshaft and offers up to 7 degrees of freedom at design.

7.2 Engine Displacement

Engine comparison can be made on different basis, as good one another. It is generally of public evidence that engine power goes up with displacement, but because of historical definition, this is not quite true, and led to substantial confusion in the world of engines. For all piston engines, the displacement is the total of the maximum cylinder volume, but for example, the 4-stroke piston does intake this volume of fuel mixture only once every 2 revolutions. In order to compare different types of engine, one has to get back to basics where the power of a theoretically good engine (which piston and Quasiturbine are, but not



the Wankel because of the PV diagram), is proportional to its fuel-mixture intake capability per revolution, and not its displacement. As an example, the Quasiturbine may compare 1 to 1 by chamber displacement, but 1 to 8 by total intake fuel-mixture volume and power, because the chambers are used 8 times more often by revolution.

7.3 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 :

1. A one-chamber-does-all-strokes is not good (opposed to split cycle) - Hot process (combustion) destroys efficiency of cold process (intake), an cold process (intake) destroys efficiency of hot process (combustion). Rotary engines have cold area in distinct location of the hot area leading to improve thermodynamic efficiency.

2. The 4 engine strokes should not be of equal duration.

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

4. At mi-stroke, the gas would push more efficiently on a moderate speed piston, while it is in fact at its maximum speed escaping in front of the gas.

5. The gas flow is not unidirectional, but changes direction with the piston direction. Complete reversal of the flows from intake to exhaust.

6. While the piston descents, the ignition thermal wave front has hard time trying to catch the gas moving in that same direction.


Typical comparison:

Engine displacement versus the Total engine volume

4 strokes engine type Unit displacement Engine volume

Piston 1 15 to 20

Wankel 1 5 to 7

Quasiturbine 1 1.3 to 2

The Quasiturbine is a positive displacement turbine

with a total displacement almost equal to the engine volume

(Imagine one day, a 3 liters car engine into a 3 liters volume!)

http://www.quasiturbine.com/ETheoryQTConcept.htm


7. The valves open only 20% of the time, interrupting the flows at intake and at exhaust 80% of the time.

8. The duration of the piston rest time at top and bottom are without necessity too long.

9. Long top dead center confinement time increase the heat transfer to the engine block reducing engine efficiency.

10. The non-ability of the piston to produce mechanical energy immediately after the top dead center.

11. 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.

12. The non-ability of the piston to efficiently intakes mixture right after the top dead center.

13. The piston does not stand fuel pre-vaporization, but requires fuel pulverization detrimental to combustion quality and environment.

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

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

16. The average torque is only 15% of the peak torque, which imposes a construction robustness for the peak 7 times the average.

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

18. The connecting rod gives an oblique push component to the piston, which then requires a lubrication of the piston wall.

19. The lubricant is also heat coolant, which requires a cumbersome pan, and imposes low engine angle orientations.

20. The need of complex set of valves, of camshaft and of interactive synchronization devices.

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

22. The seal wears most at rest near TDC and BDC, when they stop surfing (rotary seals never rest).

23. The heavy piston engines require some residual compressed gas before top dead center to cushion the piston return.



24. The piston tumble and swirl flows effects are largely compensated by gas rolling effects in-between the rotary 2 near surfaces in relative motion.

25. Limited combustion flame front velocity soon limits the piston rpm when scaling up to large displacement, while the Quasiturbine splits each piston chamber in 8 smaller chambers allowing shorter cycle duration corresponding to higher rpm for large engine.

26. The internal engine accessories (like the camshaft) use a substantial power.

27. The poor homo-kinetic geometry imposes violent accelerations et stops to the piston.

28. Quite important noise level and vibration.

29. At low load factor, the intake depressurization of the Otto cycle dissipates power from the engine (vacuum pump against the atmospheric pressure).

30. Multi-piston crankshaft twists under load while the cam do not, failing to keep optimum operation timing on forward pistons.

31. Too slow chamber movement near top dead center to support detonation.

32. Square piston (stroke equal to diameter) as the Wankel produce near TDC in the combustion chamber a modest converging draft toward the cup, while the QT converging draft is much more important, and favor better ignition.

33. QT Uniflow Characteristic - In piston, the flow reverses its direction at each stroke (counter-flow) to exhaust which cools the head and extra energy is needed to restore the temperature (piston uniflow provides an exhaust port at the end of the stroke, but has the inconvenience of recompressing residual gas, meaning reversibility losses, and the pressure increases makes a substantial restriction to the initial flow into the chamber, not to ignore the truncated cycle near bottom dead center). Quasiturbine is a uniflow engine, with none of these concerns.

Without being pretentious, the fact is that the Quasiturbine corrects or improves each of these deficiencies.

7.4 Side By Side

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-stroke 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-stroke 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 a relative 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).

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.



The above shown graph explains how relatively higher compression ratio is achieved when compared with a piston engine. This makes he quasi-turbine engine ideal for photo-detonation.

7.5 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 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 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.

Engine Exhaust Heat Recovery:

By placing a hot Quasiturbine into or around an engine exhaust pipe, and injecting pressurized hot water (steam keep in the liquid state for better heat transfer), some heat can be recovered into mechanical energy. Stirling and short steam circuit Quasiturbine could do similarly!

7.6 Environment

Less pollution and more fuel options: In all engines, the NOx results from three factors: high pressures, high temperatures, and prolonged times of confinement. As the Quasiturbine expansion starts quicker than in the other engines, the initial temperatures and pressures are less, as well as the time of confinement in the extreme conditions. Additionally, using high technology material (ceramic) for the seals would allow the Quasiturbine to run with no need of lubrication, nor maintenance. Piston mass injection (droplet density and inertia are greater that vapor and affected by valve flow perturbation) and exhaust valve cooling (rapid combustion is hotter) are two other vaporization piston limitations. However, fully pre-vaporized gasoline does improve combustion quality and is desirable from the environment



point of view even if the piston engines do not stand it well... (conventional gas turbines prefer gaseous state or very rapid liquid fuel vaporization). The Quasiturbine engine has no valve, and continuous intake flow permits optimum mass injection. Furthermore, being able to produce early torque pass the top dead center, the Quasiturbine does support the fully vaporized gasoline in Beau de Rocha (Otto) cycle, for better combustion quality and environment.

Less noisy: For comparable power, the Quasiturbine is much quieter than the piston engine, since it splits each expansion in 4 per turn (or 8 by 2 turns for the 4-stroke engines), and evacuates the gases more gradually and on a greater angular displacement (in opposition to the piston which evacuates gases especially at mid course).

Zero Vibration: The foundation of the Dr. Raynaud syndrome in Chicago is dedicated to the preoccupant problem of vibration. The vibrating portable tools (of which the chainsaws) gave name to the " disease of the logger " which goes from insensitivity of the hands and the arms, until the back bone pain, and capillary vessels and blood bursting. The professional truck drivers generally suffer from the syndromes of vibration. The Quasiturbine is a perfectly balanced engine which turns without vibration, and generates less noise. This is the motive for our priority project of a therapeutic chainsaw with zero vibration to fully emphasize the characteristics of the Quasiturbine.

Free Green House Gas Internal Combustion Engine: Hydrocarbons contain only Carbon and Hydrogen which are separated by heat, and recombine with air's oxygen to make water and CO2. People are complaining of bad combustion when engine is making black carbon particles though the exhaust, but this may be good new for GHG? In fact, a way to have a GHG pollution free combustion engine (with somewhat less total power) is to burn only the hydrogen from the hydrocarbon fuel, and recover the <burnt> Carbon (...not dropping it in fine particles in the environment). This is in some way what fuelcell (reformer) are attempting to do, by <burning> only the hydrogen. Modern diesel engine captures carbon particle in after treatment filers - where burning it does not bring any energy, worse is producing pure CO2! So, not burning the carbon from the hydrocarbon fuel would be a way equivalent or better than the CO2 sequestration. The carbon in the fossil fuel would then only play the role of a hydrogen storage chemical bound, a simple way to go around hydrogen storage.

7.7 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-stroke engine, with a quality of the exhausts better than the 4-stroke engine.

Not sensitive to 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



detonation. The Quasiturbine reacts better to detonation thanks to an earlier expansion process (which means the end of additives to increase the octane rate of gasoline). Moreover, since the detonation 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 a candidate for the detonation driving mode.

Compatible with hydrogen: The high inflammability of hydrogen imposes on hydrogen engines (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 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.

7.8Mechanical

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 perpendicular (-60 degrees with +60 degrees). As the seals of the Quasiturbine are assembled on a swivel carrier, they are perfectly normal (perpendiculars) to the perimeter profile at all time. The rotary engines are generally acting between a robust external housing and a central shaft assembly 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-stroke piston engine does not exceed 15% of the maximum instantaneous torque (which dictates the 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.

7.9 Differences in Short

Hard to summarize, but the asymmetry of the strokes and the precocity of the mixture intake and gas expansion (without excess volume during expansion) allow for a better initial mechanical energy conversion. During 2 rotations, the 4-stroke piston completes 4-stroke while the Quasiturbine completes 32! A faster reduction in the combustion chamber of the temperature, the pressure and the confinement time leads to less NOx production, and less heat transfer toward the engine block, all contributing to improve the efficiency over the piston engine. Intake and exhaust ports being at opposite of the chamber, overlapping intake is more efficient in the Quasiturbine. Continuous intake and exit flows make better use of intake and exhaust manifold, and allow to reduce the weight and the volume of the engine by a factor 4.



CHAPTER 8

Quasiturbine vs. Wankel Engine



8.1 Wankel Drawbacks

Today's Wankel engines technology is well mastered, but the concept does still present major drawbacks. Because hundreds of experts could not pin point the exact reason for the poor Wankel combustion, they have "vaguely attributed it without proof" to the elongated shape (high surface to volume ratio) of the Wankel combustion chamber. The fact is that even numerical model calculations could not account for the level of deficient combustion in the Wankel, and it has to be something else... (see below). Here are 3 important Wankel drawbacks:

1. Low efficiency - Often wrongly attributed to a slow combustion due to the Wankel rotary elongated chamber geometry (If this was the case, the Wankel should have been efficient at low rpm where it has much time for combustion, and inefficient only at higher revolution, which is not the case). Poor combustion rather results from the failure of the Wankel concept to meet the Pressure-Volume diagram, due to an excess volume (positive at intake, negative at relaxation) in the moving chambers. The increase of pressure level at TDC prevents compensation from intake to relaxation (This is a theoretical deficiency of the concept which cannot be fixed by mechanical improvements).

2. Oil leak - The Wankel leaks result from the fact that the central crankshaft area is part of the oil pan, and a small quantity of oil tends to flow downward by gravity into the lower chamber.

3. Engine ports overlap - This is a major limitation of the concept, preventing port design optimization. Because the Wankel attempts to make 4 strokes with a three sides rotor of surface moving also radially, there is a very large overlap of the intake



and exhaust ports, which imposes to trunk the power stroke somewhat before the bottom dead center BDC, which results in some lost of efficiency.

The Wankel stator bumps not only divide the chamber into behind and front zones. Just before the TDC (top dead center), the behind rotor face reduces the chamber volume, while the front rotor face increases it, which tend to produce a long constant volume pulse near TDC. Conversely, slightly past the TDC, the front rotor face increases the volume, while the behind surface reduces it, working against the combustion pressure. Furthermore, while the crankshaft keep running, the rotor rotation stops near TDC as the rotor face makes a pure translation movement (on some Wankel design, not only the rotor stops rotating, but it goes momentarily backward).

Square piston (stroke equal to diameter) as the Wankel produce near TDC in the combustion chamber a modest converging draft toward the cup, while the QT converging draft is much more important, and favor better ignition.

A complete stroke ends when the next face come back at that same position. Each Walkel faces are making 3 full strokes per rotor revolution, and there are 3 of them, for a total of 9 full strokes, or 12 truncated strokes when attempting to make a combustion Walkel engine. The Quasiturbine fires 4 times with a 4 faces rotor, for a total of 16 jointed and completed strokes per rotor revolution.

In most crankshaft machines, the moving piston closes the gap with the piston head (TDC - Top Dead Center) at the most distant point from the engine center, while in the Wankel (also a crankshaft engine), the moving triangular piston surface closes the gap (TDC) at the housing area nearest of the engine center! This means that not only the triangular piston surface moves further inward during the stroke, but at the same time the housing wall moves outward as the relaxation progresses! An illogic working behavior, which is not however necessarily a drawback in itself if the difference in swept volume produces pure rotary forces and if the engine can extract it? This shows one of the Wankel paradoxal behavior, and invites everyone to be most careful in understanding engine concepts... Vaguely attributing combustion deficiency of the Wankel to its elongated combustion chamber shape (or its higher surface-to-volume ratio) is a guest or a fast way out, not well done science...

Why are not all the combustion chambers equivalent?In most engine concepts, the shape of the combustion chamber is not the dominant combustion factor, but it is rather the closing ability near top dead center which impact the most the combustion performance. The best chambers do close near top dead center in such a way that most of the mixture is gathering into a compact, preferably near spherical volume. Piston closes like 2 proximity disks, gathering the mixture into a compact volume design, so does the Quasiturbine in a compact chamber localized within the rotor surface. A piston having its mixture spread across its two disks geometry at top dead center has a very poor combustion characteristic. Because of the Wankel bumped shape, the chamber does not have such a property, as most of the mixture spreads all along the chamber at top dead



center. Furthermore, because the crankshaft need to be located close to the surface of the triangular piston (not a Quasiturbine limitation), it is not possible in the Wankel to dig a near spherical chamber within the rotary piston surface, and the rotary piston surface cavity needs to be spread along the shape of the chamber.

Square piston (stroke equal to diameter) as the Wankel produce near TDC in the combustion chamber a modest converging draft toward the cup, while the QT converging draft is much more important, and favor better ignition.

The Wankel explanation attempt based on centrifugal in-homogeneous mixture (or high gas speed at peripheral) is in contradiction in rotary engines, with the gas rolling mixing effect between the two near surfaces moving one in relation to the other. This effect provides a mixing capability the piston is not able to reach. Poor flame front speed is no direct argument neither, as the Wankel deficiencies exist at all rpm. This is not the only Wankel weaknesses, but for all these reasons, it is not appropriate to associate the Wankel deficiencies to the Quasiturbine concept.

8.2 THEORITICAL DEFICIENCIES

1. The Wankel rotor movement involve both, pure rotational (tangent) forces and radial inward forces on the crankshaft, moving the rotor face inward of the engine as it rotates.(while in the Quasiturbine, the rotor face average position stays at a constant engine radius).1/3 of the Wankel chamber relaxation is pure rotational (tangential) work which the crankshaft is not optimized to harvest (This pure rotational force transmission to the crankshaft is made possible by a lever action through the casing synchronization gear teeth's.), while 2/3 of the relaxation is pure "piston like radial crankshaft work",in contrast with the Quasiturbine which makes 100% of it work from tangential chamber relaxation, which the tangential differential harvest correctly. In the Wankel, the rotor mid face point does pivot while in the same time does move radially, producing 1/3 of pure tangential swept and 2/3 of pure radial "crankshaft connecting rod like" swept.In the Quasiturbine, the rotor blade mid face pivot rotates on a perfect cycle (no radial movement), the rotor face pivoting action producing pure tangential swept and tangential working force !

2. One of the theoretical inconstancy result from the fact that combustion theory requires 4 strokes, while the Wankel rotor only has 3 faces. Stroke start with an horizontal rotor face and end 90 rotor degrees away when vertical. To make it to next stroke, the triangular Wankel rotor needs an additional 30 degrees (three times every rotor turn), which are unusable dead time ! This also imposes very difficult constrains on the flexibility of the port design Overlapping open excessive intake and exhaust of the Wankel Windows encourages the aspiration of to exhaust unburned mixture...The Quasiturbine fixes this inconsistency by having a 4 faces rotor, such as when a stroke ends, the next one is ready to go without any dead time.



3. Furthermore, the Wankel geometry divides the contour perimeter in 3 sections of long lengths, making the combustion chamber quite extended, while the Quasiturbine divide it in 4 sections of shorter lengths, which allows for more favourable volumetric chamber geometry...

4. Positive and negative swept volumes are quite complex in the Wankel geometry. The Wankel residual geometric Vmin is substantial and 3/4 of this residual geometric Vmin is swept during the stroke. This Vmin swept progressively reduces the chamber volume,preventing full gas relaxation to occur and to deliver all its energy to the shaft (An effect similar to a residual back pressure). At intake, the chamber volume is reduced by the swept volume but simultaneously increased by the 3/4 of the Vmin. (This is an excess volume, like if a piston chamber volume would not reduce as much as the volume swept by it piston surface, an anomaly which makes the P-V Pressure -Volume diagram at least very tricky to apply !) The opposite append during the relaxation with additional effect on the combustion kinetic. The 'excess volume work' is however either given to or taken back from the rotor (and shaft), conserving energy. In the Quasiturbine, the Vmin is zero (or negligible), a zero



Vmin volume is swept without effect during the stroke and the P-V Pressure -Volume diagram applies.

5. The Wankel design does now allow to shape the volume pulse characteristics near top dead center (TDC) to compensate for the effect of the long chamber geometry and to optimize the Otto combustion mode, in contrast to the Quasiturbine, where design parameters can be adjusted to shape this TDC volume variation for optimum needs.The Quasiturbine model SC -without carriage - has a volume pulse much like the piston for optimum Otto mode combustion, while the Quasiturbine model AC (with carriages) has an even more rapid volume variation than the Wankel to fit the needs for photo-detonation mode...

6. Every time a Wankel rotor face goes through TDC, the triangular rotor rotation actually stops (not to say reverse slightly...). This means that the triangular rotor angular rotation accelerates and decelerates to zero once every shaft rotation, This extreme angular velocity modulation generating strong internal stresses. There is no such extreme modulation in the Quasiturbine, which is much more homo-kinetic.

7. High shaft speed is an other deficiency.The speed of an engine can be the output shaft speed but it could also be the speed at which events occur inside the engine. This is the chamber speed, which is the rate at which a chamber expands and contracts. This is a good way to compare different engines between themselves. The piston chamber speed is the same as the shaft RPM (one shaft revolution from down to back down), where the valves and transient flows are piston chamber limiting factors. The Wankel chamber speed is 3/2 the shaft RPM (3/2 shaft revolution from down to back down). It is faster than the piston and produces less torque. The Quasiturbine chamber speed is only half the shaft RPM (half a shaft revolution from down to back down). It is by far the lowest from the piston and the Wankel. In order to obtain a piston chamber speed of 6000, or a Wankel chamber speed of 9000 RPM, the Quasiturbine shaft only needs to do 3000 RPM ! As all of the components are only doing 3000 rpm to achieve the same thing as a piston motor doing 6000 RPM, there is a lot less stress within the Quasiturbine engine. This further leaves a great potential for achieving higher RPM, which means higher specific power density. Because there is no valve and only small transient flows, the Quasiturbine chamber speed is not as limited as in the piston, and could go to much higher RPM...The Quasiturbine being a low RPM high torque engine, the need for gearbox is much reduced in most applications...

8. Geometric limitations a - Because the intake and the relaxation cycle both required only 90 degrees rotor rotations,while the rotor needs 120 degrees rotation to reset for the next fire, there is an excessive overlapping of the intake and exhaust which is a geometric limitation.b - Because there is a crankshaft in the central area, the combustion chamber can not be made deep as it would be required to optimized the combustion (as it can be with the



Quasiturbine empty center), which favours a detrimental gas rolling between the two sliding surfaces...

9. Dirty sparkplug tip,

In the Wankel, when a contour seal is positioned on the sparkplug hole, compression of intake mixture is just starting and relaxation behind is almost completed. a condition which does not allow a violent gas flow on the sparkplug tip (getting dirty). In the Quasiturbine, when the contour seal is on a similar central positioned sparkplug, the intake mixture compression is already midway as well as the relaxation behind, a condition which provides a better cleaning flow on the sparkplug tip. Furthermore the Quasiturbine sparkplug can be angularly positioned to appear later in the combustion chamber due to the thickness of the QT seal which can be made to almost completely covers the sparkplug slot-hole.

8.3 Wankel Analogy - A piston with the cylinder head moving down.

In order to help understand why the Wankel poor combustion results from the failure of its concept to meet the Pressure-Volume diagram due to an excess volume (positive at intake, negative at relaxation) in the moving chambers, lets use an analogy with piston (This is a fundamental theoretical swept volume deficiency of the concept which cannot be fixed by mechanical improvements). Consider just one of the Wankel rotor surface, horizontal when at TDC (Top Dead Center) and vertical when at BTC (Bottom Dead Center). By analogy to a piston, the distance (radius) from the engine center to this rotor surface when horizontally (TDC) and then when vertically (BTC) corresponds to the crankshaft drop (stroke) of the "piston surface equivalent", in relation to the engine center.

In a piston engine, the "cylinder head" is fix and does not move during the piston stroke, so that the residual minimum chamber volume at TDC (this excludes the chamber cut inside the rotor surface) is part of the relaxation volume during the complete stroke, and does not vary. Now, observe the residual minimum volume in the Wankel at TDC (which cannot be reduced due to the Wankel concept geometry), and notice its variation during the strokes as the apex seal move into this minimum volume area. Contrary to piston, the minimum TDC residual volume is not all present in the chamber during the stroke, which spoils the applicability of the Pressure-Volume diagram and its efficiency criteria.

By analogy to piston, it acts as if the piston head would move down (taking energy) during relaxation, preventing the complete relaxation sweep volume to occur, with a corresponding reduction of efficiency... The opposite volume variation occurs at intake, according to a moving up cylinder head analogy during compression, which prevents full expected sweep volume compression to occur. To illustrate how the Wankel excess volume (positive at intake, negative at relaxation) can affect the combustion relaxation efficiency, lets remember that the pressure pulse is in geometric relation to the volume pulse (faster if considering temperature effect). The first 50% chamber volume variation doubles the atmospheric



absolute pressure to 30 psia, while the next 25% volume variation brings it to 60 psia; the next 12.5% to 120 psia; the next 6% to 240 psia ( = 15 bar). This means that a 6% excess volume could result in a 100 psi pressure difference near TDC !

Because the Wankel residual chamber volume at TDC (this excludes the chamber cut inside the rotor surface) cannot be reduced due to the Wankel concept geometry, its efficiency deficiency cannot be fixed. On the contrary, if you look at the Quasiturbine residual chamber volume at TDC, you will notice it can be reduced to zero, which allows the Quasiturbine to meet the Pressure-Volume diagram efficiency criteria, just as well as the piston can, and this is a prerequisite for any better engine concept.

8.4 Quasiturbine is Different

The similarities between the Quasiturbine and the Wankel are like the ones between the planets Earth and Mars, the closer we look, the fewer there are!

Wankel Quasiturbine

The Quasiturbine offers many major improvements over the Wankel, including the following:

suppressing the excess chamber volume;

suppressing the 3 times 30 degrees dead times; suppressing the need of a rotor-stator synchronization gears; substantially reducing the elongation of the combustion chamber; Allowing full optimization of the ports overlapping; Allowing very high compression ratio, geometrically impossible in the Wankel.



During 2 shaft (not the rotor) rotations, the Wankel rotor does rotate 2/3 of a turn and intakes 2 chambers. During the same 2 shaft rotations, the Quasiturbine rotor will make 2 complete turns and intakes 8 of its chambers. During 2 shaft rotations, a 4 strokes piston intakes 1 cylinder; for the same shaft RPM, everything in the Quasiturbine is happening twice as fast as in the piston and 8 times more frequently. Pneumatic and Steam Quasiturbine operates without any synchronization flow valve.

Because the Quasiturbine corrects the Wankel theoretical deficiency, the Quasiturbine does not have the Wankel limitations... Which allows an equal size Quasiturbine to almost double the power output, while maintaining optimum efficiency. In addition, because the Quasiturbine does not have a crankshaft and its concept can accept carriages, its volume pulse characteristics can be shaped almost at will, including to make a pulse with rapid rising and falling ramps with a tip duration 15 to 30 times shorter than the Wankel and piston, which has unique characteristics particularly suitable for detonation engine.

The Quasiturbine may look superficially similar to the Wankel engine, but is quite distinct from it. The Wankel engine has a one rigid triangular rotor synchronized by gears with the

housing, and driven by a crankshaft rotating at 3 times the rotor speed, which moves the rotor faces radially inward and outward. The Wankel attempts to realize the 4 strokes with a 3-sides rotor, limits overlapping port optimization, and because of the crankshaft, the Wankel has near sinusoidal volume pulse characteristics like the piston. The Quasiturbine has a four-sided articulated rotor, rotating on a circular supporting track with a shaft rotating at the same speed as the rotor. It has no synchronization gears and no crankshaft, which



allows carriage types to shape "almost at will" the pressure pulse characteristics for specific needs, including achieving photo-detonation.

The Wankel engine divides the perimeter in 3 sections while the Quasiturbine divides it in 4, for a 30% less elongated combustion chamber. The Wankel geometry further imposes a top dead center residual volume which limits its compression ratio and prevents compliance with the Pressure-Volume diagram. The Wankel has three 30 degrees dead time per rotor rotation, while the Quasiturbine has none which allows continuous combustion by flame transfer, and can be driven by compressed air or steam without synchronized valve (also by liquid as hydraulic motor or pump). During rotation, the Wankel apex seals intercept the housing contour at variable angles from -60 to +60 degrees, while the Quasiturbine contour seals are almost perpendicular to the housing at all time. While the Wankel engine requires dual (or more) out of phase rotors for vibration compensation, the Quasiturbine is suitable for single rotor engine, because its center of mass is immobile during rotation. While the Wankel shaft rotates continuously, the rotor does not, as it stops its rotation (even reverses) near top dead center, an important rotor angular velocity modulation generating strong internal stresses not present in the Quasiturbine.

8.5 Quasiturbine Rotor Dynamic

The eccentric crankshaft machines reach their maximum and minimum mechanical extension in synchronization with the pressure strokes, while in the Quasiturbine, the rotor reaches it maximum and minimum extension at half-stroke, producing a smooth kinetic transition near Top and Bottom pressure Dead Center. The piston reaches its extreme positions in coincidence with the beginning and the end of the cycle, and like him, the crankshaft of the Wankel also imposes this synchronization, that promotes a knock on the stator-rotor near the points up and down. The Quasiturbine, the extreme positions of the rotor match elongation diamond, while pressure cycles start and end in square configuration, which creates a particularly happy situation for the continuity of the movement of rotation and balancing of the internal efforts on the rotor on the pass (without knocking) in square configuration, which emphasizes compatibility with the photo-détonation.

Once the rotor deformation launched from a diamond on an axis elongation to elongation on another axis, 4 blade system presents an inertia that ensures continuity (no knocking) deformation passing square configuration, with the major and violent pressure disturbances. Note that the inertia of the deformation is constrained by the action of the joints of contour on the internal walls of the stator in the remote area of the centre, but that the effect of recalls Dynamics due to the internal pressure in the rooms just helps this brake, see same dominate certain regime.



8.6 Quasiturbine-Wankel Differences

1. The Wankel engine uses a rigid three faces rotor with a crankshaft. The Quasiturbine uses a deformable four face rotor without a crankshaft.

2. The Wankel engine shaft turns at three times its rotor RPM. The Quasiturbine rotor and main shaft turns at the same speed.

3. The Wankel engine fires only once per shaft (not rotor) revolution (which means three times per rotor revolution). The Quasiturbine fires four times per main shaft revolution, producing a strong and exceptional torque continuity.

4. The Wankel compression and combustion stroke each last 120 degree of rotor (not shaft) rotation, of which only 90 degrees is effective (no chamber volume variation in the first 30 degrees of compression and in the last 30 degrees of combustion). Exhaust and intake strokes share together 120 degree of rotation in an excessive overlapping (they are truncated strokes!). In term of time management, the Wankel is even worst than the piston.All Quasiturbine strokes are of equal 90 degrees rotor rotation (not necessarily duration), with useful volume variation (like piston) at all angles and without undesired overlapping.

5. The Wankel fires 3 times per rotor (not shaft) revolution for a total of 12 strokes, but because its power strokes are not jointed (three 30 degrees dead times) and overlapped, they are penalized 90 / 360 and count for an effective total of 9 strokes per rotor revolution (even less when considering the effect of excessive exhaust-intake overlap). Said otherwise, a complete stroke ends when the next face come back at that same position. Each Walkel faces are making 3 full strokes per rotor revolution, and here are 3 of them, for a total of 9 full strokes, or 12 truncated strokes when attempting to make a combustion Walkel engine.The Quasiturbine fires 4 times with a 4 faces rotor, for a total of 16 jointed and completed strokes per rotor revolution.

6. The Wankel intake stroke is not making vacuum intake from the rotor face being at TDC (Top dead center), but beginning later when the tailing chamber seal closes the exhaust port (stroke truncated at the beginning), and it does end intaking when the intake port is out, which occurs before the rotor face gets to BDC (stroke also truncated at the end). Similarly, the exhaust strokes do not pressured-expulse the gases until the rotor face becomes at TDC, but stops earlier when the leading chamber seal gets to the intake port (truncated stroke also both at the beginning and at the end).



Considering that the excessive overlap is not a productive stroke (furthermore detrimental by permitting some intake mixture to go straight unburnt to the exhaust), one could alternatively say that in one Wankel rotor rotation, there is a missing 30 + 15 + 15 + 30 stroke degrees, reducing the 4 full strokes by at least 90 / 360 per revolution (9 instead of 12). The Quasiturbine has 16 full strokes per revolution with no overlapping, and none of these Wankel limitations applies.

7. In the Wankel, 2/3 of the work is produced by piston like radial crankshaft force, while 1/3 of the work is done by pure rotational (tangential) force, which the crankshaft is not optimized to harvest (and for which a synchronization casing gear is needed). In the Quasiturbine, 100% of the work comes from tangential forces and movement, which the tangential differential harvests correctly.

8. The Wankel residual geometric Vmin is substantial and 3/4 of this residual Vmin is swept during the stroke. Vmin is not constant and the engine does not meet the Pressure - Volume efficiency diagram.In the Quasiturbine, the Vmin is potentially zero, a zero Vmin volume is swept without effect during the stroke. Quasiturbine meets the Pressure - Volume efficiency diagram.

9. The Wankel excessive engine ports overlap imposes to trunk the power stroke somewhat before the bottom dead center BDC, which results in some lost of efficiencyIn the Quasiturbine, the power stroke extends until its is fully completed.

10.When the Wankel engine rotor goes from one TDC (top dead center) to the next, the torque increases to a maximum value and starts decreasing right away (progressive). The torque generated by the Quasiturbine (accentuated on AC type) gets toward a plateau, and holds this maximum for a longer arc before decreasing, producing a better overall mechanical energy conversion rate.

11.The Wankel engine has a dead time. A complete rotor (not shaft) revolution is composed of three relaxation strokes of 90 degrees each, separated by a 30 degrees rotor dead time. The Quasiturbine strokes are consecutive, with no dead time, allowing continuous combustion by flame transfer.

12.The Wankel engine has a negative excess volume during its relaxation stroke, which lowers efficiency, and is responsible for some unburnt hydrocarbons. The increase of pressure level at TDC prevents compensation from intake to relaxation.



The Quasiturbine has no excessive volume during expansion, for maximum efficiency, and minimum HC unburnt.

13.Due to its large residual chamber volume near the TDC, the Wankel cannot easily be operated in Diesel mode. The Quasiturbine has no compression ratio limitation and can run in diesel mode.

14.The Wankel contour seals do two things: sealing the chambers, and providing some rotor orientation forces (after some wear of the synchronization gears). For this reason the seals must have a near absolute positioning which limits the engine lifetime. The Quasiturbine rotor orientation forces come from the four carriages (AC with carriages) or from the cylindrical pads (SC without carriage), but not necessarily from the contour seals themselves. In the Quasiturbine, the seals' role can be only dedicated to sealing the chambers, and they are differential in positioning, which increases the engine lifetime.

15.The center of mass of the Wankel triangular piston is moving in circle with the crank, and this whole triangular mass tends to bang the seals against the housing, requiring the protection of a housing synchronization gear. The Quasiturbine has no crankshaft, and its rotor center of mass is immobile at the center during rotation. Never the Quasiturbine seals need to oppose and constraint the whole rotor mass, the only force required being the one to transform a square into lozenge and back to square. This is orders of magnitude less stress on seals than the Wankel rotary piston without its synchronization gear...

16.The Wankel engine cannot operate in continuous combustion. While a full expansion stroke occurs (rotor revolution of 90 degrees), intake mixture compression is only partially initiated and not yet ready to be lighted (an additional 30 degrees rotor rotation is required as a dead time). Quasiturbine mixture is completely compressed and ready to fire at the end of each expansion stroke, making possible a flame transfer for continuous combustion.

17.Due to its one single firing per shaft revolution, and the dead time, the Wankel engine needs a flywheel. The Quasiturbine needs no flywheel, and consequently has faster acceleration.

18.The Wankel's triangular rotor is an internal engine part. The Quasiturbine four "pivoting blades" have only one side internal since the



shaft sides are in contact with the external environment, and the area is available for external blades cooling.

19.The Wankel engine rotor movement must be synchronized by a gear set to follow the stator profile. The Quasiturbine does not require any such a synchronization, and consequently is much easier to build (Allowing even for strong plastic (ABS) units for moderate temperature applications).

20.The triangular rotary piston of the Wankel contains the crankshaft and it is not possible to deeply dig a compact chamber, making the combustion chamber at top dead center of the Wankel elongated and thin, and the relative contour wall and piston movements dragging the mixture into an unwanted rolling movement in a referential moving with the chamber, turning down (squelching) the combustion at the chamber extremes. The Quasiturbine chamber is located in a tangential median cut in the rotary blade filler tip such that at top dead center, it is squeezed between the 2 carriage rollers and the Saint-Hilaire profile on which the sparkplug is located, all such to contain over 80% of the gaseous mixture in a rounded corners cube like shape.

21.The Wankel needs 2 sparkplugs because of the gas rolling effect and the thin flat combustion chamber shape. The Quasiturbine deep semi-circular or semi-spherical combustion chamber attenuates the combustion gas rolling effect, and consequently, no squelching occurs behind the chamber, and one sparkplug is sufficient.

22.The Wankel engine must make use of 3 seals at the triangle peaks (Apex), which meets the housing wall with a variable angle on both sides of the perpendicular (-60 degrees to +60 degrees). Since the Quasiturbine seals are seated on rocking carriers, they are perpendicular to the engine wall at all time, preventing the critical leakproof problem.

23.The Wankel engine radial seals are at equidistant and fix distances. The Quasiturbine (AC model type) seals are at variable angular and linear distances, giving relative geometric enhancement to intake, compression, and gas expansion.

24.The Wankel engine is a "rotating piston engine" that is subject to a constant circular vibration. The Quasiturbine has a fixed center of gravity during rotation, and is a true zero



vibration engine (like the turbine), since any weight movement is exactly compensated by symmetric mirror movement through the center. (Be careful not to confuse vibration with unidirectional counter-torque impulses).

25.The center of the Wankel engine is part of the oil pan, and contains the mandatory main crankshaft. In the Quasiturbine, there is no crankshaft, and the central main shaft is Optinal. The center of the Quasiturbine can be empty, and available for electrical components, fan blades, or other devices.

26.The Wankel engine has limited port access on lateral covers, due to the presence of the oil pan. The Quasiturbine is much more accessible, which allows sealed ports for high pressure compressor, and efficient continuous combustion transfer between chambers.

27.In the Wankel engine, the oil pan is also mandatory for crankshaft, bearings, gears lubrication and thermalization. In the Quasiturbine, oil is not a thermal cooling agent, and consequently oil is only required at seal friction interface. The use of ceramic or high-tech seals can make the Quasiturbine an oil free engine (Thermalization being done by the contact of the carrier wheels).

28.The Wankel engine crankshaft is taking a considerable sideways pressure load. Since there is no pressure load imposed on the absent crankshaft of the Quasiturbine, and since its compressed volume (AC model type) nears and breaks away linearly from its point of maximum compression, Quasiturbine operation can be made possible in "photo detonation" mode. Since the main Wankel engine shaft rotates at three times its rotor speed, it is more suitable for high RPM end uses. The Quasiturbine main shaft (rotating at the same speed as its rotor) is more appropriate for lower revolution uses (e.g. airplane propeller at only 2000 RPM, generator, transportation, or to reduce gearbox ratio in current applications).

29.Since the main Wankel engine shaft rotates at three times its rotor speed, it is less suitable for low RPM compressors or pumps. Quasiturbine is suitable for both low RPM compressors and pumps. For the same engine dimensions and shaft RPM, the Quasiturbine presents a substantial near 50% power density improvement (and more for power to weight ratio) in its operational range.



30.The Wankel has a faster raising pressure pulse compare to the piston engine, but shows a high pressure plateau near the top dead center, due to the slow rotor horizontal translation by the crankshaft at that point. The Quasiturbine (AC model type) has a similar fast rising pressure pulse, but no high pressure plateau, which makes it thermally more efficient, and more suitable for photo-detonation, diesel and hydrogen mode.

31.Due to its geometry, the Wankel exhaust and intake ports overlap extensively, opening much before the expansion stroke is over, and closing much after the intake stroke has begun. The Quasiturbine does not impose such a wide overlap detriment to efficiency.

32.The Wankel engine success for direct hydrogen combustion comes from its intake and combustion stratification.The Quasiturbine engine offers the same hydrogen advantage, without the loss of efficiency. Furthermore, the Quasiturbine's rotor offers one extra insulation chamber (4 instead of 3) to hydrogen intake.

33.The Wankel engine stator profile is an optimum, which can be generated by simple geometric envelope. The Quasiturbine "SAINT-HILAIRE stator confinement profile" cannot be generated by geometric envelop technique, and eccentricity can still be accentuated for additional performance.

34.Square piston (stroke equal to diameter) as the Wankel produce near TDC in the combustion chamber a modest converging draft toward the cup.The Quasiturbine converging draft is much more important, and favor better ignition.



CHAPTER-9

Quasi Turbine

Versus

HybridEngines



9.1 Hybrid Definition

Hybrid means to have 2 or more active propulsion systems in series or parallel. Parallel concepts are the most complex and the less long term versatile, but the mostly used at this time, because engines can add up their power when needed. Serial concepts mean that only one propulsion system drives the train, supplied by one source or another. Serial must have total power at the wheel, but offers more versatility in term of energy storage and handling management.

Lets make first a distinction between electric vehicle getting their power from electrical grid and the hybrid concepts. Advanced electric vehicles using powerful in-wheel digital motors and a set of high efficient batteries rechargeable from the grid, are not hybrid vehicles (having only one propulsion system). The idea behind such a vehicle is to benefit from the high electricity conversion efficiency of public utilities, instead of poor efficiency of onboard engine. This concept requires larger electricity storage than the Hybrids, and this is their deficiency today. Ultimately, Hybrid will have to measure to Quasiturbine detonation engine, which also will have to measure in efficiency to pure electric vehicles... However, the Quasiturbine detonation engine could continue to stay the supreme onboard generator for extending pure electric vehicle autonomy...

Hybrid is one way to avoid the lost of efficiency of powerful piston gas engine when running at low power, the Quasiturbine detonation engine being an other and better possibility. This is a 50% fuel saving potential in transportation, of which about half could be harvested the Hybrid way. But getting extra efficiency the Hybrid way requires additional power components and energy storage, with associated counter-productive increases in weight, space, maintenance, cost and environmental recycling process. For now however, the hybrid concept is attractive, until such time when fully electric vehicles will efficiently "fuel" from the electrical grid.

Considerable attention has been given recently to the energy savings that hybrid automobiles can provide. The Toyota Prius and others have proved that the hybrid electric concept can greatly improve fuel mileage. Unfortunately, all hybrids do not provide equivalent efficiency improvements over the non-hybrids and there is a lot of “hype” about the hybrid concept that is not technically sound. Most hybrids improve fuel mileage because they store energy obtained at an efficient operating point of the engine and later use the stored energy when extra power is needed. This generally allows a smaller engine to be used in a vehicle with



performance equivalent to that of a much larger engine. For good mileage, hybrids that depend on energy storage must have engines that are very efficient at the operating power level where energy from the engine is stored. Since the stored energy is derived from the engine, the average efficiency of the hybrid will always be less than the average efficiency of the basic engine.

9.2 Low Power Efficiency Penalty

The efficiency of a 200 HP gas engine falls dramatically when used at 20 HP, because of high vacuum depressurization needed in the intake manifold, this vacuum reduces as the power produced by the engine increases. The reason for modern hybrid concepts is to harvest this low-power-efficiency-penalty of today's high power vehicle engine, generally used with only 15% average load factor. This is a 50% fuel saving potential in transportation, of which about half could be harvested the hybrid way.

It is the main purpose of the hybrid car concept to avoid the low efficiency of gas engine at reduced power. However, detonation engines do not need intake vacuum as they intake all the air available, and mainly for this reason, efficiency stay high even at low engine power.

9.3 A Cascade of Savings

The paradox 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?

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

Because the Quasiturbine reduces the weight of typical vehicle power train by over 50%, it does not have to claim any extra efficiency on the test bench to be most valuable. Such a reduction of weight on the lifetime of a vehicle means substantial reduction in power demand, and consequently in fuel.



9.4 Electric - Combustion, Hybrid

In parallel concepts (most commonly used today), while the IC engine is at stop, the electric motor/generator can carry reasonable power demand. To provide extra power, or when the battery needs to be recharged, the IC engine and the electric motor generator are geared together. In serial concepts, electric motors (either central or in-wheel) provide all the train power at all time, either from the batteries, or from the batteries and the onboard generator together.

In these two concepts, battery storage capacity needs to be moderate, as they only intervene for peak power, and long run energy comes from the fuel tank. Regenerative braking (electrical, pneumatic, hydraulic...) could be an added technology on vehicle, and is often self-included in hybrid concepts.

9.5 Pneumatic - Hydraulic, Hybrids

A hydraulic hybrid vehicle uses hydraulic and mechanical components instead of electrical ones. A variable displacement pump replaces the motor/generator, and a hydraulic accumulator replaces the batteries. The hydraulic accumulator, which is essentially a pressure tank, is potentially cheaper and more durable than batteries. Hydraulic hybrid technology is being actively developed primarily in heavy vehicles like buses, trucks and

military vehicles. Other hybrid concepts may also be developed.

9.6 Quasiturbine Over Hybrid

The Quasiturbine has several intrinsic efficiency characteristics which add up and reduce the engine energy lost in several ways:

Because it does not have internal accessories to drive, like the piston cam shaft and valve train, additional energy is available to the end users.

Because of the shaping of the volume pressure pulse, the thermodynamic of the Quasiturbine can be far superior.

Because the engine weight is about 1/4 that of a piston, energy saving can be substantial in many applications.

Because the Quasiturbine is a high torque low rpm engine, much less or no transmission gears ratio is needed with corresponding efficiency increase.



Because the Quasiturbine can be made of large size, it is an efficient alternative to utilities for efficient energy conversion (steam) in electricity or from co-generation.

Because the Quasiturbine (AC model with carriages) has the potential to run in detonation mode, it will not have the low power penalty of the Beau de Rocha (Otto) cycle, which can provide a 50% energy saving in transportation application (much superior to hybrid concepts).

Multi-fuel capability is also an important efficiency factor permitting to use the most pertinent local combustible. Hydrogen high compatibility is also of consideration for the future.

So, the Hybrid Concepts have been developed to harvest the low piston efficiency at reduced power. If a new engine does not have such a penalty at low power, the Hybrid Concept would be of no interest. This is exactly the objective of the Quasiturbine detonation engine use in transportation.

The development of a detonation engine provides a mean to avoid that low-power-efficiency-penalty; maybe more environment friendly as it will require low octane additive-free gasoline or diesel fuel; maybe multi-fuel compatible, including direct hydrogen combustion; and may offer reduction in the overall propulsion system weight, size, maintenance and cost. For these reasons it could be better or competitive with hybrid car technology.



CHAPTER 10

Comparative Efficiency With

Other Engines



10.1 The energy of the compression and expansion strokes

Some people tend to believe that engine compression stroke is an engine energy lost, which it is not, since this stored compression energy is largely recovered during the following power stroke. Notice also that if we consider the three equal "early, mid and late" piston expansion volume zones, they all produce under constant pressure the same amount of energy, since the angular shaft displacement is larger in early and late volume variations.However, the torque will be highly modulated, being fare superior in the mid stroke.Square torque pulse like in the Quasiturbine produces the same energy with a more constant torque and require a relatively less robust machine, since robustness is dictated by the peak torque.

10.2 Adiabatic versus isothermal expansion

When a compressible fluid is compressed, its temperature increases, and conversely when it expands, it cools itself. Gas cooling during expansion is not a good thing, because it reduces the pressure in the expansion machines (positive displacement), and lowers the gas speed in turbines. To get the most power out of a machine (not necessarily to get more efficiency), one likes to add heat to the expanding gas, and if this is not possible in the process, the expansion is split in several stages (like 2 and 3 stages steam turbine). One must understand that the extra power obtained this way is not free, since heat has to be supplied, but it does give a better output per pound of engine.

What is nice about internal combustion engine, is their ability to provide the maximum heat by combustion while the expansion is actually occurring,something no other gas compressible engine can do easily! (this excludes hydraulic engine).

Like pneumatic / vapour Quasiturbine includes two circuits, these circuits can be as desired fed in series by connecting the exit of the first room to the entry of the second. While placing an exchanger on this conduit one can add heat in an attempt to make that the total relaxation in the engine approaches an isothermal relaxation. In this case, the differentials of internal pressure is distributed between the 2 successive chambers. In the conventional turbines, one



often makes such an intermediary heating in order to increase the total power output of the machine, without necessarily increasing the efficiency.

In the case of Quasiturbine, the connection in series reduces inevitably the specific powerbut can increase the output if intermediate heat is available free, as in the case of atmospheric heat in pneumatic mode. The recourse to the series mode can be of interest in the case of strong pressure where the relaxation produces a strong cooling, but presents little interestwith Quasiturbine with the low pressures, let us say lower than 50 lb/po2 (psi). If the differential of pressure is considerable, the volumes and displacements involved in the initial relaxation are much less than with the final relaxation, so that the machine in initial phase must be of smaller dimension (let us say for a relaxation from 600 to 300 psi) that for the final phase (of 300 to 0 psi). If the use of a single machine requires an initial pressure reduction, this initial loss of pressure in a regulator is not converted into mechanical energy, but in thermal cooling and kinetic energy, the last one attenuates obviously adiabatic cooling.

Because volumes and displacements in final phase are more important, the same differential of pressure on this level produces more energy at a higher pressure.

In other words, to extract the maximum energy from a very high pressure, one would need a cascade of machine starting with smallest, each one reducing the pressure a little and feeding the following one. The old steam engines use 3 such stages (or more stages in the case of turbines), Titanic had steam engines using 4 stages of relaxations. MDI for its part proposes a pneumatic car with very high pressure using 3 stages with piston.Nothing prevents from juxtaposing 3 Quasiturbines of different sizes to do still better! In the case of a source of pressure which becomes exhausted with time like compressed air in cylinders, the obvious disadvantage is that early stages would become useless as the pressure becomes less.A high pressure tank cooled gradually when pour in an intermediate low pressure tank, but it is at the entry of the low tank pressure that the relaxation is violent and where cooling is most considerable.

However, relaxation kinetic energy forces does not transform itself into mechanical work, but into heat, thus reducing the net effect of cooling in the low tank pressure or in the regulator. It is however not very wise to use the energy of pressure of high pressure tankto heat the intermediate partially low pressure tank, from where the interest to use multiple mechanical relaxations with heaters isobars between the stages! Energy being proportional to the pressure time the volume, energy is weak after each relaxation even if there is pressure, because volume is contracted and weak, and it is the heating which gives again the volume, and thus of energy. These multiple relaxations are profitable in the case of systems of several megawatts (with high and constant initial pressure) having important operating time ratios, but are more difficult to justify in the case of small vehicles asking for a few tens of kW only, where the operating time ratio is half an hour per day, and of which high pressure of the tanks is not constant!



All this shows that higher the pressures are, and lower the temperatures are, less the system of production / recovery is effective.

10.3 Zero Load factor high-revolution efficiency - Minimum Gas Flow at operational RPM

Some people tend to believe that a free running engine (from which we do not take power) require a very small fuel consumption used only to compensate for friction or internal energy dissipation. Let first explain why this is not true, and why a Minimum Gas Flow (or consumption) at operational RPM is needed and vary from one an engine concept to an other.

Rotating any of the four engine concepts with an external power source will generate a gas flow (not obstructed) at engine intake and exhaust, confirming that engines are in fact pumping devices operated in reverse mode. This flow will increase with the RPM and will also depend of the engine concept. Assuming four engines concepts of equivalent power but having different operational RPM, one will notice that the highest flow will be produced by the conventional turbine, because its is aerodynamically working at very high RPM. Next down will be the Wankel, then the piston and the Quasiturbine on the same level (At the same RPM, the Quasiturbine will pump 4 times more than the piston, but since its operational RPM is four time less, they compare exactly). If we want to self-run those 4 engines concepts at operational RPM, the reversibility principle will required that we provide an equivalent reverse Minimum Gas Flow at operational RPM in order to maintain the "free running" (without taking out any engine power - zero Load factor). Making this Minimum Gas Flow at operational RPM from pneumatic, steam or internal combustion is energy consuming, and seriously limit the low-power (zero Load factor) high-revolution engine efficiency, because this minimum flow energy is in pure waste. The conventional turbine is the engine which requires the highest gas flux (and consequently the highest consumption) just to maintain its free operational RPM (without producing any net energy), explaining why they are so fuel inefficient when not producing their full power. It must be understood that in order to actually deliver power, the flow must be increased from this Minimum Gas Flow at operational RPM. Mechanically, the Quasiturbine flow case is the easiest to understand, because it is obvious that to maintain the revolution, the Minimum Gas Flow at operational RPM must have the same velocity as the tangential blades turning around the Saint-Hilaire confinement profile. This discussion explains why for efficiency reason, an engine should never be selected more powerful than required. Idling (zero Load factor) a



powerful engine always consumes more than idling a less powerful one. It does also explain why it is advantageous at low power to cancel down combustion on some of the pistons in order to increase efficiency.

10.4 Compression ratio and parasite volume - Effects on engine efficiency

Pneumatic and steam engines get their pressure from an external source, and it is obvious that any residual chamber (charging volume) within the TDC top dead center position will have to be pressurized in pure lost before the pressure can make work on the piston itself. For efficiency reason, one like those engines to have a very high geometric compression ratio 100:1 or higher. Even if less obvious, the situation is alike with the IC internal combustion engine, because from the pressure point of view, the TDC combustion chamber is a parasite volume, which has to be pressurized in pure lost before producing any work on the piston itself. To be more efficient, the combustion chamber must be the smallest possible, which means the highest possible compression ratio. To a certain extend, the Diesel engine does that, but looses the advantage of the uniform combustion. However, there are other obstacles to increase the compression ratio. In relation to mechanical limitation, the stress is proportional to the product ( Pressure X Time ), such that if the compression pulse can be made shorter, much higher compression ratio can be achieved without increasing the stress and fatigue on the engine.

This is exactly what the Quasiturbine does by having a pressure pulse at the tip which is 15 to 30 times shorter! In relation to self-firing or photo-detonation, piston can not permit higher compression ratio because such a timing is not controllable, and can not be postponed until the piston fall down. The Quasiturbine fast raising and falling pressure pulse guaranty that the photo-detonation occurs at the right time. In relation to fuel pollutant generation, piston does confined the gas for too long, and allows the chemistry of NOx to be completed.The Quasiturbine short confinement time does not allow NOx to be generated. The short Quasiturbine pressure pulse reduces the confinement time, but also the gas thermal exchange with the engine block, and consequently leaves more heat into the expanding gas, which increasing the thermodynamic efficiency.

The Quasiturbine IC end result goes toward an engine in photo-detonation mode,having a compression ratio of 30:1 or higher, using low octane gas, producing no NOx,benefiting from fast radiation photo-detonation combustion process (Knocking - Leaving extra combustion time to eliminate all un-burnt hydrocarbon),with the advantage of uniform combustion without any synchronized intake or firing sparkplug, being more efficient, and furthermore multi-fuel capable, more compact, lighter, high torque at low RPM, 20 times less noisy, zero vibration...


http://quasiturbine.promci.qc.ca/ETheoryDetonationEngine.html


10.5 Pushing gas versus expanding gas

Conventional turbines and all positive expansion machines (including the Wankel) do have a similar exhaust residual mechanical energy lost dilemma particularly sensitive in fluid flow engine mode when using an "external compressed fluid (air, steam...) reservoir", a dilemma which does not exist with incompressible (hydraulic) fluids flow. It does take energy to compress gas, but positive expansion machines do take only energy from the pressure action, careless how much energy is actually stored internally in the pressurized pushing gas in the expansion chamber, which is later exhausted. Let explain differently : If a piston is released after it has compressed air, compression work is very efficiently given back in energy, and the final differential expansion pressure is zero like at the starting point (which is not the case when using external gas pressure reservoir). This means that using gas (steam) from a compressed reservoir, optimum expansion efficiency required to inject only a certain quantity of loading pressured air (steam) at Top Dead Center, such that the final exhaust expansion pressure differential will be small (which do not means a null exhaust flow). Doing so, the gas in the expansion chamber will push with a reduced average pressure, and the total engine output will not be the highest (since pressure decreases as 1/x, the average pressure will be much less than half of the maximum). Similarly, conventional turbine convert tank pressure and expansion energy all at once, and trying to take out too much power from a conventional turbine will lead to blades stall and very inefficient regime. By maintaining the high pressure injection for a long time period (the expansion is then replace by a more constant pressure push), the total engine output power will increase substantially and so will the final exhaust pressure with substantial decrease in engine efficiency. Theoretically, mechanical efficiency (not thermal) at constant and continuous maximum injection pressure of compressible gas fall quite rapidly with the exhaust pressure differential, from 80% at 4 atmospheres to 60 % at 120 psi, and to 30 % at 500 psi (not to be confused with thermal cycle or internal combustion efficiency). Said otherwise, to maintain near 100% mechanical efficiency (extracting reservoir pressure energy and the total enclosed expansion energy with a zero exhaust final pressure, and ignoring thermal), the total Quasiturbine (or most positive expansion machine) power would have to be reduce to 1/3 of its maximum power at 7 bars (120 psi), or to 1/8 (which only double the engine size) at 33 bars (500 psi). Active or passive flow control (power control) using restrictions (and intake cavities) can be designed to limit the injection pressure duration when needed (The Quasiturbine restriction being sufficient), and make sure that gas expansion effectively occurs for a better efficiency in all engine. Internal combustion engines work from a limited



combustion gas volume which actually expands and produces a similar substantial residual exhaust pressure mechanical energy (and thermal) lost (efficiency also decreases as the load or the internal piston pressure increases).

This is not however a concern with incompressible fluid like water or oil in stable phase since it is not possible to store significant internal pressure energy in such a liquid. Never the less for similar applications, the Quasiturbine has the highest efficiency compared to any other engine. Always remember that all engine efficiency fall with increasing exhaust pressure and temperature (output power).

10.6 Optimum efficiency: Load factor versus RPM

This discussion gives some engine considerations useful for efficiently integrate an engine into a given application. There is not one simple solution and every thing is matter of compromises. Generally speaking :- Select the smallest engine power suitable for the need.

- Lower the internal engine pressure will be, better the efficiency .

- Lower the RPM will be, better the efficiency (be careful about this statement ?).

- To be efficient, the Minimum Flux suggest to take the maximum power from low RPM, but then the higher internal pressure will lower the efficiency. To optimized the efficiency, increase simultaneously the Load Factor and the RPM, such that the total relative lost (minimum flux + exhaust pressure) / (net engine output) is keep minimal.

- About conventional turbines, use them only at nominal design RPM, load and power.

- From the integration point of view, the Quasiturbine looks somewhat like a super-efficient very high torque low RPM piston engine

10.7 Quasiturbine - A better energy efficiency

In relation to intrinsic effectiveness of the internal combustion engines in general, the energy of the fuel loses itself mainly on 5 levels: in consumption interns accessories of the engine (like the cams), in incomplete combustion, in the heat flow to the engine block, in the pressure (speed) and after-heat of exhaust fumes, and thermodynamic output limited due to the constraints of temperature and pollution. Quasiturbine improve each one of these considerations by not having any internal driven accessory, by allowing a thermal and photonic combustion more complete, by limiting the heat flow to the engine block by a shorter containment, by better exhaust fumes cooling by adiabatic pressure drop, in tolerating a higher temperature of combustion by the absence of valves, and by reducing the



productionof pollutants by a shorter compression puslse not allowing the chemistry of NOx to be carried out. Rotary geometry allows moreover a reduction of the surface swept by joints, and thus of the friction. Moreover, the continuity of the flows at the entry and at the exit of Quasiturbine increases the factor of use of the pipes by a factor from 6 to 10.

Nowadays, the output or effectiveness of engines has impact which largely extend over the strict aspect kW (BTU), because efficiency cannot be dissociated from its context of operation and sound use. Quasiturbine intrinsic energetic efficiency is higher amongst other things by suppression of energy consuming accessories. The high output of Quasiturbine is also connected to each of the following elements:

Thermodynamics (advantage resulting from the early and late extraction of the mechanical energy).

Thermal (a flow of heat reduced towards the engine block). Friction (the product "friction X displacement" is lower than that of the piston). Accessories peripherals (a profit resulting from the absence of accessories: free of

cams, valve...). Energy devoted to evacuation of the burnt gases. Power instantaneous peak (only 20% higher than the average, compared with 7 times

for the piston). Little harmonic on the shaft (no need for crankshaft, nor of flywheel). Economy from absence of gearbox with fixed or multiple ratios (from 8 to 12 % of

economy). Economy in durability (measured in a number of passages, the low revolution means

an increase in durability). Effectiveness of intake (the piston has a poor sinusoidal intake characteristic). Economy within application (a lighter vehicle... mean economies over 10 years!). No additive in fuel (Quasiturbine asks for a less octane rate). Environment (saving in fuel and less NOX product). Vibration zero (source of billion $ of damage and corrosion). Economy of space (4 times less than the piston engine). Saving in weight (5 time less than the piston engine).

Quasiturbine improves each of these elements with several regards, mainly because it:

Has less driving accessories to actuate, not valve, tumbler, push rod, cams, pump oil... Better management of time and offers a better operating time ratio to its components.

At the time of the relaxation, Quasiturbine allows an earlier and later extraction of the mechanical energy.

Offer the best thermodynamic behaviour because of shorter impulses of pressure, which limit also the production of NOx.

Possibly to use carriages which make it possible Quasiturbine to generate strong asymmetry on its perimeter, and to thus compress the mixture in shorter angular zone.



CHAPTER- 11

Quasi turbine-why so exceptional?



The most important revolution of the Quasiturbine come from its characteristics 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!

Note however that the Quasiturbine can as well be operated at lower compression ratio, in standard Otto and Diesel cycle modes, and that the Quasiturbine AC (with carriages) has the fastest pressure ramp.

At low load factor, the intake depressurization of the Otto cycle dissipates power from the engine since the throttle valve is almost closed and the descending piston acts as a clogged vacuum pump against the atmospheric pressure, which vacuum is subsequently partially destroyed by fuel vaporization during the compression. Due to this effect, the engine in Otto cycle opposes to all RPM revolution increase (well known as the engine compression braking) and this intrinsic resistance to speed augmentation is compensated by a constant and important fuel consumption. The photo-detonation mode does not use any throttle valve and accept without constraint all available air at atmospheric pressure (similarly as the Diesel, where the pressurization energy is restituted at the time of relaxation). For this reason, the efficiency at low load factor of the photo-detonation engine is twice that of the conventional Otto cycle, and considering that the load factor of a car is in average of about 10 to 15%, this is not a small difference (saving is still superior in the embouteillages...).

While most rotary engines use the principle of volume variation between a curve and a moving cord, this new engine concept makes use of a "four degrees of freedom X, Y, q, ø" rotor, trapped inside an internal housing contour, and does not require a central shaft or support. The Quasiturbine is a concept which improves the conventional engines in 2 ways : in reducing the dead time, and in making better time management in the engine strokes. Keeping in mind that gas turbines have a compression turbine and a power turbine, and that the Quasiturbine results from a research initiated in 1993 aimed at unifying those two turbines into one entity (blades of which work alternatively as a compression turbine and a power turbine). Consequently, it should not be surprising that the Quasiturbine shows similar characteristics with those of the conventional turbine.



On the other hand, engines that use crankshaft generate sinusoidal volum impulses during which the piston stay a relatively long time at the top while it decelerates and reverses direction, and stay briefly at mid-course, which is contrary to the logic of a better engine (Compression impulses should be as short as feasible, and the stay at mid-courses the longest possible for a better mechanical energy extraction). The Quasiturbine is also revolutionary

because it generates this new type of pressure impulses different from crankshaft engine ! (In fact, the Quasiturbine asymmetry permits "entre autre" to devolve less time to the compression and exhaust strokes, and more time and volume to the intake and expansion strokes). Furthermore, the Quasiturbine brings the engine dead time to zero.

Consider the following figure where the Quasiturbine rotor confinement "Saint-Hilaire skating rink profile" (From the name of the physicist who first calculated this profile) is



presented with the minimum and maximum diameter circles and an elliptic reference profile. The points A B C D are the carrier seal positions when the rotor is in a dead position (TDC) :

Quasiturbine - Model QTAC with carriages Quasiturbine rotor confinement "Saint-Hilaire skating rink profile"

There are several elements to consider:

1 - Rapid transition at dead points:

The "Saint-Hilaire skating rink profile" (specially the model QTAC with carriages) allows the fastest possible transition around the top dead center (TDC) as the carrier seals are in the



vicinity of A,B,C,D positions. For the developed prototype, the rate of radius variation is 0.42%/degree of rotation, compared to 0.30% / degree of rotation for the elliptic profile and 0 to 0.15% for the piston engine. Considering that the successive seals move in the inverse direction, all improvement to the rate of radial variation is doubled in effect. In this case, a rotor move of no more than 10 degrees brings the engine at 50% of its maximum torque.

2 - Torque continuity:

Contrary to most rotating devices which are progressive, meaning that the torque is nil at TDC and increases progressively until a maximum is reached, the Quasiturbine "Saint-Hilaire skating rink profile" rapidly reaches the maximum diameter, and then follows it with accuracy on its entire length (as seen between the points B et C). For comparison, we have also drawn on the figure an elliptic progressive profile that reaches the maximum diameter only midway between B and C and, consequently, gives its maximum torque at only one point. Consequently, the Quasiturbine produces its maximum torque along the profile between B and C for optimum performance (much better than the elliptic profile !). The continuous combustion (flame transferred from one chamber to the other, not possible on the Wankel engine) permits optimization of torque continuity. In assembling 2 units with a phase difference of 45 degrees, one assures a positive torque for any angle of the engine shaft, even at zero rpm. Lets recall that the Wankel fires 3 times per rotor (not shaft) revolution (each space by a 30 degrees engine dead time), but since the main shaft rotates 3 times faster than the rotor, it does fire only once per shaft revolution, and has not this kind of continuity offered by the Quasiturbine. In the figure below, one can notice the four joined torque impulses of the Quasiturbine, and the relative continuity compared to the three torque impulses of the Wankel engine (The integration over a complete rotor revolution are comparable on a geometric basis, but once the pressure is corrected for the excessive volume during expansion <see below>, the Quasiturbine is double that of the effective Wankel curve). A more eccentric Quasiturbine profile would increases the amplitude of the torque impulsions and get them even closer, exceeding this way the Wankel characteristics. Except for the gaps between impulses, the Quasiturbine torque profile is close to the one of the true turbine (a constant). In reference to the following figure, it is also interesting to notice that the Quasiturbine intake and exhaust ports are outside of the expansion zone (giving push on all the interval), while the Wankel ports overlap the zone, reducing in this case the real width of torque impulse. The RPM of the Quasiturbine has consequently an extremely low harmonics level.

Note on the APPROXIMATION:

At each instant, total tangential force varies with the difference of radii 2 outline of the House joints. In the case of the Quasiturbine model QT - SC, the difference in RADIUS causes a rocking of the surface of the rotor relative to the radius of the engine through the heart of the blade. Although the drivers on the face of the blade is balanced at any moment to not give effect of net pivot, this toggle reveals a force tangential component in the engine,



and reduces the static component of radial load on the blade (reduction of transverse length due to the effect of toggle). In the case of the model Quasiturbine QT - SC, the tangential component of the force strictly applies to pivot the blade to create a torque, and producedwork can be calculated by considering only the tangential displacement of the point of pivot. The projection of forces on the straight line between the 2 joints of edges of the Chamber must be orthogonal on the considered RADIUS, and not circular (the difference between the two rays of the outline of the House leads to an approximate result joints). Itself, the movement of rocking of the blade around the pivot (located here in the axis of the two joints) adds or takes from volume swept since these volumes compensate perfectly. However in the rotation of the rotor, the demi-pale that scans the perimeter causes a larger swept area (producing a greater engine torque and therefore more work) than the one that is closer to the center of the engine. The volume swept by the total surface of the blade always generates exactly the final end relaxation volume, regardless of the choice of the available profiles of containment.

It thus volume swept by the "differences of rays" joints of edges, and also similarly by integrating the "projection of the tangential forces" on the engine Ray passing through the heart of the blade. An approximate calculation method should impose the audit that the total volume end relaxation is strictly equal to the volume created by the tangential thrust surface, especially as this surface does not physically exist and cannot control it only in ensuring that it engenders much the total volume at the end of détente. Changing the profile to generate in the House more or less of volume at different angles (time) of rotation and thus accentuate or mitigate the shape to plateau of torque profile (which is vary the stiffness of the slope of compression by changing the duration of confinement at the top). While formatting of the pulse pressure, these volumes early or late communicate or collect instantly to the rotor energy relaxation or compression, and affects in any way the energy balance of relaxation as a whole, otherwise than by disrupting the kinetics of combustion (preferable in the direction of optimization...).



3 - Asymmetric cycles:

The Quasiturbine furthermore benefits from the fact that it looks much more symmetrical at first than it is. In fact, at top dead center (TDC) the carrier seals are not 90 degrees apart, but are, however, in exact opposition. The A and B seals are 77.7 degrees apart, while the B and C seals are angled 102.3 degrees. Consequently, due to the carrier rocking effect, the linear distances between seals vary continuously, and a radial analysis does not permit a correct understanding at full performance (The Wankel has its 3 successive seals at constant and equal linear distance). A further asymmetry come form the fact that the fixed intake and exhaust ports can be located away from the middle cycle, giving more time for intake and combustion gas expansion, and less time for compression and exhaust. The energy generated is proportional to the integral of the torque between points B and C at 102.3 degrees interval. Considering that 10 degrees of rotation is enough to bring the engine into an efficient regime (and an other 10 degrees at the end of the cycle), the rotor is then placed in propelling mode during 82 degrees (102.3 -10 -10). This is the case 4 times per revolution, meaning an efficient propulsive mode of 328 degrees (measured on the perimeter) ! Only the true turbine does better. (Compared to 120 degrees over 720, for each piston in the 4 strokes engine case). For its part, the Wankel is effectively propulsive at about 70 degrees (120-30-10-10), but only 3 times per revolution "of the rotor" (not the shaft) for a total of 210 degrees (measured on the perimeter) (one should remember that the main shaft of the Wankel rotates at 3 times the rotor RPM, which deteriorates the "progressive" torque continuity to the point that it become comparable to a 2 strokes engine). For the Quasiturbine, please also note the slope discontinuity (torque variation rate) in the vicinity of dead points (TDC) on the "x" axis. The torque died faster than it was building in strength. An other fundamental improvement over the piston is the intake and expansion characteristics. Contrary to the piston which must releases 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 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. If the confinement zone is grouped with the exhaust, we then have an exhaust evacuation which must less counter-push than the piston, which improves still further the comparative efficiency of the Quasiturbine (less energy is required to expel the exhaust gases).

The volume of the piston sinusoidal variations make a bad pump for admission when the piston is just past the point above, as the early trigger of the QT aspires much earlier, and many more. Due to the transients of flow, the effect is more that cumulative since the early



establishment of the flow increases nonlinearly flows of admission at any subsequent time. Given also the effect of continuous flow to the admission, has here an improvement of 2-3 times better than the piston at high RPM. This is why the Quasiturbine inventors argue that the turbo is that correct the bad characteristics of admission of the piston! Of course, a turbo on a QT will produce a much more dramatic with a piston effect. To relax, the mechanical conversion is earlier and later with the Quasiturbine. It stretches so better gas thrust! This improvement is particularly critical for aircraft altitude or atmospheric pressure is reduced and moderates the ingestion of mixture.

Quasiturbine - Model AC with carriages


5 - High compression ratio:



At the design parameter selection level, rotating engines generally present a dilemma. If one wants to increase the compression ratio, the intake volume has to decrease to an unacceptable level, thus imposing large engine dimensions. The Quasiturbine does not present this dilemma, and permits construction of a compact detonation or diesel engine. One understands from #3 that the compression and exhaust is done on a 77.7 degrees lapse, while the expansion (intake) occurs on a 102.3 degrees lap. This asymmetry (impossible in piston engine or conventional rotating device) brings the seals closer together to give a higher compression ratio and allows the maximum extraction of energy by an extended expansion cycle. The same asymmetry furthermore permits an increased maximum intake volume by integrating it on a 102.3 degrees angle between D and A. The ability to reach a high compression ratio is also essential to obtain a superior energy conversion factor when operating in pneumatic or steam mode (reducing to the minimum the initial volume before expansion).


6 - Leakproof:

The Quasiturbine does not have the critical leak proof problem of the Wankel. The Wankel must make use of 3 seals at the triangle peaks (Apex), which meets the engine profile with a variable angle on both sides of the perpendicular (-60 degrees to +60 degrees). Since theQuasiturbine seals are seated on rocking carriers, they are perfectly perpendicular to the engine profile at all time. Furthermore, it should be noted that if the carrier wheels are tight fit into the carrier, the wheels themselves are contributing to seal the two consecutive chambers (the spring seal being complementary). Notice the advanced mid-carrier "split seal" design suitable for very demanding situation (like combustion engine) making use of a



sloped groove and the internal pressure to help maintaining itself in place at all time. This advance design uses a flat springs as well as a lateral holder, and the 2 parts of the "split seal" are keep away by an undulated flat spring located in between, each part of the "split seal" has a contact point with the perimeter which is off the sloped axis for a maximum pressure contribution. One must also note that as the piston, the total length of the seals increases linearly with the engine dimension, while the compressed volume increases with the third power, which means that smaller is the engine, more sensitive it is to the leaks (The 200 cc per revolution prototype has in fact four chambers of 50 cc each, and required a careful construction).

7 - Zero vibration on the shaft:

The Quasiturbine is a true rotating engine with a stationary gravity center during rotation devoid of any vibration on the shaft (however like any other engine it is subject to unidirectional counter-torque impulses). On the other hand, the Wankel is a rotating piston engine that is subject to a constant circular vibration. It may be interesting to note that the Quasiturbine "Saint-Hilaire skating rink confinement profile" is much more difficult to calculate than the Wankel profile. Since there is no formula, a computer program needs to deal with this difficulty.

8 - Fast acceleration:

Due to the absence (and no need) of the flying wheel and due to its low intrinsic inertia, the Quasiturbine is capable of fast accelerations, including at low rpm. This quality makes it a "nervous" engine and susceptible to please amateurs of sports engine devices. In comparison, the Wankel has an important eccentric triangular mass which adds to the inertia and limits its accelerations. Furthermore, the Quasiturbine can be started using compressed air, from areservoir, pressure filled from the exhaust gases (A lever can be used to place the rotor in the optimum initial position).

9 - Construction and reliability:

The rotating engines are generally comprised between a robust external profile and a central shaft seated on strong bearings which are able to take the load on the shaft created by combustion pressure. For its part, the Quasiturbine required only a robust external profile on which the combustion pressure load also applies; the central shaft is elective and only dedicated to torque transfer when required. Furthermore, contrary to the Wankel, the Quasiturbine does not need any synchronization gears (complicated and costly to built, and subject to lubrication and weariness!), nor any spark plug synchronization. Conventional engines have achieved excellent reliability considering their pumps, came shaft, rockers, push rod, springs, electrical distribution... Having none of these devices, the Quasiturbine is then easier to build, and eventually considerably more reliable (especially if the decision to



use the continuous combustion option is made). Having a low RPM, the Quasiturbine has a better resistance to wear out and last longer.

Assuming a pressure differential of 500 lb/sq.in., this graph gives for each rpm :the engine torque, the power and the geometric intake flow.

Those result can be scaled linearly for other pressure differentials.

10 - Energy savings:

The Quasiturbine allows important energy savings without having pretensions of a better thermodynamic performance that any other engine (remember that 4 strokes pistons are propulsing only 19% of the time, and dragging the rest 81% of the time). In fact, the ability of the Quasiturbine to generate a strong and continuous torque at low rpm permits in numerous applications including transportation, the suppression of the heavy and costly gearbox that consumes between 8 and 12 % of the energy. Furthermore, the best power to weight ratio of the Quasiturbine (to which the flywheel suppression contributes) gives rise to lighter vehicles (also due to the suppression of the gearbox) and fuel cost efficiency. The fact that the Quasiturbine does not require energy consuming peripherals (pumps, came shafts, push rods, valves...) also constitutes a gain at the level of energy efficiency. (See High-tech for the detonation mode). Furthermore, the rapid expansion volume just after T.D.C. allows to extract more energy from the initial hot gas with 3 advantages: thermodynamic exhaust cool down, less heat transferred to the engine bloc, and less NOx production. Finally, the exhaust being done symmetrically on both side of the engine, it is not necessary to supply mechanical work to expel it, better even, the behavior is analog to free space explosion and create an auto cleaning vacuum in the exhaust chamber. (See also the paragraph on : No excessive expansion chamber volume increase). Note that the Quasiturbine mathematical



modelisation is represented by a piston placed into an infinite cylinder, with all the associated advantages. Energy efficiency is related to all the following :

Thermodynamic (gain from early and late mechanical energy extraction) Thermal (smaller heat flux and cooler operation)

Friction (the product friction X displacement is lower that for the piston)

Peripheral accessories (gain because of no camshaft, valve, push rods ...)

Peak power (only 20% higher that the mean power, compare to 7 times for piston)

Shaft RPM harmonics (which are very low - no need of flywheel to average)

Gear box saving (8 à 12 % energy saving by not using gearbox)

Long live time (wear is measured in number of passages, low RPM means long live)

Intake efficiency (piston has poor sine wave intake characteristics)

On board application saving (lighter vehicles ... means saving over 10 years!)

Fuel additives (Quasiturbine requires much lower octane level)

Environment (fuel savings and much less NOx production)

Vibration zero (source of billions of $ of damages and corrosion acceleration)

Weight reduction (5 time less than the piston)

Note on the Pressure-Volume diagram: The engines present cyclic characteristics which are particularly well established by a close curve on a pressure-volume diagram. In the case of the piston where the pushing surface is strictly equal to the surface generating the volume, la surface enclosed in the close pressure-volume diagram curve is then proportional to the work (energy) done by the gas. However, this is not generally the case for the rotary engine, and specially for the Wankel, since the early pushing surface is not of the same size as the surface generating the volume. The Quasiturbine is however the exception in the world of rotary engine, since its pushing surface is the same as the volume generating surface, and consequently, the surface in the pressure-volume characteristic curve is proportional to the energy produces by the Quasiturbine (those curves will be published later). So, be careful about engine comparison base on pressure-volume diagram.





11 - Environment:

It is well known that the 2 cycle engines are light and nervous, but also very polluting. The reason for this pollution is due to the fact that, in the 2 cycle engine, the exhaust gas are blown out of the engine by the incoming intake mixture, and in order to have a maximum power, part of this intake mixture passes directly to the exhaust manifold without having been burnt. In the Quasiturbine engine, intake mixtures never come into contact and neither are "pushing" the exhaust gases. Consequently, the Quasiturbine has power characteristics of the 2 cycles engine, while meeting the excellent exhaust combustion of the 4 cycles engine. For environmental reasons, we will most likely stop using actual versions of the 2 cycles soon after the year 2000 (fuel injection being a possible improvement); The Quasiturbine engine will then be one of the few alternatives to consider ! At equivalent power, the Quasiturbine is also much less noisy than the piston engine, since it fractions each expansion



into 4 expansions per revolution (or 8 per 2 revolutions for the 4 cycles engine), and expels more progressively on a large angular area. Furthermore, NOx are formed at the end of the durable high temperature and pressure confinement period. Since the Quasiturbine presents a linear volume variation near the T.D.C., the expansion starts earlier than in other engines, which gives less initial pressure and temperature and less time for NOx to form, as well as less heat transferred to the engine bloc. (See High-tech for the detonation mode).

12 - Variety of fuels:

In engine mode, the Quasiturbine is an excellent pressured fluid energy converter (pneumatic motors, steam engines, zero leak hydraulic engine for water fall, etc). Large units may be used to produce electricity in coal of heavy oil thermal power plants, or to transform in mechanical energy the residual steams of industrial processes. In addition to the use of conventional liquid petroleum fuels, the Quasiturbine can in principle make use of (if adapted) a wide variety of fuels from methanol to diesel oils, including the kerosene, the natural gas and eventually the hydrogen (See High-tech). About using computerized carbonation, one must realize that the flow in the intake pipe is very continuous, and not shopped like in the piston engine. In fact, the intake pipe load factor is expected to be 3 to 5 times better, so that continuous fuel injection is appropriate without any synchronization (Remember, this is a continuous combustion engine with no valve overlaps or intake backflow. Similarly, the Quasiturbine exhaust pipe is not subject to any tuning). The photo-detonation mode is particularly adapted to multi-fuels, since it does not required carburetor, injector, neither even the sparkplug, but only the pulverization in the intake manifold (at vacuum or at atmospheric pressure). Contrary to the Diesel mode with injector, the photo-detonation mode permits a uniform combustion at lower temperature, and consequently is less polluting.

13 - Electrical integration:

The Quasiturbine permits for the first time a complete monolithic integration of the electric generator with a fuel engine (much in demand for hybrid applications, and without vibration). Due to the fact that the center of the Quasiturbine is free, the fixed electrical components can be simultaneously on the central core, and on the peripheral stator. Only the intermediary zone is in rotation. Reciprocally, if the electrical components make a motor, the Quasiturbine becomes an integrated electrical pump-motor, or a bi-energy power plan.

14 - High-tech:

Hydrogen is, without a doubt, the highest in high tech fuels. However, high inflammability of hydrogen imposes a stratifiable intake chamber to the engine distinct from that of the combustion chamber (which disqualifies the piston engine) . The Wankel engine success for direct hydrogen combustion comes for 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 efficiency and hydrogen oil degradation (oil free). 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 pollutant, robust and energy efficiency), and even surpasses the Wankel in this respect, since the intakes are separated by 3 strokes instead of two. On the other hand, contrary to piston engines which have an asymptotic approach to the minimal volume, the Quasiturbine nears and breaks away linearly from this point of maximum compression, which means that the duration of maximum compression ratio is very short, and that if detonation mode is allows, it is naturally triggered at that time, thus permitting total combustion and better performance (characteristic explaining the insensibility of the Quasiturbine to frequent hydrogen detonation). In addition, the high combustion temperature of the hydrogen in presence of nitrogen (air) generates much nitrogen oxide, a pollutant which the Quasiturbine prevent by its short duration pressure pulses. On durability side, it is known that the piston ring break easily in presence of hydrogen, which is due to the fact that the internal ring perimeter is in compression while the exterior rubbing perimeter with the cylinder is in expansion and favors the rapid fragilisation by the hydrogen, a situation unknown in the Quasiturbine. In the case where it would be necessary to reduce the contamination level by micro-particles in the intake, notice that exhaust chamber of the Quasiturbine can be externally ventilated. Also, because it has no oil pan, gravity is not needed to collect oil, and the Quasiturbine can work horizontally, vertically or up-side-down, in a variety of environments (including under water) and in interplanetary space micro gravity. In pump mode, the Quasiturbine does not require a check-valve, thus opening the door to applications in the field of cryogenics.

15 - Oil free engine, compressor and pump:

In the Wankel engine, the oil pan is also mandatory for shaft, bearings, gears lubrication and thermilization. In the Quasiturbine, oil is not a cooling agent, and is only required at seals friction interface. Use of ceramic or high tech seals can make the Quasiturbine an oil free engine (Thermilization being done by the contact of the carrier wheels). Furthermore, since hydrogen degrade all oil, lubrication free must be developed for hydrogen engine any way. For units built with conventional material, a lubricant can be added to the fuel or the vapor. Notice that units with exhaust in the lateral covers (and not radially) are true centrifuge oil traps, and the needs of lubricant are consequently minimal.

16 - Combustion chamber of superior geometry:

The combustion chamber can be positioned at several locations (radially or laterally). We suggest that the chamber be located in a tangential median cut in the rotative blade filler tip such that at top dead center, it is squised between the 2 carriage rollers and the Saint-Hilaire profile on which the sparkplug is located, all such to contain over 80% of the gaseous



mixture in a rounded corners cube like shape (at top dead center, the ratio of the visible surfaces to the combustion chamber volume is comparable to the piston. The chamber can be made semi-spherical, cylindrical or else ...). When at bottom dead center, this cut as the advantage to prevent the filler tip to devise the chamber in 2 parts, and insure complete chamber ventilation in the exhaust. By opposition, the triangular rotary piston of the Wankel contains the crankshaft and it is not possible to deeply dig a compact chamber, making the combustion chamber at top dead center of the Wankel long et thin, and the relative contour wall and piston monuments dragging the mixture into an unwanted rolling movement, turning down the combustion at the chamber ends. The thickness of the Quasiturbine combustion chamber permit to completely avoid this mixture rolling drag (a stabilization top wall on the filler tips has been found useless). The carriage rollers have a small contour cut in the median plane of the combustion chamber, such that a continuous gaseous mixture links from one contour seal to the next. It may be interesting to recall that close to the top dead center, the carriage rollers on each side of the filler tip do not reach that filler tip simultaneously (the forward carriage roller reaches first, and then the back carriage roller. Pass the top dead center, the forward carriage quit first, and then the back carriage). Seen from the interior of the combustion chamber, the compression comes from all directions, and it is as well the same for the expansion during the combustion, which can almost be modelised by a 3 dimensional expansion from a compact core ! Notice also that the Quasiturbine geometry permit a very large exhaust opening (particularly radialement) on an extended angular sector (which reduces the work needed to exhaust), and this without exhaust-intake overlapping. As in any engine, for every fuel considered, the combustion chamber must simultaneously have the minimal compression ratio and the minimal volume required (for gasoline, one must have simultaneously a combustion chamber of 5cc excluding the interstices, and a compression ratio of 8), conditions which are easier to realize with large units. Lets add for comparison that the combustion in the Quasiturbine last 1/4 of the shaft rotation, while it last 1/2 for the pistons (2 or 4 strokes), notice the factor 2 (... and not 4 !). For this reason associated to the speed of combustion, it is no surprise that the maximal theoretical rotational speed of the Quasiturbine is only half of the piston one. As a consequence, if the piston engine timing advance is for example of 20 degrees, it will be only 10 degrees for the Quasiturbine (the stroke being distributed on only 90 degrees instead of 180. Notice also that the piston requires such an advance because it is escaping in front of the combustion gas, which is not the case with the Quasiturbine). The piston is very sensitive to synchronization, because it does produce a strong torque only at mid-stroke, while the Quasiturbine is not timing insensible, since its torque profile is flat. The Quasiturbine is particularly well suitable to run in supersonic photo-detonation mode. Some piston engine experts tend to question the relatively complex shape of the Quasiturbine compression chamber (they question in fact and mostly the thermal exchange which may result with the walls), but it appears that at minimum volume, the piston chamber look like a flat disk which is also far from an ideal condition. If the piston chamber characteristics are so critical, it is mostly because of the long pressure impulse generated by the piston. The Quasiturbine produces a much shorter pressure impulsion which make it much less sensitive to the shape of the chamber. Furthermore, in the Quasiturbine, only a fraction of the gas is in the menu contours at the time of fire. 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. (See also the paragraph Bigger is better).

17 - Wider power range than conventional turbines:

The Quasiturbine operates according to hydrostatic principles, by opposition to conventional turbines which operates along hydrodynamic principles. Just a word here, 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 propulsed by steam, compressed air, or by fluid flow (Plastic Quasiturbine for hydro-electric centrals, etc). Furthermore, the Quasiturbine does not required superheated steam, neither dry steam, and is particularly suitable for energy recovery, cogeneration, or steam pressure reduction station. The interesting thing about multi-tasking more than one Quasiturbine engines is that they can all share the same common shaft and be individually engaged as power is required by using a simple ratchet coupling, thus giving an increases power range and energy efficiency. (By the way, coupling with a generator, compressor or a pump do not require a Quasiturbine engine shaft, since the coupling mechanism can be fixed on the generator shaft itself, and the Quasiturbine just be slided-in over it).

18 - Possibility of 2 strokes Quasiturbine:

Each chamber of the Quasiturbine passes across 4 strokes : intake, compression, expansion, exhaust. In the 2 strokes pistons engine, an external blower is used to insert the combined exhaust and intake strokes at the end of the expansion and the beginning of the compression (those last ones being shortened). In principle, the same can be done with the Quasiturbine, which would gives two simultaneous combustions in the top and the bottom chambers (those chambers can be interconnected by a pressure equalizer tube), canceling out the net load of the rotating blades on the carriers. As it is for the pistons engines, this would permit to almost double the power, against a deterioration of the efficiency and the percentage of burned gas (pollution). The two strokes Quasiturbine would be to our knowledge by far the highest power density engine in weight and volume.

19 - High power density:

In order to achieve high power density (in volume and weight), the concept and design of engine must make sure that all components are continuously essential at all time. For example, the pistons of a car engine being independent, each piston is useful while propulsing (17% of the time), but present a rest and an unfortunate drag for most of the time (83%). In the Quasiturbine, all components are continuously essential at all stage of operation, and none experience any dead time. Associated to the continuous combustion, the Quasiturbine is one of the best candidates in the race for high power density engine. This



exceptional characteristic has a counterpart: as the material never rest, it must be of the best quality.

20 - Consideration on friction:

Fortunately, the modern material permit to reduce considerably the friction, which still is the no. 1 enemy of engine designers. The seal's friction on plane surface of the Quasiturbine can be reduced by using the well known conventional solutions. The blade's rotary joints pose a somewhat different problem, but simple nitrogen treatment seams generally appropriate. Finally, the carrier seat on the rotary blade joint can be more critical. In the case where similar pressure are used in the two independent circuits of the Quasiturbine (case of compressors, steam and pneumatic engines, pumps, QT 2 strokes combustion engine), the opposed pressurized chambers tend to cancel the net load of the rotative blades on the carriers (at least in the square configuration), and no particular measure is then required at the carrier-blade interface. It is different for the 4 strokes combustion QT engine mode, since only one chamber is pressurized and the load is then totally transferred on the carriers of the opposite side. In the case of considerable load (diesel), it may eventually be necessary to use a roller bearing at the carrier-blade interface, and for the wheel's axis. In all even, the product "Friction X Displacement" is lower in the Quasiturbine compare to the piston engine.

21 - Bigger is better:

The Quasiturbine in hydraulic, pneumatic or pump mode is little sensitive to the size, and do not present a critical threshold (except for large viscosity). It is different with fuel combustion mode because then, one must simultaneously manage the high pressure, the intake vacuum, and the combustion conditions. One must generally consider two intrinsic factors : the leak ratio = (total length of the seals / volume) which decreases as the square of the size, and the contact ratio = (surface of the chamber / volume) which decreases as the inverse of the size and the confinement time. As those 2 negative factors decreases with the engine size, it is then relatively easier to make running the large unit ! (This is generally also true for other engine concepts). On the other hand, for every fuel considered, the combustion chamber must simultaneously have the minimal compression ratio and the minimal volume required, conditions which are easier to realize with large units.

22 - Self dynamic torque regulation:

While rotating, the mass of the piston must be accelerated and decelerated by the crankshaft mainly in the first and last quarter from TDC to TBC, at angular position where the torque generated is low, which amplified the rotational harmonic on the crankshaft. By opposition, the Quasiturbine rotational speed slows down when extending in lozenge and accelerates when retracting into the square shape, which means that the rotor tend to accelerate most



near the dead square position where the torque generated is minimum, which self dynamically reduces the engine RPM fluctuations.

23 - Ideal motor for hybrid vehicles:

The WHEEL MOTOR is an element of the hybrid vehicle traction group, as is the necessary "onboard generator" which recharges the batteries. We think that the QUASITURBINE is the ideal motor for this indispensable "onboard generator" in hybrid vehicles, since it meets all the required qualities :- Zero vibration (the small engine are generally too shaky !)- Compact (5 times less cumbersome that a piston engine)- Lighter (5 times less heavy than an equivalent piston engine)- Less noisy (without muffler : 20 times less than an equivalent piston engine)- More efficient and less pollutant (500 times less NOx )

CHAPTER -12

Quasiturbine



Objectives and advantages

12.1 OBJECTIVES OF THIS GREAT ECOLOGICAL TECHNOLOGY

As you already know, this remarkable ecological technology “The Quasiturbine (QT)” is a new rotary motor, more powerful, ecological, polyvalent and economical (PEPE motor) than existing motors. The QT motor can work with any kind of fossil or alternative fuel, burning them at 95-98% (current motors burn fuels at 60-80%), will help save 30-60% (estimate) energy and money,will produce only a small amount of pollution (2-5%), but 0% pollution with compressed air,liquid nitrogen and water vapour.

Therefore, the main objectives of producing the QT motors are:

1. To save 30-60% (estimate) energy and money and to avoid fuel waste.

2. To reduce or to avoid the energy, environmental, economy, health, … crises.

3. To avoid the degradation of the environment in each partner country.

4. To solve the greenhouse gas effect and the problem of climactic changes.

5. To promote replacing polluting technology with ecological technology.

6. To have great business all over the globe with this great technology.



7. To create thousands or millions of jobs in each partner country.

8. To improve the economic growth in developed and developing countries.

9. To take 25% (= US$950 billion) of the potential world market of US$3,775 billion with

cars, buses and trucks.

10. To make the international cooperation plans with ecological technology come true.

11. To avoid wars and tragedies in the world due to petroleum crises.

12.2 Quasiturbine Simplicity

The center of the Quasiturbine is empty and can receive the differential and the accessory (generator, gearbox...) shaft on which the hooks are attached. The contour housing seals and the lateral seals are drawer type and completely jointives and continuous. Cooling can be air or liquid, or both. Housing looking alike the Wankel is fine. The Quasiturbine center allows for a cooling air flow as there is no oil pan.

The average torque is only about 30 % lower than the peak torque, which imposes little on the construction robustness. It does not need any flywheel for most application, which is a serious handicap to accelerations and to the total engine weight. It has no cumbersome oil pan and can rotate in all orientations. It has no energy consuming internal engine accessories (like the cam shafts which take substantial power). It has good homo-kinetic geometry not imposing any violent accelerations and stops to the engine components, and does not generate vibration. Because it does split large piston combustion in smaller one, it does reduce the noise by a factor of 20.

No engine is easy to make. However, the Quasiturbine engines contain no gears and few moving parts. For instance, because intake and exhaust are openings cut into the walls of the rotor housing, there are no valves or valve trains. This simplicity and compact size allows for savings in construction costs. Because its center of mass is immobile during rotation, the Quasiturbine tends to have very little or no vibrations. It has high torque at low rpm, and is hydrogen combustion compatible.



12.3 A Cascade of Savings

Engine efficiency is a large domain of activity which extends far behind engines. 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 shows 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! This is one of the paradox of today hybrid vehicle concept: 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?

Because the Quasiturbine reduces the weight of typical vehicle power train by over 50%, it does not have to claim any extra efficiency on the test bench to be most valuable. Such a

reduction of weight on the lifetime of a vehicle means substantial reduction in power demand, and consequently in fuel.

However, the Quasiturbine has several intrinsic efficiency characteristics which add up, and reduce the engine energy lost in several ways:

Because it does not have internal accessories to drive, like the piston cam shaft and valve train, additional energy is available to the end users.

Because of the shaping of the volume pressure pulse, the thermodynamic of the Quasiturbine can be far superior.

Because the engine weight is about 1/4 that of a piston, energy saving can be substantial in many applications.

Because the Quasiturbine is a high torque low rpm engine, much less or no transmission gears ratio are needed with corresponding efficiency increase.

Because the Quasiturbine can be of large size, it is an efficient alternative to utilities for efficient energy conversion (steam) in electricity or from co-generation.

Because the Quasiturbine (AC model with carriages) has the potential to run in detonation mode, it will not have the low power penalty of the Beau de Rocha (Otto) cycle, which can provide a 50% energy saving in transportation application (much superior to hybrid concepts).

Multi-fuel capability is also an important efficiency factor permitting to use the most pertinent local combustible. Hydrogen high compatibility is also of consideration for the future.



12.4 Efficient at All Loads

The benefit of power modulation is precious. Pneumatic, steam or combustion turbine engines all have one major limitation: Their efficiency depends of the load, the rpm, the power... They have to be operated at their design condition to meet their optimum efficiency at a given working power. Because the Quasiturbine is not an aero- or hydrodynamic engine, but a static pressure type of engine, it has an optimum efficiency on a large range of power, load and rpm. This allows for efficient uses in power modulation applications with optimum energy saving and efficiency. The Quasiturbine is consequently a superior gas expander and most suitable for efficiency difficult steam co-generation projects.

Piston Beau de Rocha (Otto) gas engine and the diesel engine have similar optimum power regime limitation. Only the detonation engine has not.

12.5 High Torque Versatility

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. Gearbox 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.

12.6 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!

12.7 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 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).

12.8 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 research 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" 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 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.

12.8 a 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.

12.8 b Other Environmental Benefits

The environmentally friendly Quasiturbine engine helps mitigate several user inconveniences:

1. Atmospheric gas pollution - Having a reduced combustion confinement time, the NOx are are produced in lower concentration.

2. Thermal pollution - Having an early mechanical extraction capability, less thermal energy is released in the environment.

3. 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 !

4. 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.

5. Oil free engine - Lubrication is source of pollution. The Quasiturbine has potential to be an oil free engine.

6. 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.

7. The Quasiturbine engine is ideal for solar thermal station using close liquid-vapor steam circuit.

8. 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.

9. 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.

12.9 Efficiency improvement by Asymmetric compression ratio

To increase piston efficiency, the intake valve can be keep open late which reduces the amount intake, and the compression ratio experienced by the mixture. However, during combustion, the mixture experienced a high compression ratio equivalent since the expansion occur on a larger range. With the Quasiturbine, this is possible without any valve, just by making the intake port to a late angle ! Compression ratio becomes say 10:1 at intake (spark plug needed) and 20:1 at combustion... However, as efficiency goes up, specific power goes down.

12.10 More Than an Engine

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!).

These overall characteristics would be out of reach from conventional technologies, and have direct and indirect positive economic impacts on the Quasiturbine product

12.11 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.

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.

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!

12.12 SOME CHARACTERISTICS AND ADVANTAGES OF THE QT MOTOR

A. Characteristics and direct advantages

1. Power and Performance: The QT motor is a new rotary motor and it is the most powerful, ecological, polyvalent and economical (PEPE motor) of all current motors. We can produce QT motors of a few watts to a thousand HP and 200-4,000 rpm.

2. Efficient and Ecological: The QT motor will burn 95-98% of fossil and alternative fuels, therefore helping save energy and money by 30-60% (estimates). It will produce 2-5% pollution, but 0% with compressed air, liquid nitrogen and water



vapour. As such, with the QT motor, we will be freed of energy and environmental problems.

3. Polyvalent Motor: This revolutionary motor can work with any kind of fossil or alternative fuel, as well as hydrogen; it will require some adjustments for each kind of fuel.

4. Almost no vibration and less noise: Thanks to the rotary principle on which it is based, this motor does not make much noise or vibration, 20 times less than regular motors. Vibration causes damage to vehicles and creates billions US$ in losses per year. Vibration is also the cause of several ills that afflict workers, such as woodcutter’s disease.

5. It is simple, small and lightweight: The main purpose of science and technology is

to simplify work, solve problems and help people lead easier and happier lives. The

QT motor is unbelievable because it is very simple, small and light. It has only 25-50 pieces and 4 to 5 times smaller and lighter than some motors. But it is also more powerful and efficient than current motors. Classical motors are very complex, large heavy , expensive, polluting and so on.

6. Essential to save energy, money and time: We estimate that the QT motor will help save 30-60% of energy and money, so countries, companies, consumers and everybody will turn out to be big winners. In order to remain on the world market, one must minimize costs, because expensive products impede competition on the free market.

7. To save more money with less lubricant: All current motors need lots of

lubricant. If the QT motor is made of metal, it will require just a small amount of lubricant, and none at all if it is made of plastic. All used oils contribute to the deterioration of the environment. Quebec produces about 70 million litres of used oil per year; 50% of them are reused and 50%are dumped in the environment. Using the QT will help save about 80% of lubricants = 80% X 70 million litre/year = 56 M l/year. If the price of lubricant is US$8.00 / litre, Quebec would save 56M l/year X US$8 litre= US$448 M, a substantial amount.

8. Economical life: Would you like to save on repair expenses? The QT motor will last 2 to 3 times longer than current motors. You would therefore save more money as well as avoid many problems with your car or machine maintenance.

9. Ecological Transportation: The current transportation systems produce about 70% of total pollution (toxic, carcinogenic, greenhouse gases). With the QT motor, transportation will produce only 2-5% pollution and 0% with compressed air, liquid nitrogen and water vapour.

10. Guarantee and reliability: As you know, there are more security and reliability



with one machine made of 10-20 pieces than one made of 500-1000 pieces. The piston engine has more than 500 pieces, hence less security and confidence. With the QT motor, your car, bus, truck or any machine will have better security and reliability, because this extraordinary motor has 25-50 pieces for some motors. It is incredible, but true. You will be amazed when you test this ecological motor.

11.Cheaper motor: The estimated price of the QT motors is US$1,000-2,000/ car motor and US$10,000-15,000/ bus or truck motor. Comparatively, the price of piston motors is US$3,000-15,000/ car motor, US$25,000-40,000/bus motor and US$30,000-40,000/ truck motor. As such, the QT motor would be advantageous to cooperate with poor countries and to face global competition.

12.Essential for ecological-economic development: The QT motor is an essential tool to avoid the degradation of the environment and to change polluting technology with an ecological one. No more polluted economic development, no more fuel waste, no more expensive and ridiculous economic development with the ecological QT motor. Who likes to lose energy and money? No one! Who likes to gain energy and money? Everyone! So this new ecological industrial revolution is good for everyone.

B. Indirect advantages

1. Raw material production: For mass production of the QT motor we foresee needing thousands or million tons of raw materials per year: steel, aluminium, plastic, ceramic, glass, etc. So these sectors will have good business with the QT production.

2. Science and Technology Development: The QT motor is a new concept and design, that current standard tool machines must improve upon, and so it will be necessary to develop new mechanical machines. Also, to improve the QT motor we must ask the help of many scientists in several fields: physics, chemistry, mathematics, metallurgy, materials engineering, thermodynamics, etc.

3. Excellent opportunity for motor industry: For environmental protection, for production costs reduction, to save energy and money, to remain competitive on the world market and to avoid financial losses, all companies that adopt the QT motor will make a good technological innovation for the present and the future. All current motor companies must produce this ecological motor for their own markets to increase business and profits.

4. Protecting our planet means protecting our life: If all



countries adopt this great ecological QT motor, air pollution will reduce by about 60% in 10 years. Consequently, the environment will improve, and the human race, animals, plants and Mother Earth will be saved.

5. Better environment for better health and productivity: If we have less toxic air and more oxygen, it is certain that we will have healthy workers. Therefore, there will be less work absenteeism and of course more productivity. So, replacing our polluting technology with the QT motor, everyone will win big (countries, companies, consumers, the environment and the government).

6. To improve society’s behaviour: If everyone breathes 11,000 litre/day of poisoned air, it is impossible to keep our cells and our brains healthy; with pollution our brains and cells are atrophied and unhealthy. Health experts claim that air toxicity is to blame in the proliferation of unwanted behaviourand mental diseases: madness, violence, crimes, unconsciousness, indifference, injustice, dishonesty, egotism, and so on. If we reduce 60% of theair pollution using the ecological QT motor, we can stop air chemistry terrorism.

CHAPTER -13



Future Perspective And Trends In Automobile And Transportation

13.1 Land Vehicle ProblematicAn optimal solution: The half-HP vehicles! The vehicles makes on average 20 000 km per annum, an average of 54 km per day, that corresponds to approximately half an hour of service per day at 100 Km/h. A conventional gasoline vehicle does use on average approximately 12% of its working installed power, that is to say 12% of 150 HP or 18 HP (14 kW). 18 HP during half-an-hour correspond to an average power on an annual basis of 0,4 HP (0,3 kW) by vehicle.

There is little loss with electricity (the losses having already been done at the station) but to satisfy this need with average efficiency combustion engine 5 to 10 time this amount will have to be supplied by the fuel in thermal form. Vehicles 4 times more efficient (golf-kart-like cars do better) will require only 0,1 HP (75 Watts) on an annual basis, the equivalent of an always lit bulb! Considering that a standard hydro-water dam turbine can produce an annual average power from 200 to 300 MW, it would be enough in theory to drive a fleet of 800 000 current vehicles demanding 0,4 HP (0,3 kW) each, and 3 million vehicles of the future at 0,1 HP (75 Watts), that is to say the totality of the vehicles of Québec! This average current power of 0,4 HP corresponds to less than the peak power installed in our domestic refrigerators.



The paradox to be solved with the vehicles is that they ask for large instantaneous power, but low annual energy consumption. This explains why it is non-competitive to put in the vehicles 20,000 or 30,000 $ high-tech engines which will only develop 0,5 HP on an annual average! The race for efficiency is thus not here a critical argument.

The energy use repartition in automobile

Although these average observations are right, the instantaneous distribution of power varies enormously, so that the electric scenario requires that one spread out the demand of power during day and night. However, this is exactly what the refill of the batteries allows to make, and so, removing the daily peak while charging at rate of 0,5 HP (400 Watts) over 24 hours and by delivering the power at 20 HP or more during the daily half-an-hour vehicle service period.

Power batteries (very low internal resistance) are promising. However, the current batteries have the defects of their qualities, it is generally necessary to charge and discharge them slowly, they have a low energy density compared to the gasoline, they are generally made of hostile materials to the environment, their lifespan is quite limited, and their weight and size reduce the effectiveness in the mobile applications. The hybrids battery-generators attenuate these disadvantages, but they add new ones. Environmentally, batteries themselves used in great number will be a major environmental concern. In addition, if the energy that they contain is low polluting, the initial electrical source is generally always polluting.

Considering the high installed power capacity required, and the relatively low annual energy demand. Considering that technologies without the point of use pollution do displace and concentrate the pollution at the source. Considering that transformations between forms of energy reduce the total energy effectiveness ineluctably. And excluding for the moment the nuclear and fusion power (logical for hydrogen), force are we to note that the solutions offered by super gadgets high-tech-fuel-cell-and-batteries are only apparent and fragmentary,


http://www.fueleconomy.gov/feg/atv.shtml


without being really sustainable. They are especially scientific and technological explorations, except for area like in Québec which has abundant hydro-power, where pertinent Dr. Couture propulsion train (in-wheel motor of Hydro-Quebec)... http://www.wheeltor.com/ is one of the few to present a world-wide interest in plugged hybrid mode with combustion engine (less batteries), and it would be even more strategic with the Quasiturbine (Note that a detonation Quasiturbine would suppress all interest and need for hybrid vehicle concept, since a powerful Quasiturbine engine would have a modest low regime penalty !).

So, for most area of the world, liquid fuels (fossil or synthetic) are still by far the best way to concentrate and to transport autonomous energy, and with the combustion engines like partners, they offer an unequalled perspective solution for mobility, towards which one inevitably returns and will return. The race for the efficiency and environmental cleanliness is here a critical argument. Rather than to give up this axis of logical solution, which is not fashionable for now, one should intensify the efforts for its further improvement. Potential of improvement is still enormous detonation engine which could reduce the CO2 emission by half, being more than the Kyoto protocol, and without modifying the weight, the power and the autonomy of our vehicles !

There is also a great potential for the Quasiturbine-Stirling-Steam which could produce several HPs continuously for many years base for example, on a small nuclear pellet...

Engine problematic in itself is very different from the vehicle problematic. Why is it that if you lower the output power of an engine to 10%, the fuel consumption is only reduced to 25% ? With Diesel engine, it has to do with the non-homogeneous jet fuel mixture which requires more fuel to fire at idle. With the Beau de Rocha (Otto) gas cycle, it has to do with the intake manifold depressurization, which makes idle engine to work hard against the atmospheric pressure... Detonation removes this deficiency.

13.2 QT Vehicle Concepts

To illustrate the use of Quasiturbine in vehicle propulsion, at least 6 different concepts could be listed:

1: QCV - QUASITURBINE CONVENTIONAL VEHICLE (QT600/4) 2: QHV - (Evolving to QHHV or QHZPV) QUASITURBINE HYBRID VEHICLE (QT75/4) 3: QZPPV - QUASITURBINE ZERO POLLUTION PNEUMATIC VEHICLE (QT75/2F) 4: QZPCV - QUASITURBINE ZERO POLLUTION CRYO-VEHICLE (QT75/2F) 5:QSV-QUASITURBINE STEAM VEHICLE (QT75/2F) 6: QICHV - QUASITURBINE I. C. HYDROGEN VEHICLE (QT600/4)


http://www.wheeltor.com/


To power these most (one day ?) popular vehicles concepts, one needs to manufacture essentially only 2 basic Quasiturbine engines: The QT75 with 75cc chamber, a 6 inches rotor diameter weighting less than 30 pounds; and a QT600 with 600cc chamber, a 11 inches rotor diameter weighting less than 100 pounds. For each concept, one could assume:

The engine size and weight will be at least 1/5 of the conventional piston engine. The Quasiturbine is so quiet, only little muffler sound attenuator would be required. Being a zero vibration engine, no special damping support is required, neither a

separated and well-insulated engine compartment. The Quasiturbine being a low rpm high torque engine, there could be no need for a

conventional gearbox (except for reverse). Furthermore, since the Quasiturbine can run in all orientations, it could easily be fixed

with vertical shaft (with only a clutch, no gearbox) directly on the wheel differential, having its driving shaft directed up-ward straight into the Quasiturbine.

Alternatively, since both ends of the Quasiturbine shaft can give full take-off power, it could be located concentric to the differential shaft.

More thermodynamically efficient. Saving an extra 8 to 10% by suppressing the gearbox, and substantial additional saving over the vehicle life time by weight reduction.

Less pollutant. Idle can be as low as 200 rpm; and 0 rpm (complete stop and restart when needed) for

fluid energy converter mode (pneumatic, steam, cryogenic ...). QT75 maximum revolution is 3000 rpm, QT600 maximum revolution is about 2000

rpm (higher value may be possible ?). Unseen accelerations ! The Quasiturbine has no dead time and no flywheels (which

are responsible for slowing down the vehicle acceleration).

DOE - NREL - "VEHICLE SYSTEM MODEL" - The US Department of Energy (NREL - National Renewable Energy Laboratory) has created a "vehicle system model" and uses it to screen new and promising (and not so promising) components. This simulator can help establishing how an engine performs over a selected duty cycles for various vehicle setups.

13.3 QT Advantages in Vehicle

There are numerous advantages with conventional combustion Beau de Rocha (Otto) mode Quasiturbine, including : efficiency, engine volume and weight reduction allowing more creative vehicle concepts, zero vibration, low noise and cleaner engine improving comfort...

Furthermore, the present piston engine limitations can be overcome by the detonation Quasiturbine engine. It is not an easy road, but it is for sure an impossible road for the piston engine. The shorter Quasiturbine linear-ramp-pressure-pulse allows and stands the very violent but complete and clean detonation combustion. The detonation engine has very little



idle efficiency penalty, which means that a 100 kW engine can be efficiently and continuously used to produce only 10 kW of useful power, including on gasoline, diesel, or other fuels. The detonation Quasiturbine remove the need for hybrid vehicle concept, since even a powerful Quasiturbine engine would have a small low regime efficiency penalty !

The Quasiturbine is universal in relation to energy sources : Liquid and gaseous fuel, hydrogen, steam, pneumatic, hydraulic... which could be of great interest in country where energy is not so abundant... For this reason, the Quasiturbine technology will be difficult to circumvent in the world of mobility.

13.4 Hydrogen Can Be Easily Utilized As A Fuel With Quasi Turbine

Hydrogen is not easily usable in conventional internal combustion IC engine due to its high inflammability and lower atmospheric pressure specific energy (30 to 50 % power drop), and generally does require sophisticated and costly synchronized gas injectors. However, the IC efficiency is potentially competitive. Nevertheless, four problems subsist: Hydrogen hot combustion in presence of the nitrogen of air generates NOx; Hydrogen is a vicious gas for all material, including steel and lubricant; Hydrogen injector does not make uniform combustion; and storage density still to be worked out.

For a century, we are already in an hydrogen world, since hydro-carbon fuel is just a way to store hydrogen by bounding it to a carbon atom. Making synthetic fuel out of the atmosphere CO2 and water hydrogen would mean no net ozone and greenhouse gas pollution. Making hydrogen out of fossil fuel makes little sense for now. Hydrogen could make sense on the long term base on nuclear high temperature reactors. Nevertheless, the Quasiturbine is the best internal combustion engine for hydrogen, and it will have its place with or without an hydrogen economy.

Though no Quasiturbine has yet run under hydrogen fuel. A new generation of Quasiturbine engine prototypes will be custom made in due time for this purpose.

13.5 Racing car Quasiturbine engine integration concept

Because the Quasiturbine has a much higher specific power density that the piston engine,a single Quasiturbine rotor of about 50 cm (20 in.) in diameter by 20 cm (8 in.) thicknesscould develop 1000 HP at only 3000 RPM (twice that if it can reach 6000 RPM?). Absence of flywheel would allows much higher acceleration. Since the Quasiturbine has an hollow empty center, a much higher low RPM torque, and idle at only 200 (two hundred) RPM, it is proposed to have the racing car rear wheel axle to cross within the Quasiturbine core, and to use only a differential clutch coupling (no gearbox at all!). This would much improve the



racing cars endurance. The promoter has already interested a major international engineering firm currently involved with F1 projects, which could provide most of the required expertise.

13.6 Pneumatic Vehicle

Since the Quasiturbine is a pure expansion engine (which the Wankel is not, neither most of other rotary engines), it is well suitable as compressed fluid engine or air motor. Pneumatic systems have a substantial advantage: they are cheap and don't require expensive battery maintenance and periodic replacement

Air hybrid cars could bring big fuel savings for city drivers, according to a recent study released by UCLA engineers collaborating with engineers at Ford Motor Company. Experiments based on modeling and simulations showed that the air hybrid engine improved fuel efficiency by 64 percent in city driving and 12 percent in highway driving. The study also suggested that by adopting the air hybrid approach, car-makers could avoid some of the manufacturing costs associated with the more common electric hybrid design.

Storing both the pressure (moderate) with its associated heat could be appropriate for example in the case of mining pneumatic locomotive or city subway, where the pneumatic wagon could be refilled every few hours, not to say partly refill from the braking energy recovery. Pneumatic removes the high voltage subway hazard, and allows better conditioning the air purity by releasing dry air, which is most suitable to reduce subway moisture. Depending of the voluntary heat lost on the ground processing pressure plant, subway gas relaxation could further cool down the ambient air, a great advantage on summer.



A 10 second vehicle Power Booster.

Originally, hybrid was intended for efficiency increase, not for performance increase. More and more vehicles use 2 engines not for fuel savings, but to increase acceleration performance: As a 10 seconds Power Booster, benefiting a government grant! In this regards, the Quasiturbine QT600SC pneumatic with an onboard air tank and compressor could eventually provide hundreds of additional HP for 10 seconds, and make an unbeatable acceleration Quasiturbine Hybrid vehicle... the market seem to ask for? Many others applications require high power bursts, like in smooth landing parachuting (with fast line-winding in less than 10 seconds).

13.7 Strategic Technology And Economic Development

Because ducts admission and exhaust are closed by exhaust valve 80% of time, the transitional flow regime is the main obstacle to development engine cleaner pistons and high specific power density. with the valve system as a factor limiting the RPM taking account of the environment. The current understanding of engines does not or is fit to ignore the correct understanding of the Quasiturbine concept. Indeed, only a plot of the piston engine


Car using quasi turbine pneumatic engine


operational development strategies applies to the Quasiturbine. While most of the money devoted to the development of piston engines is in the breech, there where the valves, the Quasiturbine has no valve and its flow regime is quasicontinu -admission and exhaust. This means much less money and resources will be invested in the development of the Quasiturbine, because it is not breech. In addition, up to 6 years of arduous developments may be avoided for the Quasiturbine, while saving hundreds of millions of $ in research expenditures. To facilitate a more rapid and disciplined market penetration QuasiturbineAgency Inc. has already announced its intention to involve the present manufacturers of engines in the co-fabrication of Quasiturbines engines for their needs of production.

To put the issues into perspective, the computers industry is vast, but it is minimal compared to the multi-sectoral industry energy. Engines to internal combustion of all powers are used around the world and are literally "nerves" of modern societies. A new concept successful engine not only could help achieve the objective of the Kyoto Protocol, but by being more efficient, it would reduce the import of fuel and would affect significant expenditure or income outside of several countries. Development economic potential could be considerable for countries initially involved in the manufacture of such engine, and integration in practice could also produce major opportunities. 10 CV engines and less account for approximately 1 engine by 5 people in many countries, this that in itself, is a great - and new - market of substitution. Vehicles transport will be a predominant natural target once that technology will have matured and will be well proven, and then it will be of international interest. It is the objective of this report to the attention of influencing communities technology and policy, and to announce that of new emerging technologies

13.8 New Innovative Areas Of Application

1. Because the Quasiturbine center is free and available, lets insert a jet boat propeller inside of it, and because the Quasiturbine has no oil pan, it could be submerged to provide direct underwater boat or recreational propulsion.

2. A small submarine innovative pneumatic Quasiturbine concept could have a cabin free of any propulsion component, where the air tank is droppable below, the propulsion Quasiturbine is at the rear, and the air exhaust of the Quasiturbine goes into the cabin to be inhaled by the crew.

3. The pneumatic engine does not show any vibration on the shaft. As an example, a chainsaw with a pneumatic engine (running from pressure air bottle regulated to less than 100 psi) allows for a non combustible "all condition" running unit for the fireman and national safety teams. It does run in heavy smoke or under water as well. Exhaust can even be inhaled by the fireman ! A must for all civil defense organization ...

4. Because the pneumatic and steam Quasiturbine have 2 distinct flow circuits, one can be used as motor by injecting pressure air or steam, while the other is free for pumping



whatever gas or liquid present at the intake. This is a turbo-pump configuration where the motor and the pump are a one perfectly integrated unit. In this mode, the Quasiturbine center is left empty as no shaft is necessary...

5. Fuel cell needs good cooling. Why not use liquid nitrogen which could evaporate and expands into a pressure exchanger and feed a pneumatic Quasiturbine to produce additional electricity? This way, the Quasiturbine and the fuel cell make the perfect marriage...

6. Hybrid Quasiturbine-Fan (or Quasiturbine-Jet) offers potential for no temperature limit in the jet nozzle! Considering the high power density, the low cross section area and the exceptional intake characteristics of the Quasiturbine, it is reasonable to expect to conceive new airplane engines.

7. Out of space short steam circuit or Stirling Quasiturbine can be made in the shape of a large and thin sandwich like disk, which oriented toward the hot sun can provide power by temperature difference.

8. Engine Exhaust Heat Recovery: By placing a hot Quasiturbine into or around an engine exhaust pipe, and injecting pressurized hot water (steam keep in the liquid state for better heat transfer), some heat can be recovered into mechanical energy. Stirling and short steam circuit Quasiturbine could do similarly!

9. Much more innovative concepts flow from the Quasiturbine geometry10.Powerful hand air tools like mining drills can be developed...11.The return of pneumatic vehicles (air car) will benefit from the Quasiturbine engine.12.Pneumatic is well suitable for safety reason like for subway propulsion...13.Fuel cells cooled by liquid nitrogen could be teamed with a pneumatic nitrogen

Quasiturbine for a remarkable total output...14.Low Pressure Modulated Power Station

Solar radiation varies greatly during the day while most engine keep their optimum efficiency at design power only. Because the Quasiturbine (steam or pneumatic) keeps it high efficiency on a large power range, it is well suitable for modulated (from source or demand) power production like solar, windmill, ocean wave station... where the pressure is generally low, and efficiency critical!

13.9 LIMITATIONS:

1. Construction of the rotor is a bit difficult.2. The design of the Quasi-turbine engine is typically built of aluminum and cast iron

which expand and contract by different degrees when exposed to heat led to some incidences of leakage. A similar problem was encountered in early Wankel engines but engineering work brought these problems under control for both engines.



CHAPTER-14

Conclusion

Conclusion:

This remarkable QT is not a sham, nor an object of science fiction or of utopia; it is a reality that you can test very easily, a new technological revolution. There exists no similar combustion motor yet on the world market. It is truly a breakthrough of science and technology, that will be essential for all countries, companies, and consumers who wish to



avoid the many crises of energy, economy, environment, health, greenhouse gases, climatic changes, etc.

Considering the modern internal combustion engine invented by Karl Benz in 1886 has enjoyed almost 120 years of design refinements, the Quasiturbine engine is still in its infancy. It is still in its prototype phase the best look anyone has gotten so far is when it was demonstrated on a go-kart in 2004. Though a lot of advancement has been made since its invention has been marked, it has been commercialized only in 2 and 12 kW air and steam motor for now. But still, QT is a new technology probably unwelcome in the world of engine establishment.however in the near future we will likely see the Quasiturbine used in more than just your car. Because the central engine area is voluminous and requires no central shaft, it can accommodate generators, propellers and other output devices, making it an ideal engine to power bikes, cars, trucks, buses, & even chain saws, powered parachutes, snowmobiles, air compressors, ship propulsion systems and electric power plants.



CHAPTER -15

Bibliography



www.visionengineer.com/mech/quasiturbine.php

www.quasiturbine.com

www.quasi.howstuffworks.com

http://quasiturbine.promci.qc.ca/QTPhotodetonation.html

http://quasiturbine.promci.qc.ca/QTpasWankel.html

http://quasiturbine.promci.qc.ca/QTHydrogene.html

http://quasiturbine.promci.qc.ca/QTAcademiquePneumatiqueJeu.htm

http://quasiturbine.promci.qc.ca/FQTperformance.html


http://quasiturbine.promci.qc.ca/QTAcademiquePneumatiqueJeu.htm

http://quasiturbine.promci.qc.ca/QTHydrogene.html

http://quasiturbine.promci.qc.ca/QTpasWankel.html

http://quasiturbine.promci.qc.ca/QTPhotodetonation.html

http://www.quasi.howstuffworks.com/

http://WWW.QUASITURBINE.COM/

http://www.visionengineer.com/mech/quasiturbine.php


CHAPTER-16

PHOTOGRAPHY


Project Report on Quasi Turbine by Ashish Joshi

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Transcript of Project Report on Quasi Turbine by Ashish Joshi