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SELF-STUDY REPORT
on
Six-stoke engine
By
Mr.Amit Yadav
(A - 25)
Guide
Prof. A.S.RAUT
Session
2014-15
1. INTRODUCTION
A diesel engine is an internal combustion engine that uses the heat of
compression to initiate ignition to burn the fuel, which is injected into the combustion
chamber during the final stage of compression. Diesel engines have wide range of
utilization for automobiles, locomotives & marines and co-generation systems.
However, large problem is still related to undesirable emission.
The six-stroke engine is a type of internal combustion engine based on the
four-stroke engine but with additional complexity to make it more efficient and
reduce emissions. Two different types of six-stroke engine have been developed:
In the first approach, the engine captures the heat lost from the four-stroke
Otto cycle or Diesel cycle and uses it to power an additional power and exhaust stroke
of the piston in the same cylinder. Designs use either steam or air as the working fluid
for the additional power stroke. The pistons in this type of six-stroke engine go up and
down three times for each injection of fuel. There are two power strokes: one with
fuel, the other with steam or air. The currently notable designs in this class are the
Crower Six-stroke engine invented by Bruce Crower of the U.S. ; the Bajulaz engine
by the Bajulaz S.A. company of Switzerland; and the Velozeta Six-stroke engine built
by the College of Engineering, at Trivandrum in India.
The second approach to the six-stroke engine uses a second opposed piston in
each cylinder that moves at half the cyclical rate of the main piston, thus giving six
piston movements per cycle. Functionally, the second piston replaces the valve
mechanism of a conventional engine but also increases the compression ratio. The
currently notable designs in this class include two designs developed independently:
the Beare Head engine, invented by Australian Malcolm Beare, and the German
Charge pump, invented by Helmut Kottmann.
Requires a supply of distilled water to act as the medium for the second power
stroke.
The top and bottom Crankshaft are connected via a drive chain or toothed belt. The
top Crankshaft and Piston become positive power contributors to the overall power
output, thus increasing the amount of power/torque generated by up to a possible
35%, in essence, The Engine results in having Two Pistons Operating and producing
power within each cylinder. The absence of valves, springs, retainers and guides,
mean that the Engines bottom end has been freed up from labouring and is allowed to
spin up producing more power. The additional torque and power further generated by
the Top Piston/Crank of the Cylinder Head is then channelled via the connecting drive
chain to the Bottom Crank. The net result of the Engine is Tractor type pulling torque
never before realised from a Four Stroke Internal Engine, the sort of steady
locomotive type performance gained can only be likened to Steam Locomotives or
Diesel Engines.The net result is:
- Power/torque increases of 35% (conservative).
- Simpler and less expensive manufacturing and tooling
- Reduction of cylinder head reciprocating parts
- Lower maintenance costs due to less wearing parts (cylinder head)
- Longer service intervals possible due to lower operating temperatures recorded
- Increased economy due to the ability to operate and produce full operating power of
much higher AIR to FUEL ratios.
- Reduction of exhaust emissions due to less fuel being consumed and the real
prospect of meeting EURO-4 emissions standards, doing away with the catalytic
converter
- Possible one piece engine block and head casting, saving more manufacturing costs.
fixed
capacity
chambers,
Multifuel.
4.Analysis:
Six-stroke engine is mainly due to the radical hybridization of two- and fourstroke technology. The six-stroke engine is supplemented with two chambers, which
allow parallel function and results a full eight-event cycle: two four-event-each
cycles, an external combustion cycle and an internal combustion cycle. In the internal
combustion there is direct contact between air and the working fluid, whereas there is
no direct contact between air and the working fluid in the external combustion
process. Those events that affect the motion of the crankshaft are called dynamic
events and those, which do not effect are called static events.
4. Exhaust valve,
5.Cylinder,
6.Combustion chamber,
10.Heater plug.
Fig 8 Event 4: Expansion of the Super heat air in the cylinder work (dynamic
Event).
Events 6: fuel injection and combustion in closed combustion chamber, without direct
action on the crankshaft (static event).
This stroke includes combustion of first fuel (most probably diesel) and
expansion of product of combustion. The combustion of the charge commences when
the piston approaches T.D.C.
Here the fuel in the form of fine spray is injected in the combustion space. The
atomization of the fuel is accomplished by air supplied. The air entering the cylinder
with fuel is so regulated that the pressure theoretically remains constant during
burning process.
In airless injection process, the fuel in finely atomized form is injected in
combustion chamber. When fuel vapors raises to self ignition temperature, the
combustion of accumulated oil commences and there is sudden rise in pressure at
approximately constant volume. The combustion of fresh fuel injected into the
cylinder continues and this ignition is due to high temperature developed in engine
cylinder. However this latter combustion occurs at approximately constant pressure.
Due to expansion of gases piston moves downwards. The reciprocating motion
of piston is converted into rotary motion of crankshaft by connecting rod and crank.
During expansion the pressure drop is due to increase in volume of gases and
absorption of heat by cylinder walls.
3.1.4 Second compression stroke
Both the valves are closed and the piston moves from bottom to top dead
centre. The combustion products from the first compression stroke are recompressed
and utilized in the second combustion process before the exhaust stroke. In typical
diesel engine combustion the combustion products still contains some oxygen.
3.1.5 Second combustion stroke
This stroke includes combustion of second fuel having low cetane (Cetane
number of fuel is defined as percent volume of cetane (C 16H34) in a mixture of cetane
and alpha-methyl-naphthalene that produces the same delay period or ignition lag as
the fuel being tested under same operating conditions on same engine). The
combustion of the charge commences when the piston approaches to TDC.
The second fuel injected into recompressed burnt gas can be burnt in the
second combustion process. In other words combustion process of the second fuel
takes place in an internal full EGR (Exhaust Gas Recirculation) of the first
combustion. This second combustion process was the special feature of the proposed
Six Stroke DI Diesel Engine.
down). In the same period crank shaft has made three revolutions. Thus for six stroke
cycle engine there are two power strokes for every three revolutions of crank shaft.
The nozzle is located near the center of a piston cavity, and has four injection holes.
For the six-stroke diesel engine, one extra nozzle was added on the cylinder head.
This extra nozzle was of the same design as that of the four-stroke engine. The
volumetric efficiency of the six-stroke engine showed no significant difference from
that of the four-stroke engine.
power generation within exhaust stroke. The compression ration can be increased
because of the absent of hot spots and the rate of change in volume during the critical
combustion period is less than in a Four stroke. The absence of valves within the
combustion chamber allows considerable design freedom.
emissions. Furthermore, its ability to run with fuels of vegetable origin and weakly
pollutant gases under optimum conditions, gives it qualities which will allow it to
match up to the strictest standards.
6.1.4 Multifuel:
Multifuel par excellence, it can use the most varied fuels, of any origin (fossil
or vegetable), from diesel to L.P.G. or animal grease. The difference in inflammability
or antiknock rating does not present any problem in combustion. Its light, standard
petrol engine construction, and the low compression ration of the combustion
chamber; do not exclude the use of diesel fuel. Methanol-petrol mixture is also
recommended.
7. CONCLUSIONS
The performance of the dual fuel six-stroke engine was investigated. In this dual
fuel engine, diesel fuel was supplied into the first combustion process and methanol
was supplied into the second combustion process where the burned gas in the first
combustion process was re-compressed. The results are summarized as follows.
For the dual fuel six-stroke engine, the timing retard and an increase of heat
allocation ratio in the second combustion stroke resulted in a decrease of the
maximum temperatures in the combustion processes. It caused the reduction
of NO emission.
3.
For the dual fuel six-stroke engine, soot was practically eliminated by a
small amount of methanol in the second combustion process.
4.
From the comparison of the performance between the dual fuel six-stroke
and the four-stroke engine, it was concluded that indicated specific heat
consumption of the dual fuel six-stroke engine was improved with 15% as
compared with the four-stroke engine.. Furthermore, soot emission was very
low in the dual fuel six-stroke engine.
5.
As the fuel in one cycle was divided into two combustion processes and the
EGR effect appeared in the second combustion process, the decreased
maximum
6. REFERENCES
1. Internal Combustion Engines A book by Mathur & Sharma.
2. Internal Combustion Engines, V Ganesan.
3. Website: www.sixstroke.com
4. Downloaded pdf ,word and ppt documents from internet.