Professional Documents
Culture Documents
Binoy New
Binoy New
COLLEGE ATTINGAL
SEMINAR REPORT ON
QUASI TURBINE ENGINE
BINOY B S
2022-2023
GOVERNMENT POLYTECHNIC COLLEGE
ATTINGAL
ANOOP G A PREMJITH P
BINOY B S
CONTENTS
Title............................................................................................Page number
Introduction…..........................................................................................1
Principle......................................................................................................3
Constructional details..................................................................................4
How it works?..............................................................................................6
Advantage of quasiturbine….......................................................................17
Disadvantage of quasiturbine…..................................................................18
Conclusion…...............................................................................................22
Reference….................................................................................................23
ABSTRACT
1
DEFINITION:-
OBJECTIVE:-
Objective of this invention is to provide a new engine concept
unifying the compressor and power turbine into one entity that is a
conventional gas turbine engine. Another object of this invention is to
provide a low noise, perfectly balanced, zero vibration, low r.p.m engine,
giving less time to compression and expansion stroke and allowing more
time and volume to the intake combustion stroke.
A further objective of this invention is to provide a fast
accelerating, zero dead time and to provide an engine almost universal to
energy sources, which can run efficiently on pneumatic, steam, hydraulic,
liquid and gas fuel internal combustion.
Another objective is to provide an engine, which has a short
pressure peak, cold intake area characteristics, so that it is suitable for photo
detonation mode pure hydrogen fuel combustion.
Another objective is to provide a high weight and volume
density engine, without need of any valve, check valve or obstruction and
within neither a crankshaft nor a flywheel.
2
PRINCIPLE:-
In the basic single rotor Quasiturbine engine, an oval housing surrounds a four-
sided articulated rotor which turns and moves within the housing. The sides of
the rotor seal against the sides of the housing, and the corners of the rotor seal
against the inner periphery, dividing it into four chambers. Contrary to the
Wankel engine where the crankshaft moves the rotary piston face inward and
outward, the 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. Because the Quasiturbine has
no crankshaft, the internal volume variations do not follow the usual sinusoidal
engine movement, which provides very different characteristics from the piston
or the Wankel engine.
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. In
the Quasiturbine engine, the four strokes of a typical cycle de Beau de Rochas
(Otto cycle) are arranged sequentially around a near oval, unlike the
reciprocating motion of a piston engine. However, whereas a four stroke cycle
engine produces one combustion stroke per cylinder for every two revolutions,
i.e. one half power stroke per revolution per cylinder, the four chambers of the
Quasiturbine rotor generate four combustion "strokes" per rotor revolution; this
is eight times more than a four-stroke piston engine
3
CONSTRUCTIONAL DETAILS:-
5
bigger, more uniform radial path, enabling maximum torque to be reached
more efficiently than a normal combustion. Two lateral plane covers close
the engine end. The rotor is composed of four pivoting blades playing a
similar role as the piston or turbine blades. Each pivots sit into one of the
four rocking carriages. Each carriage is free to rotate around the same pivot
in such a way as to be continuously and precisely in contact with housing
counter. A central shaft is not needed for the engine to operate. It can be
driven through a set of coupling arms attached to the blades by means of
traction slots and through a set of arm braces, the ends of which are linked
to central shaft. The central shaft unit can be easily removed through the
back cover central hold with out dismantling the engine.
Pivoting blades are shaped with the filler tip to allow the
control of residual volume in the upper and lower chambers at maximum
pressure configuration. Carriage wheels should be wide to reduce contact
pressure with the counter wall. For smoother operation, roller bearings are
inserted in the blade’s hook pivots.
Intake, spark plug and exhaust ports are made either radially in
the housing, or axial in the side covers, or both. In order to pass along the
flame make a continuous combustion engine, a small channel(ignition flame
transfer slot) located along the internal housing counter wall next to spark
plug allows a voluntary flow back of hot gases into the next ready-to-fire
combustion chamber. Screwing or unscrewing the spark plug can control the
amount of flow. This channel is called ignition transfer cavity.
The housing, the pivoting blades and the carriages can be made
of metal, glass, ceramic or plastic, the later mostly for compressor, pump or
water-hydraulic engine application.
In a photo-detonation engine because it employs a homogenous
charge and compression ignition, it is often described as a HCCI engine . HCCI
(Homogeneous charge Compression Ignition) combustion results in Virtually
no emissions and superior fuel efficiency. This is because photo detonating
engines completely combust the fuel, leaving behind no hydrocarbons to be
treated by a catalytic converter or simply expelled into the air.
The higher pressure required for Photo-detonation puts a significant
amount of stress on the engine itself. Piston engines can’t withstand the violent
force of the detonation. And traditional rotary engines such as the Wankel,
which have longer combustion chambers that limit the amount of compression
they can achieve, are incapable of producing the high- pressure environment
necessary for Photo - detonation to occur.
The Quasi turbine with carriages is strong enough and compact
enough to with stand the force of Photo-detonation and allow for the higher
compression ratio necessary for pressure - heated self-ignition
7
HOW IT WORKS:-
Quasiturbine
combustion cycle
Intake (aqua),
Compression (fuchsia),
Combustion (red),
Exhaust (black).
A spark plug is
located at the top
(green)
As the rotor turns, its motion and the shape of the housing cause each side of
the housing to get closer and farther from the rotor, compressing and
expanding the chambers similarly to the "strokes" in a reciprocating engine.
However, whereas a four stroke piston engine produces one combustion stroke
per cylinder for every two revolutions, the chambers of the Quasiturbine rotor
generate height combustion "strokes" per two rotor revolutions; this is eight
times more than a four-strokes piston engine.
The four strokes piston has such a long dead time, its average torque is about
8
1/8 of the peak torque, which dictate the robustness of the piston construction.
9
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.
COMPARISON:-
1. The Wankel engine uses a rigid three-face rotor with a crankshaft. The quasi
turbine uses a deformable four faces rotor without a Crankshaft.
2. The Wankel engine shaft turns at three times the rotor RPM. The quasi Turbine
rotor and main shaft turns at same RPM Speed.
3. The Wankel engine fires only once per revolution The quasi turbine fires 4 times
per main shaft revolution, producing Exceptional torque continuity.
4. When the Wankel engine rotor goes from one T.D.C to next, the Torque increases
to a maximum value and starts decreasing right Away (progressive).
The torque generated by the quasi turbine gets rapidly to a plateau, and hold
this maximum for a long arc before decreasing, giving a better overall
mechanical energy conversion rate.
5. The Wankel engine has a dead time. The quasi turbine strokes are consecutive with
no dead time.
6. The Wankel engine can not be operated in diesel mode due to the excess expansion
volume which adiabatically cools down the combustion. Quasi turbine has no
excessive volume and can run in diesel Mode.
7. Due to its one single fire per shaft revolution and the dead time, the Wankel
engine needs a flywheel. Quasi turbine does not need a flywheel, and consequently
has faster acceleration.
8. Since the Wankel engine’s shaft rotates at three times its rotor speed, it is not
suitable for low rpm compressor or pumps. But quasi turbine is suitable for this.
10
COMPARISON BETWEEN QUASI TURBINE AND
CONVENTIONAL TURBINE:-
CONVENTIONAL TURBINE
QUASI TURBINE
Number of
Volume of expansions In every
each two revolutions
Chamber
Piston4 strokes 50cc 1
(Gasoline)
Piston 2strokes 50cc 2
(Gasoline)
12
Wankel 4 strokes 50cc 6
13
Qurbine 4strokes 50cc 8
(Gasoline)
(Gasoline) 50cc 16
Qurbine2strokes
Qurbine 50cc 16
(steam/pneumatic)
This graph compares the volume variation within the piston and the
Quasiturbine.
QUASITURBINE FEATURES
1. Zero vibration
2. Less noisy
14
For comparable power, the quasi turbine is much quieter than the
piston engines, since it splits each expansion into four per turn and
evacuates the gases more gradually and on a greater angular displacement
3. Less pollution
15
For a better mechanical energy extraction, compression impulses
should be as short as possible. The Quasi turbine has this assymmetry by
compressing the mixture in a smaller angular zone and by using a greater
angular displacement for the expansion.
APPLICATIONS:-
16
In a helicopter, a large diameter Quasi turbine could generate
enough torque to directly drive of the rotor blades without any gearbox,
while making much less noise.
17
Formula Quasi turbine is a proposal to develop and built of a
racing car using the new Quasi turbine. rotary engine. Because the Quasi
turbine has a much higher specific power density than the piston engine. A
single Quasi turbine. rotor of about 50cm in diameter and 20cm thickness
could develop 1000 H.P. at only 3000 rpm.
Many researches are going on to increase energy efficiency on the long term
with piston, hydrogen, fuel cell... Hybrid concepts are ways to harvest part of
the "low power efficiency penalty" of the piston engine used in vehicle, but
counter-productive measures limit the long term perspective until they could
18
efficiently fuel from the electrical grid. None of these solutions are short term
stable and competitive.
19
where high surface-to-volume ratio
is a factor attenuating the violence of detonation.
ADVANTAGES OF QUASITURBINE:-
QT Particularities
Quasiturbine engines are simpler, and contain no gears and far fewer moving
parts. For instance, because intake and exhaust are open ports into the walls of
the rotor housing, there is no valve or valve trains. This simplicity, small size
20
and weight allow also for a saving in construction costs. Because its center of
mass is immobile during rotation, the Quasiturbine has very little or no
vibration. Due to the absence of dead time between strokes, the Quasiturbine
can be driven by compressed air or steam without synchronized valve, and also
with liquid as hydraulic motor or pump. Other advantages include high torque
at low rpm, combustion of hydrogen, and compatibility with detonation mode
in Quasiturbine with carriages. Pneumatic and steam optimum efficiency
independent of the rpm and the load is also quite a unique characteristic.
Efficiency Considerations
Since the efficiency is closely tied to the application and cannot be fully
appreciated outside a specific integration, the efficiency criteria are not always
obvious to apply. For example, one of the paradoxes of today hybrid vehicle
concept is: How much additional equipment can be added to a vehicle to reach
the point where this equipment has worthless net saving effect in actual
application? In many applications, torque, rpm, or power modulation capability
become a dominant criteria.
Several engines may match in power, but not in rpm or torque. Gas or steam
turbines may rotate over 10,000 rpm, but if the user needs the power at 900
rpm, an other kind of engine may be more suitable?
Human need is generally low rpm. For example, a car wheel on the highway
turns around 800 to 1400 rpm. Gearboxes are used to match torque and rpm
with engine, but they are costly, sensitive, heavy, energy consuming and
maintenance intensive... There is a strong demand for high torque at low rpm, a
condition not easy to produce directly within an engine. The Quasiturbine is
exceptional in this regard.
21
Power Modulation Capability
Environmental
22
Multi-fuel is also an environmental consideration in countries where gas and
diesel is not currently available, or where imports are out of price.
23
Engine Pollution
Manufacturing cost
Several years ago, manufacturing cost was much higher for non flat or
cylindrical components, which is not anymore the case with the today's modern
digital tooling equipments. The Quasiturbine has much less components that
any other engine concept (no gears, no valve...), and nowhere there is a higher
requirement in material or manufacturing technology. Consequently, all the
prerequisites are satisfied for lower production cost in comparable moderate or
high series production lines.
Global Economic
24
In maintenance and expected engine lifetime;
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.
Conclusion
25
References
WWW.QUASITURBINE.COM
DIESEL PROGRESS USA MAGAZINE, APRIL 2000
EUREKA INNOVATIVE ENGINEERING MAGAZINE,
OCTOBER 1999. (Page no:29-30)
EUROPEAN AUTOMATIVE DESIGN,
SEPTEMBER 1999. (Page no: 72-73)
WWW.VISIONENGINEER.COM
WWW.FUTUREENERGIES.COM
www.invention-europe.com/topx.htm
www.gizmag.com/go/3501
www.visionengineer.com/mech/quasiturbine.php
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