A Seminar Report on

QUASITURBINE ENGINE

Submitted to

VISVESVARAYA TECHNOLOGICAL UNIVERSITY

BELGAUM
BACHELOR OF ENGINEERING
In
MECHANICAL ENGINEERING
Under the Guidance of

Mr. VINOD KUMAR C.S.

B.E., M.Tech
Lecturer, Department of Mechanical Engineering

ANKUSH KUMAR YADAV

1SG08ME007

SAPTHAGIRI COLLEGE OF ENGINEERING

Bangalore-560 057

SAPTHAGIRI COLLEGE OF ENGINEERING

# 14/5, Chikkasandra, Hesaraghatta Main Road, Bangalore-560 057

Department of Mechanical Engineering

CERTIFICATE

Certified that the seminar report entitled QUASITURBINE ENGINE

carried out by Mr. ANKUSH KUMAR YADAV , USN 1SG08ME007, a
bonafide

student of SAPTHAGIRI COLLEGE OF ENGINEERING in

partial fulfillment for the award of Bachelor of Engineering in Mechanical

Engineering of the Visvesvaraya Technological University, Belgaum during
the year 2011-12.

Name & Signature of the Guide

Name & Signature of the H.O.D

Name & Signature of the Seminar Co-ordinator

CONTENTS

Title Page number

Introduction. 1
Definition & Objective...2
Principle .3
Constructional details..4
How it works?..6
Comparison with existing engines...8
Comparion between quasi turbine and wankel engine8
Comparion between quasi turbine and Convensional turbine9
Comparion between quasi turbine and I.C engine.10
Quasiturbine engine features...11
Applications of quasiturbine engine..13
Advantage of quasiturbine...17
Disadvantage of quasiturbine...18
Conclusion....22
Reference......23

ACKNOWLEDGEMENT

I express my deep gratitude to almighty, the supreme guide,

for bestowing his blessings upon me in my entire endeavor.
I would to like to express my sincere thanks to Dr.S H. Manjunath, Head of
Department, Mechanical Engineering Department, Sapthagiri College of
Engineering for all his assistance.
I wish to express my deep sense of gratitude to Mr.VINOD KUMAR C.S.,
Lecturer, Department of Mechanical Engineering who guided me through-out
the seminar. His overall direction and guidance has been responsible for the
successful completion of the seminar.
I would also like to thank Lecturer Mr. for his valuable suggestions.
Finally, I would like to thank all the faculty members of the Department of
Mechanical Engineering and my friends for their constant support and
encouragement.

ABSTRACT

The
Quasiturbine
turbo-machine
is
a
pressure
driven,continuous torque and symmetrically deformable
spinning wheel.Excluding conventionalturbines, the next step in
the world of engine research is to make the gas engines as
efficient as the diesel engines and the diesel engines as clean
(or better) as the gas engines. Turbine characteristics help
achieving this goal. The Quasiturbine (Qurbine or Kyotoengine)
is a new engine technology that was conceived in early 1990
and patented in 1996 and later. The Quasiturbine is inspired
by the turbine, perfects the piston and improves upon the
Wankel engine. Efficient and compact, the Quasiturbine is also
an engine concept optimization theory based on volume
pulse shaping at design. While current technologies adapt
combustion processes to engine design, the Quasiturbine
theory tends to adapt the engine design to combustion
processes. It is a non-eccentric crankshaft, true rotary engine
(no piston like movement), that uses a 4 face articulated rotor
with a free and accessible center, rotating without vibration nor
propulsive dead time and producing a strong torque at low RPM
under a variety of modes and fuels. The Quasiturbine goes
along the best modern engine development strategy, which is
to get as many ignitions as possible per minute, with a
mechanical device rotating as slowly as possible.

INTRODUCTION:Quasi turbine is a zero vibration continuous combustion rotary

engine having four faces articulated rotor with a free and accessible centre
rotating without vibration nor dead time and producing a strong torque at
low rpm under a variety of modes and fuels. The quasi turbine is also an
optimization theory for extremely compact efficient engine concept.
It is a new engine concept from Canada which offers a design
similar to that of rotary engines but with the advantages of a gas turbine-all
within the confines of a chamber based on the shape of a Saint Hilaire
skating rink profile. Each Quasi turbine device is at the cross road of three
modern engines: inspired by the turbines: it perfects the piston, and
improves on the Wankel. The Quasi turbine results from a research initiated
in 1993 aimed at unifying the compression and power turbine into one
entity. This invention is a new hybrid engine concept, midway between the
piston and the turbine engine which requires relatively few components such
as stator with covers, rotating blades, rocking carriages, wheels, and joints.
Quasi turbine is also an environmental friendly engine, which provides an
engine concept free from atmospheric gas pollution, noise pollution, thermal
pollution etc. In this engine efficiency stays constant and optimum no matter
the power of the unit.
Inventors: Francoise, Gilles, Roxan

DEFINITION:The Quasiturbine (Qubine) 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.

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.

PRINCIPLE:In the basic single rotor Quasiturbine engine, an oval housing surrounds a foursided 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

CONSTRUCTIONAL DETAILS:-

The invention is an assembly of four carriages supporting the pivots of a

four element, variable shape rotor, which is confined within a chamber
(internal housing counter wall-stator) based on the shape of a Saint Hilaire
skating rink profile. This profile offers the rotary components of the engine a
4

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 blades 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.
An ignition-timing advance can be built-in by slightly shifting
the effective position of spark plug and / or the channel.
5

To help cooling and reduce lubrication, at least one of the

lateral side covers has a large central hole exposing the pivoting blades to
central area of the rotor such that all parts of engine are external, except for
the carriage and wheels which are always in good thermal contact with the
housing contour. Since the seals are the only friction surfaces, the need of
lubrication is minimized by an optimal choice of anti-friction materials.
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 cant 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

HOW IT WORKS:In the Quasiturbine engine, the four strokes of a typical cycle de Beau
de Rochas (Otto) cycle are arranged sequentially around a near oval, unlike the
reciprocating motion of a piston engine. In the basic single rotor Quasiturbine
engine, an oval housing surrounds a four-sided articulated rotor which turns and
moves within the housing. The sides of the rotor seal against the sides of the
housing, and the corners of the rotor seal against the inner periphery, dividing it
into four chambers.
Quasiturbine
combustion cycle
Intake (aqua),
Compression (fuchsia),
Combustion (red),
Exhaust (black).
A spark plug is located
at the top (green)
As the rotor turns, its motion and the shape of the housing cause each side of
the housing to get closer and farther from the rotor, compressing and expanding
the chambers similarly to the "strokes" in a reciprocating engine. However,
whereas a four stroke piston engine produces one combustion stroke per
cylinder for every two revolutions, the chambers of the Quasiturbine rotor
generate height combustion "strokes" per two rotor revolutions; this is eight
times more than a four-strokes piston engine.
Because the Quasiturbine has no crankshaft, the internal volume variations do
not follow the usual sinusoidal engine movements, which provide very different
characteristics from the piston or the Wankel engine. Contrary to the Wankel
engine where the crankshaft moves the rotary piston face inward and outward,
each Quasiturbine rotor face rocks back and forth in reference to the engine
radius, but stays at a constant distance from the engine center at all time,
producing only pure tangential rotational forces.
The four strokes piston has such a long dead time, its average torque is about
1/8 of the peak torque, which dictate the robustness of the piston construction.
7

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:COMPARISON BETWEEN QUASI TURBINE AND WANKEL

ENGINE: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 engines 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.

COMPARISON BETWEEN QUASI TURBINE AND CONVENTIONAL

TURBINE:CONVENTIONAL TURBINE
The conventional turbine is a continuous flow engine at intake
and exhaust. As the conventional turbine do not convert the pressure forces
but rather kinetic energy of rapid flows, it is then necessary to convert the
pressure forces in high speed flows by a channeling or by oriental
expansion. This intermediatory conversion is particularly complex. And in
this case some of energy will be lost mainly due to viscosity, turbulence, and
some of thermal conduction of hot gases.
The conventional turbine is generally located where the flow is
fastest. Also a complete conversion of kinetic energy into mechanical energy
is not occurred in a conventional turbine. In many applications one has flow
velocity near the sound speed where any instability, impurity or condensate
may damage the turbine.
QUASI TURBINE
As the conventional turbine, the quasi turbine is a continuously
flow engine at intake. And exhaust Quasi Turbine, which turns under the
effect of static forces and does not make use of hydro or aerodynamic flow
properties. Consequently Quasi Turbine converts the potential forces
9

directly into mechanical energy. Because the Quasi Turbine operates under
the effect of static forces, it cannot be damaged by saturated steam, by small
impurities in the fluid flow.
COMPARISON OF QUASI TURBINE AND I.C ENGINE:1. In I.C engine piston makes positive torque only 17% of the time and
drag 83% of the time. This is not the case in Quasi turbine.
2. In I.C engine gas flow is not unidirectional, but changes directions with
the piston direction. But in Quasi turbine it is unidirectional.
3. In I.C engine valve inertia being a serious limitation to the engine
revolution.In Quasi turbine there are no valves.
4. The duration of the piston rest time at top and bottom are without
necessarily too long in I.C engines. But it is not the case for Quasi
turbine.
5. In I.C engine there is quite important noise level and vibration. But it is
not the case for Quasi turbine.
6. In I.C engines accessories like cam shaft uses a substantial power , but
in Quasi turbine there is no need of cams
7. In I.C engine lubricant is to be used as heat coolant, which require a
Cumbersome oil pan. But Quasi turbine requires no lubrication.

Piston4 strokes
(Gasoline)
Piston 2strokes
(Gasoline)
Wankel 4 strokes

Volume of each
Chamber
50cc

Number
of
expansions In every
two revolutions
1

50cc

50cc

6
10

Qurbine 4strokes
(Gasoline)
(Gasoline)
Qurbine2strokes

50cc

50cc

16

Qurbine
(steam/pneumatic)

50cc

16

This graph compares the volume variation within the piston and the
Quasiturbine.
QUASITURBINE FEATURES
1. Zero vibration
In quasi turbine, rotor rotates with a fixed centre of gravity and
the Engine is perfectly balanced so there is no chance of vibration.
2. Less noisy

11

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
As the quasi turbine expansion starts quicker than in the other
engines, there will be less time for the NOx formation, and less transfer of
heat to the engine block.
4. Continuous Combustion with lower temperature
Due to an earlier expansion than in he piston engines, initial
energy is immediately transferred in to mechanical energy without awaiting
the middle of the stroke as in the piston engines. This initial expansion cools
immediately the combustion gases, which have less time to transfer their
heat to the engine block. So continuous combustion is possible with lower
temperature.
5. Better torque continuity and Acceleration
The Quasi turbine has jointed torque impulses without the
assistance of a flywheel. This gives a better torque continuity for quasi
turbine. Flywheel is the main obstacle to engine acceleration. Since Quasi
turbine has no fly wheel it gives fast acceleration.
6. More effective conversion into Mechanical energy
12

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.
7. Not sensitive to detonation
Due to the earlier expansion process, quasi turbine reacts better
to photo detonation.
8. Compatible with Hydrogen
The Quasi turbine meets the fundamental criteria imposed

by

the Hydrogen engine of the future (that is cold intake area, low sensibility to
detonation, less pollutant, robust and energy efficiency).
APPLICATIONS:1. Quasi turbine aviation
In a propeller airplane, weight reduction allows a larger
payload, space saving allows to reduce the aerodynamic drag, absence of
vibration increases instruments reliability and flight comfort, the noise
reduction increases the discretion level, the high torque allows the use of
multi-blades propeller and the better intake characteristic of the Quasi
turbine allows higher flight altitude.

13

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.
So 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 an airplane engine
2. Quasi turbine Stirling engine
In the Quasi turbine Stirling, all the engine shell is pressurized
with helium, so that the inter-chambers leaks are automatically recycled by
the

central

region, and

required

only

sealing

of

turning

shaft (comparatively to the sealing of the back and forth piston connecting
rods, unless sealed machines, which the Quasi turbine also can be). The
Stirling engines are also known to be large and heavy, which the Quasi
turbine-Stirling concept should solve.
3. Quasi turbine pneumatic engine
Since the Quasi turbine is a pure expansion engine
(which the Wankel is not, neither most of other rotary engines),
it is well suitable as compressed fluid engine - Air engine or air motor.
The pneumatic engine does not show any vibration on the shaft.
It does run in heavy smoke or under water as well.
4. Quasi turbine racing car

14

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.
Absence of flywheel would allow much higher acceleration. It
is proposed to have the racing car with a differential clutch coupling (no
gear box at all). This would much improve the racing cars endurance.
5. Quasi turbine hydrogen engine model
A good way to store Hydrogen is to link it with carbon atom.
Quasi turbine prefers Hydrogen storage in Carbon molecules. This
Hydrogen Carbon molecule storage technique is safe and simple and has
been appreciated by humans for centuries under the name of Hydrocarbon
fuels.
6. Quasi turbine pumps
Quasi turbine is a very compact and light device without
Power shaft, which allows to pump large volume. In the pump mode the
Quasi turbine has two intakes and two exits.
Quasiturbine as an Imminent Solution
Many researches are going on to increase energy efficiency on the long term
with piston, hydrogen, fuel cell... Hybrid concepts are ways to harvest part of
the "low power efficiency penalty" of the piston engine used in vehicle, but
counter-productive measures limit the long term perspective until they could
15

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

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

is a relatively simple technology which could be widely used within a few years
with substantial efficiency benefits over piston engines in many applications.
Large utility plants convert energy more efficiently than small distributed units
and should be favored when possible, but on the long term, the Quasiturbine
detonation engine is one of the very few means to match utility efficiency the
distributed way, while being as chemically clean as possible.

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

16

where high surface-to-volume ratio

is a factor attenuating the violence of detonation.
By opposition to dozens of new engine designs, the most important at this
time about the Quasiturbine is the fact that it does unknot a new field of
development and offers means to achieve what no other engine design has
suggested or is able to, and specially for detonation where piston engine has
failed for over 40 years

ADVANTAGES OF QUASITURBINE:Matching Engine With Application

Engine efficiency is a large domain of activity which extends far beyond
engines. For example, the presence of an engine in a vehicle adds accessories
and weights which have to be carried by the power of that same engine (the net
usable power is reduced by the presence of the engine itself). The presence of
the engine is a necessity, but also a factor of inefficiency. The ideal vehicle
would not bother to have an onboard engine! This is to show that not only
engine efficiency is important on the bench test, but must also reduce to the
minimum its self-inefficiency in application.
It would be worthless to have a 70 % efficiency gas engine for mobile
application, if such a 30 HP engine would weight 3 tons! However, this could
still be valuable for stationary applications. Engine needs to be properly
matched in all application, and the most versatile wins!
QT Particularities
Quasiturbine engines are simpler, and contain no gears and far fewer moving
parts. For instance, because intake and exhaust are open ports into the walls of
the rotor housing, there is no valve or valve trains. This simplicity, small size
17

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
Not all engines are or need to be equally efficient. A military strategic
application may require an engine lifetime to be only few seconds, and not care
about efficiency. At the opposite, a space craft Stirling engine may command
for extremely high efficiency. Generally, economic considerations balance the
value of the engine with the value of the energy flowing into it over its lifetime.
This command substantial efficiency for automotive or stationary applications
having high use factor over years.
Since the efficiency is closely tied to the application and cannot be fully
appreciated outside a specific integration, the efficiency criteria are not always
obvious to apply. For example, one of the paradoxes of today hybrid vehicle
concept is: How much additional equipment can be added to a vehicle to reach
the point where this equipment has worthless net saving effect in actual
application? In many applications, torque, rpm, or power modulation capability
become a dominant criteria.

High Torque Versatility

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.
18

Power Modulation Capability

Contrary to the conventional turbine, pneumatic and steam Quasiturbine
optimum efficiency is optimum in a large gap of rpm and load, which is also a
quite unique characteristic highly in demand in the world of engine. For solar
steam plant for example, the same Quasiturbine driven generator can work
efficiently at peak power, as well as at overnight idle power, or at variable
sunny conditions!

Light and Compact

Airplanes. Nowhere a high specific engine power is so welcome. Zero vibration
is also a great advantage to reduce fatigue and instrument failure in airplanes.
Compact engine also means a reduce drag cross-section and faster planes. The
Quasiturbine is also most suitable for portable tools, generator. Vehicle also
benefits from the light and compact characteristics of the Quasiturbine, which
permits new innovative layouts and power train setup (Because the
Quasiturbine can run in all orientation, it could be mounted straight on a
differential shaft oriented upward, or better, concentric to the wheel shaft
because the Quasiturbine center is free of any mechanism).

Environmental
Where environmental conditions command a zero pollution engine, the
pneumatic and steam Quasiturbine can provide a practical solution, like insideshop, or in underground mines.

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

which the Quasiturbine can reduce to zero.

19

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

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

Hydrogen: Not Zero Pollution

Excludes NOx and H2S environmental concerns. Fossil fuel
contains carbon and hydrogen. Carbon combustion produces CO2 which the
photosynthesis fixes the carbon into the biomass, and returns the O2 to the
atmosphere. Hydrogen combustion fixes the O2 from the air into water, which
oxygen is also liberated back in the atmosphere by photosynthesis. Since there
is not enough photosynthesis to digest all the CO2, there is not enough either do
process all this synthetic water. Massive hydrogen use has the net effect of
removing oxygen from the atmosphere of our planet and fixing it into water.
CO2 problem is not dissociable from Oxygen depletion. Hydrogen produced
from water (avoiding electrolyses degradation of precious electricity) will do
the same if the oxygen is not

liberated to the atmosphere at the time of

production, which is unlikely, considering that oxygen is precious for industrial

process and will rather be fixed by other chemical process, unless we could not
make use of all the massive quantity produced?As a result, unless oxygen is
made free to the atmosphere when produce, we can not say that transforming
hydrogen into water vapor (including by combustion or fuel cells) is pollution
free, when 2H does definitively removed 1 precious oxygen atom form the
surface of our planet! (Some calculation show this is not an issue, but?). Both
CO2 and oxygen depletion are concerns. Synthetic fuel made out of CO2 from
the air or other environment would be more neutral and acceptable - However,
where will the energy to do that come from?

20

Engine Pollution
Pneumatic, steam, Stirling and hydrogen engines may not produce
much pollution at their level, but a critical look must nevertheless be given to
the anterior stages of the energy cascade. Combustion engine pollution goes
from liberating the CO2 by fossil fuel combustion (CO2 could be pollution free
only if captured initially by synthetic fuel manufacturing process), nitrogen
oxides production, particulates, lubrication, excess heat, noise, vibration,
environmental recycling... Excess thermal pollution is also part of the concern.

Manufacturing cost
Several years ago, manufacturing cost was much higher for non flat or
cylindrical components, which is not anymore the case with the today's modern
digital tooling equipments. The Quasiturbine has much less components that
any other engine concept (no gears, no valve...), and nowhere there is a higher
requirement in material or manufacturing technology. Consequently, all the
prerequisites are satisfied for lower production cost in comparable moderate or
high series production lines.
Global Economic
Not only the Quasiturbine is less expensive to manufacture and to
sale, but because its numerous unique characteristics, it generates savings in:

Application integration design and process;

In use, by direct efficiency improvement;

In co-lateral damages due to vibration;

21

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.
Conclusion
The most important revolution of the Quasiturbine come from its
characteristics (Model AC with carriages) permitting photo-detonation which
occurs at slightly higher compression ratio than the thermal ignition, designated
in the US as "Homogeneous Charge Compression Ignition" HCCI combustion,
in Europe as "Controlled Auto Ignition" CAI combustion, and in Japan as
"Active Thermo Atmosphere" ATA combustion. Even if the subject passionate
the researchers, the thermal and photonic ignition control in the piston is still an
unsolved problem, and possibly a dead-end that the Quasiturbine does
overcome!
The Quasiturbine in Beau de Rocha (Otto) cycle (model SC without
carriage) is a relatively simple technology which could be widely used within a
few years with substantial efficiency benefits over piston engines in many
applications. Large utility plants convert energy more efficiently than small
distributed units and should be favored when possible, but on the long term, the
Quasiturbine detonation engine is one of the very few means to match utility
efficiency the distributed way, while being as chemically clean as possible

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References

WWW.QUASITURBINE.COM
DIESEL PROGRESS USA MAGAZINE, APRIL 2000
EUREKA INNOVATIVE ENGINEERING MAGAZINE,
OCTOBER 1999. (Page no:29-30)
EUROPEAN AUTOMATIVE DESIGN,
SEPTEMBER 1999. (Page no: 72-73)
WWW.VISIONENGINEER.COM
WWW.FUTUREENERGIES.COM
www.invention-europe.com/topx.htm
www.gizmag.com/go/3501
www.visionengineer.com/mech/quasiturbine.php

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