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1. GLOBAL ISSUES
Everyday radios, newspapers, televisions and the internet warn us of energy exhaustion, atmospheric pollution and hostile climatic conditions. After few hundred years of industrial development, we are facing these global problems while at the same time we maintain a high standard of living. The most important problem we are faced with is whether we should continue developing or die. Coal, petroleum, natural gas, water and nuclear energy are the five main energy sources that have played important roles and have been widely used by human beings. The nited !ations Energy "rgani#ation names all of them

elementary energies, as well as conventional energies. Electricity is merely a second energy derived from these sources. At present, the energy consumed all over the world almost completely relies on the supply of the five main energy sources. The consumption of petroleum constitutes approximately $% percent of energy used from all sources, so it is the ma&or consumer of energy. 'tatistics show that, the daily consumption of petroleum all over the world today is (% million barrels, of which about )% percent is for automobile use. That is to say, auto petroleum constitutes about *) percent of the whole petroleum consumption. +n accordance with this calculation, daily consumption of petroleum by automobiles all over the world is over

two million tonnes. At the same time as these fuels are burnt, poisonous materials such as )%% million tonnes of carbon monoxides -C"., ,%% million tonnes of hydrocarbons -/C., ))% million tonnes of carbon -C., )% million tonnes of nitrogen oxides -!"x. are emitted into the atmosphere every year, severely polluting the atmosphere. At the same time large 0uantities of carbon dioxide -C"1. gases, resulting from burning, have also ta2en the ma&or responsibility for the green house effect. Atmospheric scientists now believe that carbon dioxide is responsible for about half the total green house effect. Therefore, automobiles have to be deemed as the ma&or energy consumer and atmosphere3s contaminator. Also, this situation is fast growing with more than )% million vehicles to be produced annually all over the world and place into the mar2et. /owever, at is estimate that petroleum reserve in the globe will last for only *4 years . The situation is really very grim.

Addressing such problems is what a 5reen engine does or tries to do. The 5reen engine as it is named for the time being, is a six phase engine, which has a very low exhaust emission, higher efficiency, low vibrations etc. Apart from these features, is its uni0ueness to adapt to any fuel which is also well burnt. !eedless to say, if implemented will serve the purpose to a large extent.

2. TECHNICAL FEATURES
Compared to conventional piston engines, operated on four phases, the 5reen engine is an actual six phase internal combustion engine with much higher expansion ratio. Thus it has six independent or separate wor2ing processes6 inta2e, compression, mixing, combustion, power and exhaust, resulting in the high air charge rate. 'atisfactory air7fuel mixing, complete burning, high combustion efficiency and full expansion. The most important characteristic is the expansion ratio being much bigger than the compression ratio. Also, the other main features are the revolutionary innovations of the se0uential variable compression ratio, constant volume combustion and self7adapting sealing system. Therefore, an engine having extremely high thermal efficiency, near7#ero emissions, 0uietness, light and small, lower cost with capability of burning of various fuels has come into being.

Direct Air Intake

8irect air inta2e means that there is no air inlet pipe, throttle and inlet valves on the air inta2e system. Air filter is directly connected to the inta2e port of the engine, and together with the less heating effect of air inta2e process, benefited from lower temperature of independent inta2e chamber, a highest volumetric efficiency which ma2es engine produce a high tor0ue of output on all speed range is achieved . The pump loss which consumes the part of engine power is eliminated .Also fuel measuring facilities are built7in,and parts are saved.
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2.2 Strong Swir ing

As a tangential air duct in between combustion chamber and compression chamber, a very swirling which could lost until gas port is opened, can be formed while air is pumped into the combustion chamber. Conse0uently, the air7fuel mixing and the combustion process can have a satisfying wor2ing condition.

2.! Se"#entia $aria% e Co&'re((ion Ratio

This greatly revolutionary innovation can provide the most suitable compression ratio for the engine whatever operation mode it wor2s on with burning variety of fuels. Therefore, an excellent combustion performance is attained.

2.) Direct F#e In*ection

8irect fuel in&ection can provide higher output and tor0ue, while at the same time it also enhances the response for acceleration.

2.+ S#'er Air,F#e -i.ing

'ince the independent air7fuel mixing phase is having enough time for mixing air and fuel under strong swirling and hot situation, the engine is capable to burn any li0uid or gas fuels without modifications. An ideal air7 fuel mixture could delete C" emission. Also centrifugal effect coming
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from both strong swirling and rotation of the burner ma2es the air7fuel mixture more dense near the spar2 plug. +t benefits to cold starting and managing lean7burning.

2./ Lowe(t S#r0ace to $o #&e Ratio

The shape of combustion chamber herein can be designed as global as possible. Thus, a lowest surface to is obtained, and the engine is having less heat losses and high combustion efficiency.

2.1 Contro a% e Co&%#(tion Ti&e

8ue to the independent combustion phase, compared to the conventional engine whose performances lac2 of efficient combustion time, resulting in heavy C" emission and low fuel usage rate, the 5reen engine has a sufficient controllable combustion time to match any fuels.

2.2 Con(tant $o #&e Co&%#(tion

The fuels can generate more energy while the combustion occurs on the constant volume. Also, the constant volume combustion technology can allow the engine to have a stable combustion when the lean burning is managed. 9oreover, more water can be added in to ma2e the much higher wor2ing pressure and drop down the combustion temperature, so power is added: heat losses and !"x emissions are decreased.

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2.3 -# ti,4ower 4# (e(

The green engine operates on multi7power pulses with a small volume of wor2ing chamber contrasted to the conventional engine dose on the single power pulse with a large wor2ing chamber. "bviously, a small volume of chamber only needs little space, resulting in compact structure and limited si#e. Also, a small amount of air7fuel mixtures being ignited on each power pulse can greatly cut down explosion noise.

2.15 Hig6 7orking Te&'erat#re

;ecause the burner, which is made of high heat resistance and low expansion rate material, such as ceramic, operates without cooling, a relatively high wor2ing temperature can eliminate the 0uenching #one which is the main source of emission and can greatly reduce the heat losses in the combustion chamber.

2.11 Hig6 E.'an(ion Ratio

/igh expansion ratio can ma2e the burnt gases to release much more power. +n other words, the waste gases while they run out of the engine are only bringing much less energy with them. Therefore, the engine3s thermal efficiency is greatly raised, and at the same time, the noise and temperature of the exhaust are tremendously dropped.

2.12 Se 0,A8a'ting Sea ing S9(te&

This is another revolutionary innovation applied in the 5reen engine6 it can eliminate a number of seal plates or strips to achieve gapless seal and to provide most efficient and reliable sealing system with less friction.

2.1! $i%ration Free

As ma&or moving parts, vanes which are counted in little mass and operated symmetrically, the performance of the engine is very smooth. /ence, vibrations are eliminated.

2.1) -o8# ar De(ign

se of modular design is the best way for engine mass production. Thus stac2ing of rotors easily extends range of available power.

2.1+ Li&ite8 4art( an8 S&a Si:e

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There is only a few do#ens of parts which can be easily manufactured in the engine structure when compared with modern piston engine which comprises of more than a thousand parts. +t suggests that the cost will be very low. Also, due to the compact structure the pac2age and the weight of the 5reen engine will be only ,=) to ,=,% of the regular engine on the same output.

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!. CONSTRUCTION AND 7OR;ING

As earlier mentioned, the 5reen engine is a six phase, internal combustion engine with much higher expansion ratio. The term phase is used instead of stro2e because stro2e is actually associated to the movement of the piston. The traveling of the piston from bottom dead centre to the top dead centre or vice versa is termed a stro2e. ;ut, in this engine pistons are absent and hence, the term phase is used. The six phases are6 inta2e, compression, mixing, combustion, power and exhaust. The engine comprises a set of vanes, a pair of rotors which houses a number of small pot7li2e containers. +t is here, in these small containers that compression, mixing, combustion are carried out. The engine also contains two air inta2e ports, and a pair of fuel in&ectors and spar2 plugs. The spar2 plugs are connected in such a system so as to deactivate them, when a fuel which does not need spar2s for ignition is used. The rotor is made of high heat resistance and low expansion rate material such as ceramic. ?hereas, the metal used is an alloy of steel, aluminium and chromium. Even though the engine is of symmetric shape, the vanes traverse an unsymmetrical or uneven boundary. This shape cannot be compromised as this a result of the path ta2en by the inta2e and exhaust air. This uneven boundary is covered by the vanes in a very uni0ue fashion. The vanes are made in such a way that it comprises of two parts6 one going inside a hollow one. At the bottom of the hollow vane is a compressive spring. "n top of this spring is mounted the other part of the vane. !ow, let us come to the wor2ing of the engine.
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!.1 Intake
The air arrives to the engine through the direct air inta2e port in the absence of an air inlet pipe, throttle and inlet valves on the air inta2e system. A duct is provided on the sides of the vane and rotor. The duct is so shaped that when the air moves through, strong swirls generate when it gets compressed in the chamber. The air pushes the vane blades which in turn impart a proportionate rotation in the small rotor which houses the chambers. The inlet air duct ends with a very narrow opening to the chamber.

!.2 Co&'re((ion
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The rushing air from the duct is pushed by the blades into the small chambers in the rotor. The volume of these chambers is comparatively very small. !aturally, the compression obtained by such a procedure is very satisfactory. As earlier mentioned, the compressed air is in a swirling state, ready to be mixed with the fuel which will be in&ected into the chamber when it will be place before the in&ector by the already rotating rotor.

!.! -i.ing
As soon as the chamber comes in front of the fuel in&ector, the in&ector sprays fuel into the compressed air. ;ecause of the shape of the chamber, the fuel mixes well with the compressed air. The importance of ideal mixing leads to deletion of C" emission. And also because of the strong swirling, a centrifugal effect is exerted in the air7fuel mixture. 9oreover, the rotation of the burner, ma2es this centrifugal effect all the more effective. 9ixing phase has enough time to produce an ideal air7fuel mixture as the spar2 plug is positioned towards the other end of the rotor or burner.

!.) Co&%#(tion
As the chamber rotates towards the end of its path, it is positioned before the spar2 plug. A spar2 flies from the plug into the air7fuel mixture. ;ecause of the mixing phase, the air7fuel mixture is denser near the spar2 plug, thereby, enabling lean7burning of the charge and also a uniform flame front. As soon as the whole charge is ignited, the burner rotates to position itself in front of the narrow exit.
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!.+ 4ower
The expanded gas rushes out of the chamber through the narrow opening, thereby pushing the name in the process. The sudden increase in volume ensures that more power is released. "r in other words, the thermal energy is fully utili#ed.

!./ E.6a#(t
As the thermal energy is fully utili#ed, the exhaust gases bring along comparatively less heat energy. This mainly helps in the thermal efficiency of the engine. +t raises the engine3s thermal efficiency and also because of the complete burning of the charge, poisonous gases li2e C" are absent in the exhaust emissions.

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). AD$ANTAGES
As obvious from the technical features which include effective innovations, the advantages of the 5reen engine over the contemporary piston engines are many.

).1 S&a Si:e an8 Lig6t 7eig6t

As 5reen engine is very compact with multi7power pulses, the si#e and weight could be ,=) to ,=,% of the conventional piston engines on same output. +ts power to weight ratio could be more than 1 hp per pound without supercharge or turbo charge.

).2 Li&ite8 4art(

There are only some do#ens of parts easy to be manufactured in the engine structure.

).! Hig6 E00icienc9

;ecause many great innovations are being employed in the engine design such as6 direct air inta2e, se0uential variable compression ratio, super mixing process, constant volume combustion, controllable combustion time, high wor2ing temperature of the burner, high expansion ratio and self adapting sealing system etc., the thermal efficiency of the engine could be potentially as high as $) @, even more if water add7in technology is to be considered.
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).) -# ti,0#e (
8ue to six phases of wor2ing principle, super air fuel mixing process and constant volume combustion with controllable time, the 5reen engine becomes the only real multi7fuel engine on our planet: any li0uid or gas fuels can be burnt well. Also it would be ideal to coal powder if special anti7wearing material is employed.

).+ Near,:ero E&i((ion(

?ith perfect air7fuel mixture, complete combustion under lower pea2 temperature and free of 0uenching effect, the emission of C", /C and !"x could be near #ero, thereby, a catalytic converter could be not re0uired at all.

)./ S&oot6 O'eration

8ue to inherence of good dynamic and static balance the performance of the 5reen engine is as smooth as an electric motor.

).1 Fa(t Acce erating Re('on(e

8irect in&ection, little rotating inertia and deleted reciprocating motion can characteri#e the 5reen engine with operating at a very fast accelerating response.

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).2 <#ietne(( an8 Low E.6a#(t Te&'erat#re

;urst out under small amount of mixtures, free of vibrations, and high expansion ratio ma2e the 5reen engine much 0uieter. +t is really environment7friendly. 5reen engine vehicles could transport troops on the battlefield of the future, and could serve as a vital source of auxiliary power in combat. This is because these engines are 0uiet, flexible and operate at low temperature, ma2ing them ideal for use in stealth vehicles.

).3 I8ea to H98rogen F#e

'eparation of wor2ing chambers from each other is an ideal design for any fuel to prevent bac2fire, especially for the hydrogen fuel.

).15 Hig6 9 Re ia% e

As there are fewer moving parts operating smoothly, no cran2shaft, valves, connecting rods, cams and timing chains, and inta2e and exhaust actions are accomplished directly by the motion of the vanes. Thus, it is highly reliable.

).11 Low Co(t

Aimited parts, small in si#e, light in weight and depending upon current mature materials and manufacturing technologies, mean that it would be done at much lower cost on manufacture, transportation, installing to other devices, and maintenance.
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+. CONCLUSION
The 5reen engine3s prototypes have been recently developed, and also because of the uni0ue design, limitations have not been determined to any extent. ;ut even in the face of limitations if any, the 5reen engine is sure to serve the purpose to a large extent.

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/. REFERENCE
'tone Engineering Cundamentals of the +nternal Combustion +nternal Combustion Engines by E.E. Bamalingam Engine by Dul2rabe2 http6==www.greenenginetech.com +ntroduction to +nternal Combustion Engines by Bichard

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ABSTRACT
The green engine is one of the most interesting discoveries of the new millennium. +t has got some uni0ue features that were used for the first time in the ma2ing of engines. This engine is a piston less one with features li2e se0uential variable compression ratio, direct air inta2e, direct fuel in&ection, multi7fuel usage etc. The efficiency of this engine is high when compared to the contemporary engines and also the exhaust emissions are near #ero. The significance of the engine lies in the efficiency when the present world conditions of limited resources of energy are considered. Drototypes of the engine have been developed. 5enerators have been produced with the green engine.

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CONTENTS
,. 1.

GLOBAL ISSUES TECHNICAL ISSUES

8irect Air +nta2e 'trong 'wirling 'e0uential Fariable Compression Batio 8irect Cuel +n&ection 'uper Air7fuel 9ixing Aowest 'urface to Folume Batio Controllable Combustion Time Constant Folume Combustion 9ulti7power Dulses /igh wor2ing Temperature /igh Expansion Batio 'elf Adapting 'ealing 'ystem Fibration Batio 9odular 8esign Aimited Darts and 'mall 'i#e
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CONSTRUCTION AND 7OR;ING

+nta2e Compression 9ixing Combustion Dower Exhaust

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) AD$ANTAGES (.,'mall 'i#e and Aight ?eight (.1 Aimited Darts (.* /igh Efficiency (.( 9ulti7fuels (.)!ear7#ero Emissions (.$ 'mooth "perations (.< Cast Accelerating Besponse (.4 Guietness and Aow Exhaust Temperature (.> +deal to /ydrogen Cuel (.,% /ighly Beliable (.,, Aow Cost +. CONCLUSION /. REFERENCE

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AC;NO7LEDGE-ENT
Cirst of all + than2 the almighty for providing me with the strength and courage to present the seminar. + am also indebted to all the teaching and non7 teaching staff of the department of mechanical engineering for their cooperation and suggestions, which is the spirit behind this report. Aast but not the least, + wish to express my sincere than2s to all my friends for their goodwill and constructive ideas.

DEE4A;

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SE-INAR RE4ORT ON GREEN ENGINE

SUBMITTED TO DR. H.S. KHATAK MR. NISHANT PAHWA SUBMITTED BY DEEPAK 1508351 (M3)
N. C. COLLEGE OF ENGINEERING (ISRANA).
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