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line 1 (of Affiliation): dept. name of organization line 2: name of organization, acronyms acceptable line 3: City, Country line 4: e-mail address if desired movements per cycle. Functionally, the second piston replaces the valve mechanism of a conventional engine and also it increases the compression ratio. The currently notable six stroke engine designs in this class include two designs developed independently: the Beare Head engine, invented by Australian farmer Malcolm Beare, and the German Charge pump, invented by Helmut Kottmann. A. TYPES OF SIX STROKE ENGINES As mentioned earlier there are two approaches to study about six stroke engines, i.e., first and second. There are four types of engine comes under the first category of six stroke engines and two types of engine come under the second category. The engines coming under this category are i. Griffin six stroke engine:-

AbstractThe quest for an engine which having the same or more power with higher fuel efficiency than the existing ones has started before many years. As a result of all these researches a new engine concept is formed, which is a six stroke engine. Lot of research works are conducting on this topic nowadays and already six types of six stroke engines were discovered yet. Of these the resent developed three six stroke engines, i.e., Beare head, Bruce crowers and Velozetas are undergoing tremendous research works. During every cycle in a typical four stroke engine, piston moves up and down twice in the chamber, resulting in four total strokes and one of which is the power stroke that provides the torque to move the vehicle. But in a six stroke engine there are six strokes and out of these there are two power strokes. The automotive industry may soon be revolutionized by a new six-stroke design which adds a second power stroke, resulting in much more efficiency with less amount of pollution.

I.

INTRODUCTION

The term six stroke engine describes two different approaches in the internal combustion engine, developed since the 1990s, to improve its efficiency and reduce emissions In the first approach, the engine captures the waste heat from the four stroke Otto cycle or Diesel cycle and uses it to get an additional power and exhaust stroke of the piston in the same cylinder. Designs either use steam or air as the working fluid for the additional power stroke. As well as extracting power, the additional stroke cools the engine and removes the need for a cooling system making the engine lighter and giving 40% increased efficiency over the normal Otto or Diesel Cycle. The pistons in this six stroke engine go up and down six times for each injection of fuel. These six stroke engines have 2 power strokes: one by fuel, one by steam or air. The currently notable six stroke engine designs in this class are the Crower's six stroke engine, invented by Bruce Crower of the U.S.A; the Bajulaz engine by the Bajulaz S A Company, of Switzerland; and the Velozetas 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 which moves at half the cyclical rate of the main piston, thus giving six pistons

Griffin engine was the first six stroke engine developed in the world. It is developed by the engineer Samuel Griffin in 1883. In 1886 Scottish steam locomotive makers found a future in Griffins engine and they licensed the Griffin patents also marketed the engine under the name Kilmarnock. They used this engine mainly for electric power generation. Only two known examples of a Griffin six-stroke engines survive today. One is in the Anson engine museum. The other was built in 1885 and for some years was in the Birmingham Museum of Science and Technology, but in 2007 it returned to Bath and the Museum of Bath at Work 2. Bajulaz six stroke engine:The Bajulaz Six Stroke Engine was invented in 1989 by the Bajulaz S A Company, based in Geneva, Switzerland. The Bajulaz six stroke engine is similar to a regular combustion engine in design. There was however modifications to the cylinder head, with two supplementary fixed capacity chambers, a combustion chamber and an air preheating chamber above each cylinder. The combustion chamber receives a charge of heated air from the cylinder; the injection of fuel begins, at the same time it burns which increases the thermal efficiency compared to a burn in the cylinder. The high pressure achieved is then released into the cylinder to

work the power or expansion stroke. Meanwhile a second chamber which blankets the combustion chamber has its air content heated to a high degree by heat passing through the cylinder wall. This heated and pressurized air is then used to power an additional stroke of the piston. The advantages of the engine include reduction in fuel consumption by 40%, multifuel usage capability, and a dramatic reduction in pollution 3. Crower six stroke engine:This engine is invented by Bruce crower of California in USA in the year 2004. Bruce Crower is actually a race car mechanic with his own workshop. In his six-stroke engine, power is obtained in the third and sixth strokes. First four strokes of this engine are similar to a normal four stroke engine and power is delivered in the third stroke. Just prior to the fifth stroke, water is injected directly into the heated cylinder via the converted diesel engine's fuel injector pump. The injected water absorbs the heat produced in the cylinder and converts into superheated steam, which causes the water to expand to 1600 times its volume and forces the piston down for an additional stroke i.e. the second power stroke. The phase change from liquid to steam removes the excess heat of the engine. As a substantial portion of engine heat now leaves the cylinder in the form of steam, no cooling system radiator is required. Energy that is dissipated in conventional arrangements by the radiation cooling system has been converted into additional power strokes. In Crowers prototype, the water for the steam cycle is consumed at a rate approximately equal to that of the fuel, but in production models, the steam will be recaptured in a condenser for re-use. The engines coming under this category are 1) Beare Head six stroke engine:Malcolm Beare 47 year old Australian wheat farmer is the inventor of this six stroke engine. Actually the name six stroke engines was introduced by Malcolm Beare. Beare created an innovative hybrid engine, combining two-strokes in the top end with a four-stroke above the middle portion. So by adding this four plus two equals six, he derived the name six stroke engines. Below the cylinder head gasket, everything is conventional, in his design. So one main advantage is that the Beare concept can be transplanted to existing engines without any redesigning or retooling the bottom end and cylinder. But the cylinder head and its poppet valves get thrown away in this design. To replace the camshaft and valves, Beare used a short-stroke upper crankshaft complete with piston, which is driven at half engine speed through the chain drive from the engine. This piston moves against the main piston in the cylinder and if the bottom piston comes four times upwards, upper piston will come downwards twice. The compression of charge takes place in between these two pistons. Much higher compression ratios can be obtained in this engine. Malcolm used on his first six-stroke, based on a HondaXL125 farm bike. Malcolm Beare claims his engine is 35% more

economical at low revs/throttle openings than an equivalent conventional engine and 13% less thirsty at high rpm/full throttle. 2. Charge pump engine:In this engine, similar in design to the Beare head, a piston charger replaces the valve system. The piston charger charges the main cylinder and simultaneously regulates the inlet and the outlet aperture leading to no loss of air and fuel in the exhaust. In the main cylinder, combustion takes place every turn as in a two-stroke engine and lubrication as in a fourstroke engine. Fuel injection can take place in the piston charger, in the gas transfer channel or in the combustion chamber. It is also possible to charge two working cylinders with one piston charger. The combination of compact design for the combustion chamber together with no loss of air and fuel is claimed to give the engine more torque, more power and better fuel consumption. The benefit of less moving parts and design is claimed to lead to lower manufacturing costs. Good for hybrid technology and stationary engines. The engine is claimed to be suited to alternative fuels since there is no corrosion or deposits left on valves. The six strokes are: aspiration, pre-compression, gas transfer, compression, ignition and ejection. BRIEF CONSTRUCTION AND WORKING OF BOTH CATEGORIES OF ENGINE CATEGRY Engine parts modified:1) Camshaft / Crankshaft Sprockets In the six stroke engine the crankshaft has 1080 degrees of rotation for 360 degree rotation of the camshaft per cycle. Hence their corresponding sprockets are having teeth in the ratio 3:1.In the original four stroke engine the teeth of the sprockets of the crankshaft and the camshaft were in 2:1 ratio. The 34 teeth sprocket of the four stroke engine camshaft was replaced by a 42 teeth sprocket in the six stroke engine. The camshaft sprockets were also replaced from 17 teeth to 14 teeth to convert the four stroke engine into six stroke engine. 2) Cam lobes In the six stroke engine the 360 degrees of the cam has been divided into 60 degrees among the six strokes. The valve provided at the exhaust has to be kept open during the fourth, fifth and the sixth stroke. The cam has been made double lobed in order to avoid the hitting of the exhaust valve with the piston head. The profiles of the exhaust and the inlet cams have been shown in the figure 1. 3) Valve Timing The valve timing of the four stroke Honda engine has been changed. The inlet valve opening (IVO) is 0 at TDC, same as that of the four stroke Honda activa engine. Inlet valve Closes (IVC) at 25 after BDC, same as that of the four stroke engine. Exhaust valve opens (EVO) 0 at BDC, which in the original engine was 25 before BDC. Velozeta reduced

this 25 advanced opening of exhaust valve to extract maximum work per cycle. Exhaust valve closes 10 degree before TDC in order to prevent the loss of air fuel mixture through the exhaust valve. Two reed valves have been provided for the proper working of the engine. 4) Secondary Air Induction System The secondary air induction system, supplies the air which is used during the fifth and sixth stroke. During the fifth stroke air from the air filter (fig24) is sucked into the cylinder through the secondary air induction line. The reed valve (fig22) opens to permit the air flow. During the sixth stroke, the air is removed through the exhaust manifold (fig 13). The reed valve (fig 23) opens and the reed valve (fig 22) closes during this stroke. The inlet valve remains closed during these strokes. Working of velozeta six stroke engine:The detailed working of the six stroke engine has been explained by using figures 2-7, which give explanations regarding the each stroke. The working of the engine is as follows. First stroke During the first stroke the inlet valve (6) opens and air-fuel mixture from carburetor is sucked into the cylinder through the inlet manifold (2). Second stroke During the second stroke, piston moves from BDC to TDC, both the inlet valve (6) and exhaust valve (11) are closed and the air-fuel mixture is compressed. The compression ratio of the modified engine is same as that of the original four stroke Honda engine 9:1. Third stroke During the third stroke, power is obtained from the engine by igniting the compressed air- fuel mixture using a spark plug (14). Both valves remain closed. Piston moves from TDC to BDC. Fourth stroke During the fourth stroke, the exhaust valve (11) and the reed valve (23) opens to remove the burned gases from the engine cylinder. Piston moves from BDC to TDC. Fifth stroke During the fifth stroke, the exhaust valve (11) remains open and the reed valve (23) closes. Fresh air from the air filter (24) enters the cylinder through the secondary air induction line (21) provided at the exhaust manifold (13). The reed valve (22) opens. Sixth stroke During the sixth stroke, the exhaust valve (11) remains open. The air sucked into the cylinder during the fifth stroke is removed to the atmosphere through the exhaust

manifold (13). The reed valve (23) opens and the reed valve (22) closes. CATEGORY 2

II.CONSTRUCTION USES By taking the basic components of a rotary disc induction twostroke engine, and grafting them on to a four-stroke to produce the best of both worlds. Below the cylinder head gasket, everything is conventional; so one advantage is that the Beare concept can be transplanted on to existing engines without any need for redesigning or retooling the bottom end. But the cylinder head and its poppet valves get thrown away. To replace the camshaft and valves, retained the cam drive belt and fit an ultra short-stroke upper crankshaft complete with piston, which the belt drives at half engine speed just as it previously drove the cam. This piston drives up and down in a sleeve, past inlet exhaust ports set into the cylinder wall, very much like on a two-stroke: these are all exposed during both inlet and exhaust strokes. During the compression and expansion strokes, the upper piston seals off both ports, leaving the pressure contained between the two pistons, with the lower one a conventional flat-top three-ring design, while the conical upper one (so shaped to aid gas flow during both inlet and exhaust cycles by guiding it towards the ports) has two rings one compression, one oil. In the combustion phase, twin spark plugs provide ignition via the stock Ducati CDI and a pair of Harley coils - one per cylinder - and not only does the engine run on pure petrol (no need to add oil, because all required surfaces are positively lubricated, in spite of the application of two-stroke technology), it's also happy on low octane unleaded fuel. Obviously there are no valve seats to suffer from lack of lead, and it is said that the compression ratio can be increased significantly from the Ducati motor's 10.6:1 quite safely because of the lack of hotspots, without problems with detonation. III.COMBUSTION PROCESS 1. INTAKE STROKE The intake stroke begins when the bottom piston is on its downward stroke. And the rotary valve cuts exhaust port and the inlet port is opened by the top piston. Suction of charge is due to the pressure difference. 2. INTAKE CONTINUES Intake continues till the bottom piston reaches the bottom dead center and the top piston seals the inlet port completely.

3. COMPRESSION STROKE During the compression stroke the bottom piston moves from bottom dead center to top dead center this reduces the volume inside the cylinder and this increases the temperature and pressure. 4. EXPANSION STROKE During the expansion stroke, the fuel ignites and the combustion starts at the end of compression stroke when the piston approaches top dead center position. In the combustion process the chemical energy of the fuel is released and there is rise in temperature and pressure. Thus the explosion forces the bottom piston down to turn the engines crankshaft, delivering the power via the gearbox and clutch to the driving wheels. 5. EXHAUST STROKE During the exhaust stroke the rotary valve opens, allowing the exhaust gases to escape and the bottom piston moves from bottom dead center to top dead center 6. EXHAUST STROKE CONTINUES The piston is in the second upward path. Exhaust stroke continues till all the exhaust gasses escape and the rotary valve cuts the exhaust port. Exhaust stroke ends, intake port opens and the fresh charge is drawn in and the whole process is repeated again .DISCUSSION ON THEORY According to the theory more torque is derived if the upper piston drive is advanced in relation to the main crank. This would be so if all other factors remain constant. Advancing the upper piston drive has detrimental effects on valve timing, combustion chamber volume and rate of change in volume during the combustion period and total engine volume. (1) Valve Timing. The effect is to open the exhaust port earlier, reduce the amount of valve overlap and close the intake port earlier. Opening the exhaust port earlier means that the expansion stroke is effectively shortened and less energy is extracted. Reducing the amount of overlap does not allow enough time for intake to clear the combustion chamber and the exhaust extraction effect is reduced. The earlier intake port closing reduces charge filling and volumetric efficiency. (2) Combustion chamber volume is effectively increased thus lowering compression ratio. The rate of acceleration of expansion is faster in the earlier periods, contrary to the ideal of a constant volume during combustion. (3) Total Engine Volume. The effect is to reduce change in volume during intake and compression and increase expansion and exhaust, thus reducing volumetric efficiency of intake. If we do advance the timing we would have to compensate in the design of the engine by Reducing combustion chamber volume Raising exhaust port lower lip to provide later exhaust opening Lowering intake port lower lip to provide later intake closing.

Altering disc timing to allow later exhaust port closing II. FUTURE SCOPE The Six-stroke engine is fundamentally superior to the four stroke because the head is no longer parasitic but is a net contributor to - and an integral part of - the power generation within the engine. The Six stroke is thermodynamically more efficient because the change in volume of the power stroke is greater than the intake stroke, the compression stroke, and the exhaust stroke. The compression ratio can be increased because of the absence of hot spots and the rate of change in volume during the critical combustion period is less than in a Fourstroke.The absence of valves within the combustion chamber allows considerable design freedom. The future scope for 6 stroke in this evolving environment can be stated bright.It has shown the potential to curb the existing problems related to 2-stroke or 4-stroke.It has the vision of susutainable growth . It has brought along with it some eco-friendly alternatives. It can help solving the rising problem of global warming, exploitation of resources, environmental degradation and alternate for non-renewable resources.Some of the aspects with the challenges are being discussed below. 1) DUAL FUEL TECHNOLOGY- ECO FRIENDLY Dual fuel engine is one which operates with two different fuels. One is the igniting fuel (diesel) and other is the running fuel. We can find huge variety of running fuels from the present researches. One such fuel is ALCOHOL. Under Alcohol, many types are found to satisfy the budding problem such as Methanol, ethanol, Butyl alcohol, etc. We Prefer Ethanol Future scope and eco- merits related with ethanol are: It is not a fossil fuel (i.e.) combusting it does not cause any Green House Effect. It is Biodegradable which does not affect the environment. Higher oxygen content ultimately reduces the NOx emission and other harmful pollution The fuel is very much economical for long run. The compression ratio is high of the order 25-27. .So a general idea of using ethanol in dual fuel operation is practiced. PRINCIPLE OF OPERATION In dual fuel engine the alcohol is generally injected into the combustion chamber. Due to high self ignition temperature of alcohols, there will be no combustion with usual diesel compression ratios of 16-18. So a little before the end of compression stroke, a small quantity of diesel oil is injected into the combustion chamber through normal pumping techniques. The diesel oil readily ignites and this initiates combustion in the alcohol-air mixture also. METHODS OF INJECTING ETHANOL Methods used are pneumatic spray nozzle, vapourizer, carburetor and fuel injector. Another important method that can be implemented is the direct injection of ethanol into the combustion chamber after

the diesel fuel injection. By this way, alcohol cooling of the charge is avoided to a degree which will jeopardize the ignition of the diesel fuel. This system requires two complete and separate fuel systems with their necessary fuel feed systems. In the dual fuel engines, major portion of the heat release is by the alcohol supplied and this alcohol is ignited by a spray of diesel oil injection. ENERGY CONSIDERATION The calorific value of alcohols is lower than the diesel oils and hence a larger quantity of alcohols has to be used for producing the same amount of power output. However the air requirement for combustion is lower and hence the energy content of the mixture is the same. The exhaust from the combustion chamber is being circulated back to intake manifold by a simple piping mechanism. By this way the fuel charge is diluted and temperature is reduced so as to reduce harmful emission. The amount of exhaust circulated is determined by the Electronic control unit (ECU).Depending upon the engine loading condition, the flow is allowed by the EGR valve which is actuated by ECU LIMITATIONS or CHALLENGES 1)Since the latent heat of vapourisation is very high, the temperature and pressure at the end of compression come down due to their evaporation. Hence if the alcohol Injection rate exceeds a limit, the injected diesel will not be able to ignite and hence the engine will fail to function. 2)Conditions when EGR should not respond are: a)Higher accelerating conditions. b)During idling and cold start conditions. 3)Since the alcohols have very high self ignition temperature, so the design of the engine using ethanol as the primary fuel will be robust and expensive

2) EGR-POLLUTION FREE ENGINE The purpose of the Exhaust Gas Recirculation (EGR) system is to reduce engine exhaust gas emissions in accordance with EPA regulations. Part of the exhaust gasses from the combustion chamber is routed from the exhaust manifold through the EGR cooler, past control and reed valves, and are mixed with the intake manifold charge air. The addition of cooled exhaust gasses back into the combustion airflow reduces the peak in combustion temperature. Less oxides of nitrogen (NOx) are produced at lower combustion temperatures. The recycled exhaust gasses are cooled before engine consumption in a tube (radiator) and circulated During acceleration and normal running condition, the combustion temperature inside the combustion chamber is around 2000 Fahrenheit. This condition is favorable for the NOx formation. The nitrogen and oxygen in the combustion chamber can chemically combine to form nitrous oxides,

which, when combined with hydrocarbons (HCs) produces harmful effects. EGR has to work for a normal loading and running condition. This phenomenon is not really understood by the people early and they started to disconnect the EGR system from the Engine. To overcome the above listed problems, closed loop system was invented in the early 1980s. The working of such EGR system is explained below. THE DESIGN CHALLENGE The EGR system of today must precisely control the flow of re-circulated exhaust. Too much flow will retard engine performance and cause a hesitation on acceleration. Too little flow will increase NOx and cause engine ping. A welldesigned system will actually increase engine performance and economy. As the combustion chamber temperature is reduced, engine detonation potential is also reduced It has a diaphragm that pulls open a valve stem, which allows exhaust to enter the intake manifold when ported vacuum is applied to it. Ported vacuum increases with throttle opening. A thermal vacuum switch prevents vacuum from reaching the EGR during cold engine starts. Lowering the amount of oxygen in the cylinder and the combustion temperature, NOx emission is reduced therefore at the source of origin. Cooling the recirculate gas enhances the effectiveness of EGR and thus the further reduction in NOx. Intensified EGR cooling serves to reduce NOx and exhaust smoke particularly at peak load. Increased EGR cooling has practically no effects on NOx and smoke emission at very low loads (1000 rpm, 2 bar), nevertheless this causes increased HC and CO emissions. Therefore, to control these emissions, an EGR cooler by-pass has to be installed. This by-pass serves to conduct partial flow or full flow of the exhaust gas depending on the load and speed. The EGR cooler will also be by-passed for engine cold start and warm-up. EGR can also be used by using a variable geometry turbocharger (VGT) which uses variable inlet guide vanes to build sufficient back pressure in the exhaust manifold. For EGR to flow a pressure difference is required across the intake and exhaust manifold and this is created by the VGT. 3) QUASITURBINE ENGINE- ENGINE OF NEXT GENERATION It is a step towards management strategy in the development of high-efficiency engines for the 21st century. The concept engine is intended to follow Beau de Rochas principles with methanol as the preferred fuel. In the concept engine, highoctane fuels are preferred because higher engine efficiencies can be attained with these fuels. Higher efficiencies mean less fuel consumption and lower atmospheric emissions per unit of work produced by the engine. LIMITATION OR CHALLENGES

Unfortunately, present engine technologies are primarily13 the result of the century-long development of the petroleum-fueled, Otto cycle engine.14 These engines were designed for low-octane fuels and are not well-suited to high efficiency operation with high-octane fuels. The six-stroke Quasiturbine concept engine is an engine, which, by design, operates most efficiently with high-octane fuels like methanol In the concept engine, high-octane fuels are preferred because higher engine efficiencies can be attained with these fuels. Higher efficiencies mean less fuel consumption and lower atmospheric emissions per unit of work produced by the engine. While the concept engine only takes a step closer to the efficiency principles of Beau de Rochas (Otto), it is readily feasible and constitutes the most efficient alternative to the ideal efficiencies awaiting the development of the Quasiturbine photo-detonation engine,in which compression pressure and rapidity of ignition are maximized . By separating the engine functions, the concept Quasiturbine engine permits the efficient utilization of methanol by: Maximizing volumetric charge efficiency through the latent heat of vaporization of the methanol, which, in turn, reduces the temperature of the fuel/air charge during intake Minimizing the loss of compression heat by thermally insulating the compressor Minimizing the negative work associated with compression by reducing the final compression temperature of the compressed fuel/air charge 11 Maximizing the rapidity of ignition by means of a high charge compression ratio and by eliminating much of the ignition lag associated with methanol Maximizing the engine pressure during the power stroke by means of thermally insulating expander materials and by means of the Quasiturbines unique static pressure expansion characteristics Maximizing the volume of the power stroke by means of the Atkinson cycle, as adapted for the concept engine Maximizing the power/weight and power/volume engine ratio by means of 8 power strokes per revolution in the Quasiturbine

POTENTIAL It is believed that when methanol enters the market15 as an alternative vehicle fuel, the six-stroke Quasiturbine will be the choice as the engine which can fully utilize this high-octane fuels unique efficiency potential. While the concept engine only takes a step closer to the efficiency principles of Beau de Rochas, it is readily feasible and constitutes the most efficient alternative to the ideal efficiencies awaiting the development of the Quasiturbine photodetonation engine, in which compression pressure and rapidity of ignition are maximized. HYDROGEN FUELLED 6 STROKE ENGINERENEWABLE ENERGY CHALLENGES -Small output,backfire,knocking. No prospect to be put to practicle use directly. MODIFICATION SUGGESTIONSLowness of total heat quantity, responsible for the small work output .can be overcomed by injecting hydrogen along with air into the cylinder to get equivalent weight mixed gas of 2-7 atm. Pressure to generate the same amount of heat as that produced by octanes or other gasoline fuels Significant lowness in the ignition energy can be overcomed by using engine oil or emulsion in the cylinder at high pressure and attached to the auxiliary by static electricity so that the temperature in the cylinder,particularly, auxiliary is lower or equal to the ignition temperature of hydrogen to prevent the unusual ignition. Speed of combustion of hydrogen in the sealed chamber is substantially comparable to speed of sound, thus the shape of the flame is assumed to be of sphere, wherby efficient amount of work can be done in very short period of time ,pressure at the piston is best at about the radius of the bore at a very short stroke. To end, bore is set to root2 times the conventional piston, the no of rotations would increase with work remaining same. POTENTIAL It relates to the hydrogen-only 6 fuel engine using hydrogen as a fuel to prevent global warming and can also be customized to be used in engines as a fuel to encourage hydrogen economy. SUMMARY After undergoing the extensive research work and literature review, we have comprehended the revolutionary concept of of 6-stroke engine .There significant research work is going on to bring the new model of 6-stroke in the market .The conventional engine has been modified or supplemented with 2 extra strokes either by integrating the 4stroke and 2 stroke in a union or by making some adjustment in the configuration and designing of the piston .The idea of 6-stroke has been introduced with a modified thermodynamic cycle for last 2 strokes ; the first 4 strokes remaining the same.

Considering the importance of cleaner, powerful and economical engine we have come up with this new idea for practical implementation of six stroke engine , which will be nearly 40% more fuel efficient than the existing four stroke engines. The engine is also more efficient and powerful than the existing six stroke and four stroke engines. It is the engine of the future with improved performance and maximum output. Both the categories of engines discussed earlier, possess their own sets of advantages which have been summarised in a brief . It would give us a highlight of the new generation engines how they are superior to conventional ones, what are the factors responsible for its high performance and how they are different in their construction and working. CATEGORY 1 ADVANTAGES better turbulence combustion is smooth and effective. sulphur smoke can be dramatically reduced with the use of conditioned heavy fuels 30% reduction in fuel consumption and Two Power Strokes More powerful than the existing conventional engines. Reduction in fuel consumption Dramatic reduction in pollution normally up to 65% Better scavenging and more extraction of work per cycle Lower engine temperature - so , easy to maintain the optimum engine temperature level for better performance Less friction so , less wear and tear The six-stroke engine does not require any basic modification to the existing engines. All technological experience and production methods remain unaltered Higher overall efficiency FACTORS CONTRIBUTING TO ADVANTAGE: The heat that is evacuated during the cooling of a conventional engines cylinder head isrecovered in the six-stroke engine by the air-heating chamber surrounding the combustion chamber. After intake, air is compressed in the heating chamber and heated through 720 degrees of crankshaft angle, 360 degrees of which in closed chamber (external combustion). The transfer of heat from the very thin walls of the combustion chamber to the air heating chambers lowers the temperature and pressure of the gases on expansion and exhaust(internal combustion). Better combustion and expansion of gases that take place over 540 degrees of crankshaft rotation, 360 of which is in closed combustion chamber, and 180 for expansion. The glowing combustion chamber allows the optimal burning of any fuel and calcinate the residues. Distribution of the work: two expansions (power strokes) over six strokes, or a third more than the in a four-stroke engine. Better filling of the cylinder on the intake due to the lower temperature of the cylinder walls and the piston head. Elimination of the exhaust gases crossing with fresh air on intake. In the six stroke-engines, intake takes place on the first stroke and exhaust on the fourth stroke. Large reduction in cooling power. The water pump and fan outputs are reduced. Possibility to suppress the water cooler.

Less inertia due to the lightness of the moving parts.

CATEGORY 2 BENEFITS OF COMBINED TECHNOLOGY

The advantages Technical Advantages in comparison with conventional two cycle engines The crankshaft which is lubricated with hydrostatic circulating lubrication is safe, quiet and reliable. The lubrication of the cylinder, pistons, connecting rod bearings and piston bearings is controlled and the same system is used as in conventional four cycle engines. It is not necessary to add the fuel for lubrication. The design of the working cylinder, piston and piston charger cylinder permits accurate metering of the fuel-/air mixture. The piston charger is charging the main cylinder and simultaneously regulating the inlet and the outlet aperture leading to no loss of air and fuel in the exhaust The advantages Technical Advantages compared with conventional four cycle engines No valves, no valve train, no camshaft Substancial reduction of mechanical noises No limits of engine revolutions caused by valve operation Reduction in engine height and engine compartment dimensions The cylinder block and cylinder head can be manufactured in a single place Reduction of the number of parts required for the creation of the fuel-/air mixture and for the ignition in Otto engines

Half the number of injection nozzles and pump parts in Diesel engines Reduction in friction due to elimination of the valve system Reduction in vacuum performance at lower rpm Improved creation of fuel-/air mixture at lower rpm caused by higher flush pressure and higher optimised velocity of introduction of the mixture into the combustion chamber Greater thermal efficiency by half the number of combustion cylinders for a given kilowatt output Higher thermal efficiency caused by higher compression Optimal design of the combustion chambers due to: The relation of surface area to volume

Squeeze flowing in the TDC of the chamber caused by an uninterrupted circular form of the squeeze area Shorter flame path Constant temperatures in the combustion chambers due to the abscence of very hot exhaust valves Higher heat density in the exhaust channel due to the greater ignition frequency. For high performance engines, if a catalytic converter is required, its operation occurs earlier The advantages Economic Advantages of the of the Piston Charger Engine Elimination of many moving parts Elimination Robust of many specialised parts

VII.REASONS FOR ITS HIGH EFFICIENCY The reasons for this high torque output are: (1) The reed valves keep gas velocity high at low throttle openings and prevent spit back through the carburetor. (2) There is a gain in mechanical efficiency because the cylinder head is returning power to the main crank, unlike a conventional four stroke, which suffers parasitic losses from the valve train. (3) The compression pressure is maintained at low throttle settings because of the stratification of the intake charge keeping the fuel mixture swirling on the outside next to the spark plugs and retaining some exhaust towards the center. The cranking compression pressure was the same as the standard bike, at 135 PSI. (4) The effective change in volume of the expansion stroke is actually larger than either two- or four-strokes, which means that more energy is extracted during the combustion process. Fuel economy at these rev levels is more than 35% better than the 4stroke. Theres also no transmission snatch at very low revs, indicating a responsive, torque motor, while the manner in which it pulls hard from way down low bears all the hallmarks of a long-stroke engine design, whereas the opposite is in fact the case: the lower four-stroke crankshaft assembly has 86 x 57mm dimensions, while the upper two-stroke measures 60 x 25mm.

construction

Reduction in maintenance due to parts reduction and simpler construction Substancial Lower reduction energy in the costs of for production production

demands

Very low fuel consumption Advantages of the piston charger engine (PCE) at alternative fuels At the ethanol engine, biodiesel, gas and H2 engine there is no corrosion and no depositions at valves. At the ethanol engine there are no defective-susceptible injection nozzles, in that the PCE works with a simple carburettor, and shows us nevertheless an optimal achievement, consumption and exhaust gas values, because the rinsing losses are completely eliminated by the mechanical discharge opening control. The H2 engine works with a homogen combustion chamber, so that there are no uncontrolled ignitions on heat outlet valves.

CONCLUSION A good engine needs high efficiency, high performance characteristics, low emission standards. It seems that the above mentioned solution meets all these specified standards. For the practical implementation, changes in the design of Compression Ignition engines are not of a greater magnitude. The only change that has to be implemented is that the metering system should be able to meet 9:1 air fuel ratio. Further cold starting is performed efficiently using glow plugs. It is very much essential to implement the dual fuel technique ASAP in order to save the ozone layer and to live in a green world. Indian economy can be considerably saved because the fuel usage does not involve any foreign exchange. The engine is also having the scope of using heavy fuels and bio-fuels. We thereby conclude that 6-stroke is a hybrid engine design with the advantages already recounted above, allied with good squish, the ability to run radical bore/stroke ratios, quiet mechanical operation, and no exotic materials such as ceramic coatings or costly alloys required, nor complicated machining operations. As such, the six stroke engine design surely seems worthy of serious consideration for powering low-cost transportation in developing countries like India, where expense of manufacture, fuel economy and torque (delivering carrying capacity for people and/or goods) are all paramount factors, yet where emissions matter too. The industry trend away from cheaper two-stroke power in favor of costlier but

cleaner four-stroke engines in both Europe, Japan and South East Asia makes a concept like the Beare six-stroke, which offers the best of both worlds, project a strong case towards volume manufacture enables lower engine temperature and therefore increases in the overall efficiency. REFERANCES http://www.autoweek.com/apps/pbcs.dll/ar...WEEKSISSUE file:///H:/abc/BEARE-Six%20Stroke%20Engine/Article %20The%20Beare%206%20Stroke%20Ducati%20-%20Alan %20Cathcart.htm file:///H:/abc/BEARE-Six%20Stroke%20Engine/Beare %20Technology%20-%20Innovative%20Engine %20Design.htm file:///H:/abc/BEARE-Six%20Stroke %20Engine/Construction%20of%20SixStroke%20Internal %20Combustion%20Motors.htm file:///H:/abc/BEARE-Six%20Stroke %20Engine/Motorcycle%20engineering%20-%20sixstroke %20engine.htm file:///H:/abc/BEARE-Six%20Stroke %20Engine/Motorcycle%20Pictures%20-%20The%20Beare %20Ducati%20Images.htm file:///H:/abc/BEARE-Six%20Stroke%20Engine/Theory %20of%20Six%20Stroke%20Internal%20Combustion %20Enginewe.htm file:///H:/abc/BEARE-Six%20Stroke%20Engine/Theory %20of%20Six%20Stroke%20Internal%20Combustion %20Engine.htm http://www.velozeta.com/ http://www.newindpress.com/NewsItems.asp...ram&Page=O http://www.autocarindia.com/new/Information.aspid=1263 http://en.wikipedia.org/wiki/Six_stroke_engine http://en.wikipedia.org/wiki/Crower_six_stroke Reference: http://seminarprojects.com/Thread-six-strokeengine#ixzz1qJQ8O9xF

B. Units This template, modified in MS Word 2003 and saved as Word 97-2003 & 6.0/95 RTF for the PC, provides authors with most of the formatting specifications needed for preparing electronic versions of their papers. All standard paper components have been specified for three reasons: (1) ease of use when formatting individual papers, (2) automatic compliance to electronic requirements that facilitate the concurrent or later production of electronic products, and (3) conformity of style throughout a conference proceedings. Margins, column widths, line spacing, and type styles are builtin; examples of the type styles are provided throughout this document and are identified in italic type, within parentheses, following the example. Some components, such as multileveled equations, graphics, and tables are not prescribed, although the various table text styles are provided. The formatter will need to create these components, incorporating the applicable criteria that follow. II. EASE OF USE Use either SI (MKS) or CGS as primary units. (SI units are encouraged.) English units may be used as secondary units (in parentheses). An exception would be the use of English units as identifiers in trade, such as 3.5-inch disk drive. Avoid combining SI and CGS units, such as current in amperes and magnetic field in oersteds. This often leads to confusion because equations do not balance dimensionally. If you must use mixed units, clearly state the units for each quantity that you use in an equation. Do not mix complete spellings and abbreviations of units: Wb/m2 or webers per square meter, not webers/m2. Spell out units when they appear in text: . . . a few henries, not . . . a few H. Use a zero before decimal points: 0.25, not .25. Use cm3, not cc. (bullet list)

A. Selecting a Template (Heading 2) First, confirm that you have the correct template for your paper size. This template has been tailored for output on the A4 paper size. If you are using US letter-sized paper, please close this file and download the file for MSW_USltr_format. B. Maintaining the Integrity of the Specifications The template is used to format your paper and style the text. All margins, column widths, line spaces, and text fonts are prescribed; please do not alter them. You may note peculiarities. For example, the head margin in this template measures proportionately more than is customary. This measurement and others are deliberate, using specifications that anticipate your paper as one part of the entire proceedings, and not as an independent document. Please do not revise any of the current designations. III. PREPARE YOUR PAPER BEFORE STYLING

C. Equations The equations are an exception to the prescribed specifications of this template. You will need to determine whether or not your equation should be typed using either the Times New Roman or the Symbol font (please no other font). To create multileveled equations, it may be necessary to treat the equation as a graphic and insert it into the text after your paper is styled. Number equations consecutively. Equation numbers, within parentheses, are to position flush right, as in (1), using a right tab stop. To make your equations more compact, you may use the solidus ( / ), the exp function, or appropriate exponents. Italicize Roman symbols for quantities and variables, but not Greek symbols. Use a long dash rather than a hyphen for a minus sign. Punctuate equations with commas or periods when they are part of a sentence, as in + = . (1) (1) + = . (1)

Before you begin to format your paper, first write and save the content as a separate text file. Keep your text and graphic files separate until after the text has been formatted and styled. Do not use hard tabs, and limit use of hard returns to only one return at the end of a paragraph. Do not add any kind of pagination anywhere in the paper. Do not number text headsthe template will do that for you. Finally, complete content and organizational editing before formatting. Please take note of the following items when proofreading spelling and grammar: A. Abbreviations and Acronyms Define abbreviations and acronyms the first time they are used in the text, even after they have been defined in the abstract. Abbreviations such as IEEE, SI, MKS, CGS, sc, dc, and rms do not have to be defined. Do not use abbreviations in the title or heads unless they are unavoidable.

Note that the equation is centered using a center tab stop. Be sure that the symbols in your equation have been defined before or immediately following the equation. Use (1), not Eq. (1) or equation (1), except at the beginning of a sentence: Equation (1) is . . . D. Some Common Mistakes The word data is plural, not singular. The subscript for the permeability of vacuum and 0, other common scientific constants, is zero with subscript formatting, not a lowercase letter o. In American English, commas, semi-/colons, periods, question and exclamation marks are located within quotation marks only when a complete thought or

Identify applicable sponsor/s here. If no sponsors, delete this text box. (sponsors)

name is cited, such as a title or full quotation. When quotation marks are used, instead of a bold or italic typeface, to highlight a word or phrase, punctuation should appear outside of the quotation marks. A parenthetical phrase or statement at the end of a sentence is punctuated outside of the closing parenthesis (like this). (A parenthetical sentence is punctuated within the parentheses.) A graph within a graph is an inset, not an insert. The word alternatively is preferred to the word alternately (unless you really mean something that alternates). Do not use the word essentially approximately or effectively. to mean

b) Change number of columns: Select the Columns icon from the MS Word Standard toolbar and then select 1 Column from the selection palette. c) Deletion: Delete the author and affiliation lines for the second affiliation. d) For author/s of more than two affiliations: To change the default, adjust the template as follows. e) Selection: Highlight all author and affiliation lines. f) Change number of columns: Select the Columns icon from the MS Word Standard toolbar and then select 1 Column from the selection palette. g) Highlight author and affiliation lines of affiliation 1 and copy this selection. h) Formatting: Insert one hard return immediately after the last character of the last affiliation line. Then paste down the copy of affiliation 1. Repeat as necessary for each additional affiliation. i) Reassign number of columns: Place your cursor to the right of the last character of the last affiliation line of an even numbered affiliation (e.g., if there are five affiliations, place your cursor at end of fourth affiliation). Drag the cursor up to highlight all of the above author and affiliation lines. Go to Column icon and select 2 Columns. If you have an odd number of affiliations, the final affiliation will be centered on the page; all previous will be in two columns. B. Identify the Headings Headings, or heads, are organizational devices that guide the reader through your paper. There are two types: component heads and text heads. Component heads identify the different components of your paper and are not topically subordinate to each other. Examples include Acknowledgments and References and, for these, the correct style to use is Heading 5. Use figure caption for your Figure captions, and table head for your table title. Runin heads, such as Abstract, will require you to apply a style (in this case, italic) in addition to the style provided by the drop down menu to differentiate the head from the text. Text heads organize the topics on a relational, hierarchical basis. For example, the paper title is the primary text head because all subsequent material relates and elaborates on this one topic. If there are two or more sub-topics, the next level head (uppercase Roman numerals) should be used and, conversely, if there are not at least two sub-topics, then no subheads should be introduced. Styles named Heading 1, Heading 2, Heading 3, and Heading 4 are prescribed. C. Figures and Tables 1) Positioning Figures and Tables: Place figures and tables at the top and bottom of columns. Avoid placing them in the middle of columns. Large figures and tables may span across both columns. Figure captions should be below the figures; table heads should appear above the tables. Insert figures and

In your paper title, if the words that uses can accurately replace the word using, capitalize the u; if not, keep using lower-cased. Be aware of the different meanings of the homophones affect and effect, complement and compliment, discreet and discrete, principal and principle. Do not confuse imply and infer. The prefix non is not a word; it should be joined to the word it modifies, usually without a hyphen. There is no period after the et in the Latin abbreviation et al.. The abbreviation i.e. means that is, and the abbreviation e.g. means for example.

An excellent style manual for science writers is [7]. IV. USING THE TEMPLATE

After the text edit has been completed, the paper is ready for the template. Duplicate the template file by using the Save As command, and use the naming convention prescribed by your conference for the name of your paper. In this newly created file, highlight all of the contents and import your prepared text file. You are now ready to style your paper; use the scroll down window on the left of the MS Word Formatting toolbar. A. Authors and Affiliations The template is designed so that author affiliations are not repeated each time for multiple authors of the same affiliation. Please keep your affiliations as succinct as possible (for example, do not differentiate among departments of the same organization). This template was designed for two affiliations. 1) For author/s of only one affiliation (Heading 3): To change the default, adjust the template as follows. a) Selection (Heading 4): Highlight all author and affiliation lines.

tables after they are cited in the text. Use the abbreviation Fig. 1, even at the beginning of a sentence.
TABLE I. Table Head copy TABLE TYPE STYLES Table Column Head
Table column subhead Subhead Subhead

REFERENCES The template will number citations consecutively within brackets [1]. The sentence punctuation follows the bracket [2]. Refer simply to the reference number, as in [3]do not use Ref. [3] or reference [3] except at the beginning of a sentence: Reference [3] was the first . . . Number footnotes separately in superscripts. Place the actual footnote at the bottom of the column in which it was cited. Do not put footnotes in the reference list. Use letters for table footnotes. Unless there are six authors or more give all authors' names; do not use et al.. Papers that have not been published, even if they have been submitted for publication, should be cited as unpublished [4]. Papers that have been accepted for publication should be cited as in press [5]. Capitalize only the first word in a paper title, except for proper nouns and element symbols. For papers published in translation journals, please give the English citation first, followed by the original foreign-language citation [6].
[1] G. Eason, B. Noble, and I. N. Sneddon, On certain integrals of LipschitzHankel type involving products of Bessel functions, Phil. Trans. Roy. Soc. London, vol. A247, pp. 529551, April 1955. (references) J. Clerk Maxwell, A Treatise on Electricity and Magnetism, 3rd ed., vol. 2. Oxford: Clarendon, 1892, pp.6873. I. S. Jacobs and C. P. Bean, Fine particles, thin films and exchange anisotropy, in Magnetism, vol. III, G. T. Rado and H. Suhl, Eds. New York: Academic, 1963, pp. 271350. K. Elissa, Title of paper if known, unpublished. R. Nicole, Title of paper with only first word capitalized, J. Name Stand. Abbrev., in press. Y. Yorozu, M. Hirano, K. Oka, and Y. Tagawa, Electron spectroscopy studies on magneto-optical media and plastic substrate interface, IEEE Transl. J. Magn. Japan, vol. 2, pp. 740741, August 1987 [Digests 9th Annual Conf. Magnetics Japan, p. 301, 1982]. M. Young, The Technical Writer's Handbook. Mill Valley, CA: University Science, 1989.

More table copy

a. Sample of a Table footnote. (Table footnote)

We suggest that you use a text box to insert a graphic (which is ideally a 300 dpi TIFF or EPS file, with all fonts embedded) because, in an MSW document, this method is somewhat more stable than directly inserting a picture. To have non-visible rules on your frame, use the MSWord Format pull-down menu, select Text Box > Colors and Lines to choose No Fill and No Line.
Figure 1. Example of a figure caption. (figure caption)

Figure Labels: Use 8 point Times New Roman for Figure labels. Use words rather than symbols or abbreviations when writing Figure axis labels to avoid confusing the reader. As an example, write the quantity Magnetization, or Magnetization, M, not just M. If including units in the label, present them within parentheses. Do not label axes only with units. In the example, write Magnetization (A/m) or Magnetization {A[m(1)]}, not just A/m. Do not label axes with a ratio of quantities and units. For example, write Temperature (K), not Temperature/K. ACKNOWLEDGMENT (HEADING 5) The preferred spelling of the word acknowledgment in America is without an e after the g. Avoid the stilted expression, One of us (R. B. G.) thanks . . . Instead, try R. B. G. thanks. Put sponsor acknowledgments in the unnumbered footnote on the first page.

[2] [3]

[4] [5] [6]

[7]