Six Stroke engine, the name itself indicates a cycle of six

strokes out of which two are useful power strokes.

According to its mechanical design, the six-stroke engine with

external and internal combustion and double flow is similar to the actual internal reciprocating combustion engine.
It differentiates itself entirely, due to its thermodynamic cycle

and a modified cylinder head with two supplementary chambers: combustion and an air heating chamber, both independent from the cylinder.

 Key attributes of the six stroke

engine are:
Increased power, Increased torque, Fewer, lighter reciprocating parts Simpler manufacture.

 Bazulaz six stroke engine.

Crower si stroke engine. Beare Head Six Stroke engine.

Bazulaz six stroke engine

It is similar to a regular combustion engine in design. But however there are some modifications to the cylinder head, with two supplementary fixed capacity chambers, a combustion chamber and an air preheating chamber above each cylinder.

Crower si stroke engine

The combustion engines we find in the modern automobile are Otto/Miller cycle 4-stroke units. Intake, compression. Crower has added 2 strokes to the 4stroke cycle. The 5th stroke is an intake stroke where water is injected into the really hot combustion chamber.

Beare Head Six Stroke engine

This engine simply replaces the conventional Four Stroke Engines Cylinder Head. The Engine utilises an overhead short stroke Crankshaft and Piston arrangement which opens and closes Inlet and Exhaust Ports leading through the Upper Cylinder Liner.

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, Beare has retained the cam drive belt and fitted 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.

Combustion process in six stroke engine

Fuel ignites with piston at the top dead center.

Rotary valve opens, allowing exhaust to escape

Exhaust stroke begins when the piston is at bottom dead center

Exhaust stroke ends, intake begins. rotary valve cuts exhaust .intake of charge into cylinder due to pressure difference.

The intake stroke happens when the piston is on its downward path with the intake valve open. This action creates suction, drawing atomized fuel in this case gasoline mixed with air, into the combustion chamber.

Top piston nearly closes complete inlet port and The compression begins.

Combustion chamber completely sealed and ready for the combustion.

The power stroke begins at a critical moment, just as the air-fuel mixture is at its most compressed. A supercharged voltage is delivered to the spark plugs from the ignition coil, at that point it ignites the fuel mixture. The valves in the engine are still closed during this period. Thus the explosion forces the piston down to turn the engine's crankshaft, delivering the power via the gearbox and clutch to the driving wheels.

PROTOTYPE 5 - DUCATI BASED

 The heat that is evacuated during the cooling of

a conventional engines cylinder head is recovered in the six-stroke engine by the airheating chamber surrounding the combustion chamber. As a result of this less heat is wasted which increases the thermal efficiency.

The glowing combustion chamber allows the

optimal burning of any fuel and calcinate the residues.

 Better combustion and expansion of gases that take

place over 540o of crankshaft rotation, 360 of which is in closed combustion chamber, and 180 for expansion.
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.

Comparison Of 6 Stroke Engine With 4 Stroke Engine

Comparison Of 6 Stroke Engine With 4 Stroke Engine

Comparison

The piston is
half way up on the exhaust stroke. When the piston reaches TDC with the ports

fully open, the

disk will begin to cut off the

exhaust. The
valve runs clockwise .

DISC VALVE

CYLINDER HEAD FROM BELOW

CYLINDER HEAD UPPER VIEW

 Multifuel: Multifuel par excellence, it can use the

most varied fuels, of any origin (fossil or vegetable), from diesel to L.P.G. or animal grease. The difference in inflammability or antiknock rating does not present any problem in combustion.
Dramatic reduction in pollution: Chemical, noise

and thermal pollution are reduced, on the one hand, in proportion to the reduction in specific consumption, and on the other, through the engines own characteristics which will help to considerably lower HC, CO and NOX emissions.

 Hence the 6 stroke system is better from a

thermodynamic point of view because more energy is extracted from the expansion process.
Liquefied Petroleum Gas: The great reduction in

specific consumption should make the use of L.P.G. in monofuel attractive, due to the lower cost and much lower pollution emissions than those of petrol.
Cost comparable to those of a four-stroke engine:

The six-stroke engine does not require any basic modification to the existing engines. All technological experience and production methods remain unaltered.

 The change in volume during the compression stroke

is slightly greater than a 4 stroke after the ports are closed.

The expansion stroke is much greater than a 4 stroke,

both from T.D.C. to B.D.C. and from T.D.C. till the exhaust port is open.
It is possible to leave the opening of the exhaust port

later than in a 4 stroke because maximum volume is not reached until after B.D.C.-548 deg. Instead of 540 deg.

 The six stroke engine, though very efficient and

advantageous has not been practically implemented on a large scale.

The engine turns out to be bulky when compared to the

conventional four stroke engine .Thus it hasnt been used in automobiles yet.
The six stroke engine is quiet complex and thus it is

difficult to mass produce it.

The perfect coordination between the four valves is quiet

difficult to achieve.

 In a six stroke engine the energy absorption is less

because of slower acceleration of reciprocating parts The piston speed of the upper piston is about a quarter of the main piston; therefore its service life should be at least twice that of the main piston.
In the Beare design, per single cylinder, the number

of parts is 15 compared to a four stroke of approx 40 to 50 parts. Also, to reduce manufacturing costs the head and block can be machined in one piece.

 The bottom piston is a standard design and the Beare

Head bolts directly onto the engine block, replacing the overhead valves and standard head.

It reduces the weight and complexity of the engines

head by as much as 50%. Instead of using energy to drive the head, the head actually develops energy for conversion to power back through the timing chains of an engine. by the same. This can be achieved by simply unbolting an existing head of a four-stroke engine and then bolting on a Beare Head.

Torque is increased by 35% and efficiency increased

Increased torque and power output.

 Better fuel economy and cleaner burning longer

service intervals and considerably reduced tooling costs when compared with a conventional fourstroke design.
Increased torque and power output.

 Power/torque increases of 35% (conservative) Simpler and less expensive manufacturing and tooling Reduction of cylinder head reciprocating parts Lower maintenance costs due to less wearing parts

(Beare cylinder head)

Longer service intervals possible due to lower operating

temperatures recorded

 Increased economy due to the Beare Head's ability to

operate and produce full operating power of much higher AIR to FUEL ratios
Reduction of exhaust emmissions due to less fuel

being consumed and the real prospect of meeting EURO-4 emmssions standards, doing away with the catalytic convertor
Possible one piece engine block and head casting,

saving more manufacturing costs Usable torque at as low as idle means suitability for lower RPM operation and adaptation to CVT (Constantly Variable Transmission)

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