QUASI TURBINE

BY-SHIVAM AGARWAL
ROLL NO -12
SECTION-D
130909058
DEPT. OF MECHANICAL AND
MANUFACTURING
ENGINEERING

CONTENT

INTRODUCTION
QUASI TURBINE
HOW IT WORKS?
WHY DOES IT TURN?
COMPARISON WITH OTHER ENGINES
EXCEPTIONAL FEATURES
APPLICATIONS

INTRODUCTION
THE CURRENT TECHNOLOGY MAKES USE OF
IC ENGINES i.e. a mixture of fuel and air into a chamber
Compress the fuel and air
Ignite the fuel to create an explosion
to convert the energy of this expanding
gas into a rotary (spinning) motion
Release the exhaust (think of it as the
by-product of the explosion)

QUASI TURBINE

The Quasi turbine (Qurbine) is a no crankshaft

rotary engine having a 4 faces articulated rotor
with a free and accessible center.
Apiston
less
rotary
engineusing
a
rhomboidalrotorwhose sides are hinged at the
vertices.
The volume enclosed between the sides of the
rotor and the rotor casing provide compression
and expansion in a fashion similar to the more
familiarWankel engine, but the hinging at the
edges allows the volume ratio to increase.

HISTORY

The Saint Hilaire family first patented the Quasi

turbine combustion engine in 1996.
The Quasi turbine concept resulted from
research that began with an intense evaluation
of all engine concepts to note advantages,
disadvantages
and
opportunities
for
improvement.
During this exploratory process, the Saint Hilaire
team came to realize that a unique engine
solution would be one that made improvements
to the standard Wankel, or rotary engine.

Like rotary engines, the Quasi turbine engine is

based on a rotor-and-housing design. But instead of
three blades, the Quasi turbine rotor has four
elements chained together, with combustion
chambers located between each element and the
walls of the housing.

Dr.Gilles Saint Hilarie

HOW IT WORKS

In the Quasi turbine engine, the four strokes of a

typical cycle de Beau de Rochas (Otto) cycle
are arranged sequentially around a near oval.
In the basic single rotor Quasi turbine 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.
In a piston engine, one complete four-stroke
cycle produces two complete revolutions of the
crankshaft. That means the power output of a
piston engine is half a power stroke per one
piston revolution.

A Quasi turbine engine, on the other hand,

doesn't need pistons. Instead, the four strokes of
a typical piston engine are arranged sequentially
around the oval housing. There's no need for the
crankshaft to perform the rotary conversion.
In this basic model, the four cycles of internal
combustion are:
Intake- which draws in a mixture of fuel and air

Compression-which squeezes the fuel-air

mixture into a smaller volume

Combustion- which uses a spark from a spark

plug to ignite the fuel.

Exhaust-which expels waste gases (the

byproducts of combustion) from the engine
compartment.

Quasi turbine engines with carriages

work on the same basic idea as this
simple design, with added design
modifications that allow for photodetonation.
Photo-detonation
is
a
superior
combustion mode that requires more
compression and greater sturdiness than
piston or rotary engines can provide.
Internal combustion engines fall into four
categories based on how well air and fuel
are mixed together in the combustion
chamber and how the fuel is ignited.

Four Types of Internal Combustion Engines

Spark-ignition

Homogenous Fuelair Mixture

Heterogeneous Fuelair Mixture

Type I
Gasoline Engine

Type II
Gasoline Directinjection (GDI)
Engine

Type IV
Pressure-heated
Photo-detonation
Self-ignition
Engine

Type III
Diesel Engine

Type IV, the best attributes of gasoline and

diesel engines are combined. A premixed fuelair
charge
undergoes
tremendous
compression until the fuel self-ignites. This is
what happens in a photo-detonation engine,
and because it employs a homogenous charge
and compression ignition, it is often described
as anHCCI engine. HCCI (Homogeneous
Charge Compression Ignition) combustion
results in virtually no emissions and superior
fuel efficiency. This is because photodetonation engines completely combust the
fuel, leaving behind no hydrocarbons to be
treated by acatalytic converteror simply
expelled into the air.

The high pressure required for photo-detonation

puts a significant amount of stress on the
engine itself. Piston engines can't withstand the
violent force of the detonation. And traditional
rotary engines such as the Wankel, which have
longer combustion chambers that limit the
amount of compression they can achieve, are
incapable of producing the high-pressure
environment necessary for photo-detonation to
occur. The Quasi turbine with carriages is
strong enough and compact enough to
withstand the force of photo-detonation and
allow for the higher compression ratio
necessary for pressure-heated self-ignition.

QUASI TURBINE WITH CARRIAGES

The housing containsfour ports:

A port where the spark plug normally sits

A port that is closed with a removable plug.

A port for the intake of air.

An exhaust port used to release the waste

gases of combustion.
The housing is enclosed on each side by
twocovers. Covers havethree portsof their
own, allowing for maximum flexibility in how
the engine is configured. For example, one port
can serve as an intake from a conventional
carburetoror be fitted with a gas or diesel
injector, while another can serve as an
alternate location for a spark plug. One of the
three ports is a large outlet for exhaust gases.

How the various ports are used depends on

whether the automotive engineer wants a
traditional internal combustion engine or one
that delivers the super-high compression
required of photo-detonation.
The rotor, made of four blades, replaces the
pistons of a typical internal combustion engine.
Each blade has a filler tip and traction slots to
receive the coupling arms. A pivot forms the end
of each blade. The job of the pivot is to join one
blade to the next and to form a connection
between the blade and the rocking carriages.
There are four rocking carriages total, one for
each blade. Each carriage is free to rotate
around the same pivot so that it remains in
contact with the inner wall of the housing at all
times.

Each carriage works closely with two

wheels, which means there are eight
wheels altogether. The wheels enable the
rotor to roll smoothly on the contoured
surface of the housing wall and are made
wide to reduce pressure at the point of
contact.
The Quasi turbine engine doesn't need a
central shaft to operate; but of course, a
car requires an output shaft to transfer
power from the engine to the wheels. The
output shaft is connected to the rotor by
two coupling arms, which fit into traction
slots, and four arm braces.

The Quasi turbine engine has none of the

intricate parts of a typical piston engine.
It has no crankshaft, valves, pistons, push
rods, rockers or cams. And because the
rotor blades "ride" on the carriages and
wheels, there is little friction, which
means oil and an oil pan are unnecessary.

Rotor blades, as they turn, change the volume

of the chambers. First the volume increases,
which allows the fuel-air mixture to expand.
Then
the
volume
decreases,
which
compresses the mixture into a smaller space.
One combustion stroke is ending right when
the next combustion stroke is ready to fire.
By making a small channel along the internal
housing wall next to the spark plug, a small
amount of hot gas is allowed to flow back to
the next ready-to-fire combustion chamber
when each of the carriage seals passes over
the channel. The result is continuous
combustion, just like in the airplane
gas turbine.

All these factors result in the increased

efficiency and performance. The four
chambers produce two consecutive
circuits. The first circuit is used to
compress and expand during combustion.
The second is used to expel exhaust and
intake air. In one revolution of the rotor,
four power strokes are created. That's
eight times more than a typical piston
engine!

QUASI TURBINE
COMBUSTION CYCLE

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
Quasi turbine rotor generate height
combustion "strokes" per two rotor
revolutions; this is eight times more than
a four-strokes piston engine.

Because the Quasi turbine 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 Quasi turbine 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.
Since the Quasi turbine has not dead
time, average torque is only 30% lower
than the peak torque, and for this reason,
the relative robustness of the Quasi
turbine need be only 1/5 of that of the
piston, allowing for an additional engine
weight saving...

WHY DOES IT TURN?

The diagram shows the force vector in

a Quasi turbine when one or two
opposed chambers are pressurized
either by fuel combustion, or by
external pressure fluids. Because
the pressure vectors are off center,
the Quasi turbine rotor experiences
a net rotational force.

COMPARISON WITH
OTHER ENGINES

The Quasi turbine offers many major improvements over the IC

engines

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.

In I.C engine gas flow is not unidirectional, but changes

directions with the piston direction. But in Quasi turbine it is
unidirectional.

In I.C engine valve inertia being a serious limitation to the

engine revolution. In Quasi turbine there are no valves.

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.

In I.C engine there is quite important noise level and vibration.

But it is not the case for Quasi turbine.

In I.C engines accessories like cam shaft uses a substantial

power , but in Quasi turbine there is no need of cams.

In I.C engine lubricant is to be used as heat coolant, which

require a Cumbersome oil pan. But Quasi turbine requires no
lubrication.

EXCEPTIONAL
FEATURES OF QUASI
TURBINE
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.
Less noisy-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
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.

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.
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 OF QUASI TURBINE

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.

Quasi turbine racing car- 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.
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.

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.