Seminar Paper_ Quasi Turbine Engine
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3/21/12 Seminar Paper: QUASITURBINE ENGINE
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INTRODUCTION
The basic principle behind any internal combustion engine is simple: If you put a tiny amount of air and high-
energy fuel (like gasoline) in a small, enclosed space and ignite it, the gas expands rapidly, releasing an
incredible amount of energy. The ultimate goal of an engine is to convert the energy of this expanding gas into
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a rotary (spinning) motion. In the case of car engines, the specific goal is to rotate a driveshaft rapidly. The
driveshaft is connected to various components that pass the rotating motion onto the car's wheels. To harness
the energy of expanding gas in this way, an engine must cycle through a set of events that causes many tiny gas
explosions. In this combustion cycle, the engine must:
Let a mixture of fuel and air into a chamber
Compress the fuel and air
Ignite the fuel to create an explosion
Release the exhaust (think of it as the by-product of the explosion)
QUASITURBINE
2.1What is Quasiturbine?
The Quasiturbine (Qurbine) is a no crankshaft rotary engine having a 4 faces articulated rotor with a
free and accessible center, rotating without vibration nor dead time, and producing a strong torque at low
RPM under a variety of modes and fuels. The Quasiturbine design can also be used as an air motor, steam
engine, gas compressor or pump. The Quasiturbine is also an optimization theory for extremely compact and
efficient engine concepts
2.2 Quasiturbine Basics:
The Saint-Hilaire family first patented the Quasiturbine combustion engine in 1996. The Quasiturbine
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 Quasiturbine engine is based on a rotor-and-housing design. But instead of three
blades, the Quasiturbine rotor has four elements chained together, with combustion chambers located
between each element and the walls of the housing.
FIGURE 2.2 Simple Qaibine deign
The four-sided rotor is what sets the Quasiturbine apart from the Wankel. There are actually two different
ways to configure this design -- one with carriages and one without carriages. As we'll see, a carriage, in this
case, is just a simple machine piece. First, let's look at the components of simpler Quasiturbine model -- the
version without carriages.
The simpler Quasiturbine model looks very much like a traditional rotary engine: A rotor turns inside a nearly
oval-shaped housing. Notice, however, that the Quasiturbine rotor has four elements instead of three. 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.
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WORKING OF QUASITURBINE
3.1 How it Works
In the Quasiturbine engine, the four strokes of a typical cycle de Beau de Rochas (Otto) cycle are arranged
sequentially around a near oval, unlike the reciprocating motion of a piston engine. In the basic single rotor
Quasiturbine engine, an oval housing surrounds a four-sided articulated rotor which turns and moves within the
housing. The sides of the rotor seal against the sides of the housing, and the corners of the rotor seal against
the inner periphery, dividing it into four chambers.
FIGURE 3.1 Simple Engine Configuration of Quasiturbine
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 Quasiturbine
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.
FIGURE: Simple Engine Cycle
In this basic model, it's very easy to see the four cycles of internal combustion:
Intake, which draws in a mixture of fuel and air
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Compression, which squeezes the fuel-air mixture into a smaller volume
Combustion, which uses a spark from a spark plug to ignite the fuel.
Ehaust, which expels waste gases (the byproducts of combustion) from the engine compartment
Quasiturbine engines with carriages work on the same basic idea as this simple design, with added design
modifications that allow for photo-detonation. Photo-detonation is a superior combustion mode that requires
more compression and greater sturdiness than piston or rotary engines can provide. Now, let's see what this
combustion mode is all about. 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. Tpe I includes engines in
which the air and fuel mix thoroughly to form what is called a homogenous miture. When a spark ignites
the fuel, a hot flame sweeps through the mixture, burning the fuel as it goes. This, of course, is the gasoline
engine.
Four Types of Internal Combustion Engines
Homogenous Fuel-air
Mixture
Heterogeneous Fuel-air
Mixture
Spark-ignition
Tpe I
Gasoline Engine
Tpe II
Gasoline Direct-injection
(GDI) Engine
Pressure-heated Self-
ignition
Tpe IV
Photo-detonation Engine
Tpe III
Diesel Engine
Table 3.1
Tpe II -- a gasoline-direct injection engine -- uses partially mixed fuel and air (i.e., a heterogeneous mixture)
that is injected directly into the cylinder rather than into an intake port. A spark plug then ignites the mixture,
burning more of the fuel and creating less waste.
In Tpe III, air and fuel are only partially mixed in the combustion chamber. This heterogeneous mixture is
then compressed, which causes the temperature to rise until self-ignition takes place. A diesel engine operates
in this fashion.
Finally, in Tpe IV, the best attributes of gasoline and diesel engines are combined. A premixed fuel-air
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 an HCCI engine. HCCI (Homogeneous Charge Compression Ignition) combustion results in
virtually no emissions and superior fuel efficiency. This is because photo-detonation engines completely
combust the fuel, leaving behind no hydrocarbons to be treated by a catalytic converter or simply expelled
into the air.
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FIGURE: Engine Ignition Comparison
Of course, 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. Enter the
Quasiturbine with carriages. Only this design 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.
3.2 Quasiturbine with Carriages
Even with its added complexity, the Quasiturbine engine with carriages has a relatively simple design. Each
part is described below. The housing (stator), which is a near oval known as the "Saint-Hilaire skating rink,"
forms the cavity in which the rotor rotates. The housing contains four ports: A port where the spark plug
normally sits (the spark plug can also be placed in the housing cover -- see below).
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.
FIGURE: Carriage Engine Housing
The housing is enclosed on each side by two covers. The covers have three ports of their own, allowing for
maximum flexibility in how the engine is configured. For example, one port can serve as an intake from a
conventional carburetor or 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 gasses.
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FIGURE: Carriage Engine Cover Ports
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.
FIGURE: Carriage Engine Internal Mechanism
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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 Quasiturbine 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.
FIGURE: Carriage Engine Output Mechanism
When you put all of the parts together, the engine looks like this:
FIGURE: Quasiturbine engine with
Carriages
Notice that the Quasiturbine 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. Now that we've looked at
the major components of the Quasiturbine with carriages, let's see how everything comes together. The first
thing you'll notice is how the 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.
The second thing you'll notice is how 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!
What all this amounts to in the Quasiturbine engine is increased efficiency and performance. The four
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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! Even a Wankel engine, which
produces three power strokes per rotor revolution, can't match the performance of a Quasiturbine.
3.3 Quasiturbine Combustion Cycle
Quasiturbine
Combustion Cycle
Intake (aqua),
Compression (fuchsia),
Combustion (red),
Exhaust (black).
A spark plug is located
at the top (green)
As the rotor turns, its motion and the shape of the housing cause each side of the housing to get closer and
farther from the rotor, compressing and expanding the chambers similarly to the "strokes" in a reciprocating
engine. However, whereas a four stroke piston engine produces one combustion stroke per cylinder for every
two revolutions, the chambers of the Quasiturbine rotor generate height combustion "strokes" per two rotor
revolutions; this is eight times more than a four-strokes piston engine.
Because the Quasiturbine has no crankshaft, the internal volume variations do not follow the usual sinusoidal
engine movements, which provide very different characteristics from the piston or the Wankel engine.
Contrary to the Wankel engine where the crankshaft moves the rotary piston face inward and outward, each
Quasiturbine rotor face rocks back and forth in reference to the engine radius, but stays at a constant distance
from the engine center at all time, producing only pure tangential rotational forces.
The four strokes piston has such a long dead time, its average torque is about 1/8 of the peak torque, which
dictate the robustness of the piston construction. Since the Quasiturbine has not dead time, average torque is
only 30% lower than the peak torque, and for this reason, the relative robustness of the Quasiturbine need be
only 1/5 of that of the piston, allowing for an additional engine weight saving...
TURNINR MOMENT OF QUASITURBINE
4.1 Why does it Turn ?
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¡¡GURE q.1 QuusILurbIne LurnIng
TIIs dIugrum sIow LIe Iorce vecLor In u QuusILurbIne wIen one or Lwo opposed cIumbers ure pressurIzed
eILIer by IueI combusLIon, or by exLernuI pressure IIuIds. Becuuse LIe pressure vecLors ure oII cenLer, LIe
QuusILurbIne roLor experIences u neL roLuLIonuI Iorce. ¡L Is LIuL sImpIe!
4.2 Quasiturbine as an Imminent Solution
Many researches are going on to increase energy efficiency on the long term with piston, hydrogen, fuel cell...
Hybrid concepts are ways to harvest part of the "low power efficiency penalty" of the piston engine used in
vehicle, but counter-productive measures limit the long term perspective until they could efficiently fuel from
the electrical grid. None of these solutions are short term stable and competitive.
¡¡GURE : QuusILurbIne CompurIson WILI LIe oLIer EngInes
The Quasiturbine in Beau de Rocha (Otto) cycle (Model SC without carriages) is a relatively simple
technology which could be widely used within a few years with substantial efficiency benefits over piston
engines in many applications. Large utility plants convert energy more efficiently than small distributed units
and should be favored when possible, but on the long term, the Quasiturbine detonation engine is one of the
very few means to match utility efficiency the distributed way, while being as chemically clean as possible.
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FIGURE: QT-AC (With carriages) is intended for detonation mode,
where high surface-to-volume ratio
is a factor attenuating the violence of detonation.
By opposition to dozens of new engine designs, the most important at this time about the Quasiturbine is the
fact that it does unknot a new field of development and offers means to achieve what no other engine design
has suggested or is able to, and specially for detonation where piston engine has failed for over 40
WH IS THE QUASITURBINBE HDROGEN ENGINE
SUPERIOR TO CONVENTIONAL IC ENGINES
5.1Piston Deficiencies
PIsLon engIne deserves respecL und sIouId noL be urbILrury und gIobuIIy condemns. However IL Ius
deIIcIencIes LIuL no one seems Lo be wIIIIng Lo IIsL? Here Is our IIsL oI LIe muIn concepLuuI pIsLon engIne
deIIcIencIes:
The 4 engine strokes should not be of equal duration.
The piston makes positive torque only 17 % of the time and drag 83 % of the time.
The gas flow is not unidirectional, but changes direction with the piston direction.
While the piston descents, the ignition thermal wave front has hard time trying to catch the gas
moving in that same direction.
The valves open only 20 % of the time, interrupting the flows at intake and at exhaust 80 % of the
time.
The duration of the piston rest time at top and bottom are without necessity too long.
Long top dead center confinement time increase the heat transfer to the engine block reducing
engine efficiency.
The non-ability of the piston to produce mechanical energy immediately after the top dead center.
The proximity of the intake valve and the exhaust valve prevents a good mixture filling of the
chamber and the open overlap lets go some un-burnt mixture into the exhaust.
The non-ability of the piston to efficiently intakes mixture right after the top dead center.
The piston does not stand fuel pre-vaporization, but requires fuel pulverization detrimental to
combustion quality and environment.
The instantaneous torque impulse is progressive, and would gain to have a plateau.
The components use factor is low, and those components would gain to be multifunctional.
The average torque is only 15 % of the peak torque, which imposes a construction robustness for
the peak 7 times the average.
The flywheel is a serious handicap to accelerations and to the total engine weight.
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The connecting rod gives an oblique push component to the piston, which then requires a
lubrication of the piston wall.
The lubricant is also heat coolant, which requires a cumbersome pan, and imposes low engine
angle orientations.
The need of complex set of valves, of came shaft and of interactive synchronization devices.
The valves inertia being a serious limitation to the engine revolution.
The heavy piston engines require some residual compressed gas before top dead center to cushion
the piston return.
The internal engine accessories (like the came shaft) use a substantial power.
The poor homo-kinetic geometry imposes violent accelerations and stops to the piston.
Complete reversal of the flows from intake to exhaust.
Quite important noise level and vibration.
At low load factor, the intake depressurization of the Otto cycle dissipates power from the engine
(vacuum pump against the atmospheric pressure).
WILIouL beIng preLenLIous, LIe IucL Is LIuL LIe QuusILurbIne correcLs or Improves eucI oI LIese deIIcIencIes.
5.2 Side by Side
¡Ike LIe pIsLon engIne, LIe QuusILurbIne Is u voIume moduIuLor oI IIgI InLensILy, und ucLs us u posILIve
dIspIucemenL engIne. Here Is u dIugrum sIowIng LIe PIsLon und LIe QuusILurbIne sIde by sIde.
FIGURE: QuusILurbIne muy compure 1 Lo 1 by dIspIucemenL,
buL 1 Lo 8 by LoLuI InLuke IueI-mIxLure voIume und power,
.
¡¡GURE: RoLury EngIne work
BeLLer Lorque conLInuILy und ucceIeruLIon (exceeds even LIe z sLrokes engInes): TIe crunksIuIL und LIe
IIywIeeI ure LIe muIn obsLucIe Lo engIne ucceIeruLIon, und sInce LIe IIywIeeI ure unubIe Lo sLore energy uL
Iow rpm, LIe engIne Lorque uL IdIe Is IIgIIy IundIcupped by LIe engIne deud LImes. TIe pIsLon oI u q sLrokes
engIne works In power mode ubouL 1zo degrees J ; zo degrees (z Lurns), und LIus consLILuLes u drug 8o %
oI LIme, perIod durIng wIIcI LIe IIywIeeI ussumes u reIuLIve Lorque conLInuILy. TIe QuusILurbIne Ius
joInLed Lorque ImpuIses, und presenLs u proIIIe oI uImosL IIuL Lorque cIurucLerIsLIcs, wILIouL LIe ussIsLunce
oI u IIywIeeI (QuusILurbIne Lorque conLInuILy wouId compure Lo u 16 or more pIsLons convenLIonuI engIne).
¡ow revoIuLIon - ReducLIon oI geurbox ruLIo: TIe geur boxes ure evIIs necessury (expensIve, compIIcuLed,
deIIcuLe, und energy consumIng). TIe RPM requIred by LIe Iumun ucLIvILy ure generuIIy Iower LIuL LIe
perIormunce opLImum speed oI LIe engInes (e.g.: un uuLomobIIe wIeeI generuIIy does noL roLuLe Lo more
LIun 8oo or 1ooo RPM, wIIcI Is q Lo ¸ LImes Iess LIun LIe engIne RPM). As LIe QuusILurbIne Lurns q Lo ¸
LImes Iess quIckIy LIun LIe oLIer engInes (IncIudIng LIe WunkeI), LIe geur boxes cun oILen be removed
(umongsL oLIer LIIngs In LIe IIeId oI LrunsporL) wILI un Increuse In eIIIcIency.
ConLInuous combusLIon wILI Iower LemperuLure: As LIe QuusILurbIne sLrokes ure joInLed (wIuL Is noL LIe
cuse wILI LIe WunkeI), LIe IIgILIng Is necessury onIy In IuuncIIng, sInce LIe IIume LrunsIers ILseII Irom one
cIumber Lo LIe IoIIowIng. TIe LIermuIIsuLIon oI LIe QuusILurbIne by conLucLs wILI roIIers (ModeI AC) Is
more eIIecLIve, und prevenLs IoL poInL. ¡rom LIe LIermuI poInL oI vIew, LIe QuusILurbIne does noL conLuIn
uny InLernuI purLs requIrIng cooIunL IIuId (IIke oII).
BeLLer overIups: TIe InLuke und exIuusL porLs beIng uL dIIIerenL ends oI LIe combusLIon cIumber, IL Is
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possIbIe Lo do u beLLer IIIIIng oI LIe cIumber by IuvIng u sImuILuneous open overIuppIng oI LIe Lwo porLs,
wILIouL rIskIng LIuL u porLIon oI LIe InLuke gus goes InLo LIe exIuusL, us IL Is LIe cuse wILI LIe pIsLon engIne.
¸.¸ Power DensILy
Here Is u LubIe compurIng engInes (order oI mugnILude onIy) on LIe busIs oI sume combusLIon cIumber
voIume und sume rpm.
TubIe: QuusILurbIne modeI oI serIes AC (wILI currIuges)
Sume cIumber dIspIucemenL, sume rpm.
HIgI power densILy engIne: TIe WunkeI Is uIreudy known us u IIgI power densILy engIne. AL compurubIe
power, LIe QuusILurbIne presenLs un uddILIonuI reducLIon oI voIume. ¡nLegruLed InLo u use, LIe densILy
IucLor Is even more ImpressIve (no IIywIeeI, Iess geur box ruLIo, opLIonuI cenLruI sIuIL...). Becuuse oI ILs
quusI-consLunL Lorque, LIe use IucLor oI LIe InLuke und exIuusL pIpes Is 1oo % (sLIII beLLer LIun LIe WunkeI),
ImpIyIng Lubes oI smuIIer dImensIon, eLc.
Sume dynumIc power runge LIun pIsLon engInes: JusL u word Lo recuII LIuL LIe convenLIonuI gus LurbInes
ure conceIved Ior u precIse uerodynumIc IIow, und do noL oIIer u wIde power runge wILI reusonubIe
eIIIcIency. ¡or ILs purL, LIe QuusILurbIne does noL use uerodynumIc IIow cIurucLerIsLIc on LIe bIudes, und
keeps ILs exceIIenL eIIIcIency on u wIde power runge. ¡L Is LIe sume wIen LIe QuusILurbIne Is propeIIed by
sLeum, compressed uIr, or by IIuId IIow (PIusLIc QuusILurbIne Ior Iydro-eIecLrIc cenLruIs, eLc).
Sume runge oI nomInuI power: As LIe pIsLon engInes, LIe QuusILurbInes cun be mude LIny or Iuge. Due Lo
concepL sImpIIcILy und LIe ubsence oI geurs, LIe smuII unILs sIouId be sLIII more LIny LIun pIsLon engInes or
WunkeI. On LIe oLIer Iund, noLIIng IImILs LIe consLrucLIon oI Iuge QuusILurbInes IIke Ior sIIp power, IIx
power pIun sLuLIons, or Iurge QuusILurbInes Ior LIermuI power pIun or nucIeur, usIng sLeum or IydruuIIc.
5.4 Efficiency
More eIIecLIve conversIon InLo mecIunIcuI energy: EngInes LIuL use crunksIuIL generuLe sInusoIduI voIume
ImpuIses durIng wIIcI LIe pIsLon sLuys u reIuLIveIy Iong LIme uL LIe Lop wIIIe IL deceIeruLes und reverses
dIrecLIon, und sLuys brIeIIy uL mId-course, wIIcI Is conLrury Lo LIe IogIc oI u beLLer engIne (CompressIon
ImpuIses sIouId be us sIorL us possIbIe, und LIe sLuy uL mId-courses LIe IongesL possIbIe Ior u beLLer
mecIunIcuI energy exLrucLIon). On LIe oLIer Iund, LIe QuusILurbIne Is more eIIecLIve becuuse IL Ius Iess
engIne uccessorIes Lo operuLe (no vuIve, rocker, pusI rod, cum, oII pump...).
¡n uddILIon, LIe pIsLon engIne suIIers Irom LIe symmeLry oI LIe buck und IorLI pIsLon movemenL. ¡deuIIy,
LIe pIsLon sIouId Iuve u Ionger dIspIucemenL Ior LIe expunsIon (exLrucLIng LIe mosL possIbIe mecIunIcuI
energy), und smuIIer Ior LIe udmIssIon, wILIouL reducLIon oI voIume. TIe QuusILurbIne Ius LIIs usymmeLry
by compressIng LIe mIxLure In u smuIIer unguIur zone, und by usIng u greuLer unguIur dIspIucemenL Ior LIe
expunsIon. TIe udmIssIon sLroke oI LIe pIsLon presenLs uIso u mujor deIecL In LIe sense LIuL IL Is LukIng-In
IILLIe voIume InILIuIIy und mosL uL mId course, wIIcI does noL Ieuve mucI LIme Lo LIe mIxLure Lo enLer LIe
cyIInders (TIe roIe oI Lurbo Is essenLIuIIy Lo correcL LIIs deIuuIL); Ior ILs purL LIe QuusILurbIne udmILs u
sIgnIIIcunL voIume InILIuIIy und Ieuves mucI more LIme Lo IIow Ior u beLLer eIIecLIve IIIIIng wIIcI cun even
be exLended In LIe nexL cycIe wILIouL IIow buck (¡n LIIs cuse, LIe Lurbo wouId be u reuI ImprovemenL, und
noL u deIuuIL correcLIon). AL LIe LIme oI LIe expunsIon, LIIs sume deIecL oI LIe pIsLon sLroke does prevenL
LIe pIsLon Lo exLrucL mecIunIcuI energy uL LIe begInnIng oI LIe sLroke, wIIcI LIe QuusILurbIne munuges Lo
do.
AIso, wILI LIe QuusILurbIne LIe geurbox cun oILen be removed wILI un Increuse In eIIIcIency, Lo wIIcI LIe
reducLIon oI weIgIL cun uIso conLrIbuLe. An oLIer IundumenLuI ImprovemenL over LIe pIsLon Is LIe InLuke
und expunsIon cIurucLerIsLIcs. ConLrury Lo LIe pIsLon wIIcI musL reIeuse ILs resIduuI pressure uL LIe end oI
LIe expunsIon Lo uvoId counLer pusI, LIe QuusILurbIne usymmeLry deIInes u posL-expunsIon conIInemenL
zone In wIIcI LIe resIduuI pressure cun be muInLuIned wILIouL sIowIng down LIe roLuLIon, und durIng
wIIcI gus LreuLmenL cun be done, und LIe resIduuI energy cun be exLrucLed, eILIer LIrougI u LurbIne or In
buIIdIng up u compress gus reserve.
5.5 Multi-fuel and Multi-mode
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TIe QuusILurbIne cun be Ied (II udupLed) by u wIoIe IueI runge goIng Irom meLIunoI Lo DIeseI oIIs, IncIudIng
LIe kerosene, nuLuruI gus und possIbIy Iydrogen. TIe QuusILurbIne sIows cIurucLerIsLIcs superIor LIun LIe
z sLrokes engIne, wILI u quuIILy oI LIe exIuusLs beLLer LIun LIe q sLrokes engIne.
NoL sensILIve Lo LIe deLonuLIon: TIe pIsLon sLroke does noL uIIow u rupId Increuse In LIe voIume oI LIe
expunsIon cIumber In LIe vIcInILy oI LIe T.D.C., und consequenLIy budIy supporLs LIe deLonuLIon. TIe
QuusILurbIne (specIuIIy LIe AC modeI wILI currIuges) reucLs beLLer Lo LIe deLonuLIon LIunks Lo un eurIIer
expunsIon process (wIIcI meuns LIe end oI uddILIves Lo Increuse LIe ocLune ruLe oI gusoIIne). Moreover,
sInce LIe bIow occurs uL LIe LIme oI LIe robusL squure conIIguruLIon oI LIe bIudes, und becuuse LIere Is no
Ioud LrunsIer on u cenLruI sIuIL, LIe QuusILurbIne Is cundIduLe wILI LIe deLonuLIon drIvIng mode.
CompuLIbIe wILI Iydrogen: TIe IIgI InIIummubIIILy oI Iydrogen Imposes on " Iydrogen " engIne (over 1¸ %
Iydrogen) u sLruLIIIed udmIssIon cIumber dIsLIncL Irom LIe combusLIon cIumber (wIIcI dIsquuIIIIes
somewIuL LIe pIsLon engInes). TIe WunkeI engIne success Ior dIrecL Iydrogen combusLIon comes Irom ILs
InLuke und combusLIon sLruLIIIcuLIon, wIIcI resuILs muInIy Irom eurIy InLuke (IIke QuusILurbIne) und ILs
excessIve voIume durIng expunsIon (wILI un eIIIcIency IosL). TIe QuusILurbIne engIne oIIers LIe sume
Iydrogen udvunLuge wILIouL LIe IosL oI eIIIcIency. TIe QuusILurbIne meeLs LIe IundumenLuI crILerIu
Imposed by LIe "Iydrogen" engIne oI LIe IuLure (coId InLuke ureu, sLruLIIIed InLuke, reduced conIInemenL
LIme, Iow sensILIvILy Lo deLonuLIon, Iess poIIuunL, robusL und energy eIIIcIency), und even surpusses LIe
WunkeI In LIIs respecL, sInce LIe InLukes ure sepuruLed by ¸ sLrokes InsLeud oI Lwo. ¡requenL InsLubIIILIes In
LIe combusLIon oI Iydrogen sIouId noL upprecIubIy uIIecL LIe QuusILurbIne us IL Is noL sensILIve Lo
deLonuLIon.
5.6 Mechanical
RobusL und reIIubIe consLrucLIon: TIe QuusILurbIne does noL presenL LIe crILIcuI seuIIng probIem oI LIe
WunkeI wIere LIe ¸ seuIs uL LIe Lop oI u LrIungIe (Apex) meeL LIe IousIng proIIIe wILI u vurIubIe ungIe
uround LIe normuI (-6o degrees wILI +6o degrees). As LIe seuIs oI LIe QuusILurbIne ure ussembIed on u
swIveI currIer, LIey ure uImosL normuI (perpendIcuIurs) Lo LIe perImeLer proIIIe In uII LIme. TIe roLury
engInes ure generuIIy ucLIve beLween u robusL exLernuI IousIng und u cenLruI sIuIL ussembIed mounLed on
good beurIngs, ubIe Lo Luke LIe Ioud on LIe sIuIL creuLed by LIe pressure durIng combusLIon. ¡or ILs purL,
LIe QuusILurbIne requIres onIy one robusL exLernuI proIIIe, on wIIcI Is uIso uppIIed LIe Ioud creuLed by LIe
pressure durIng combusLIon; LIe cenLruI sIuIL Is opLIonuI und Is onIy needed Lo LrunsIer LIe Lorque wIen
necessury. Moreover, conLrury Lo LIe WunkeI, LIe QuusILurbIne does noL requIre uny syncIronIzuLIon
geurs (IrugIIe, compIIcuLed, expensIve Lo buIId, und prone Lo IubrIcuLIon und weur!), nor u IIgILIng
syncIronIzuLIon sysLem (purLIcuIurIy II one mukes use oI LIe conLInuous combusLIon opLIon). ¡n uddILIon,
LIe uveruge Lorque oI u q sLrokes pIsLon engIne does noL exceed 1¸ % oI LIe muxImum InsLunLuneous Lorque
(wIIcI dIcLuLes LIe requIred engIne sLrengLI), wIIIe Ior LIe QuusILurbIne LIe uveruge Lorque Is equuI uL qo
% oI LIe muxImum Lorque, LIus IIIusLruLIng LIe subsLunLIuI InLernuI sLress reducLIon und LIe unIque Iomo-
kIneLIc quuIILy oI LIe QuusILurbIne.
SubmersIbIe, becuuse no crunkcuse or IubrIcunL cooIunL: ¡IgILIng (pIezo eIecLrIc) Is necessury onIy In
IuuncIIng, sInce LIe LrunsIer oI IIume Is done Irom one cIumber Lo LIe IoIIowIng. ConsequenLIy, LIe
QuusILurbIne engIne cun be Immersed wILIouL IeurIng un eIecLrIc IIgILIng breukdown, nor u wuLer
InIIILruLIon In LIe crunkcuse (LIe QuusILurbIne does noL Iuve one). TIe QuusILurbIne Is LIus un IdeuI engIne
Ior use In IosLIIe envIronmenL (Ior exumpIe, In bouL propuIsIon, LIe bIudes oI LIe propeIIer couId be
dIrecLIy weIded Lo LIe roLor, und LIe wIoIe engIne Immersed, wIIcI uIso Ius LIe udvunLuge oI IowerIng LIe
cenLer oI gruvILy). TIe use oI IIgI LecInoIogy (cerumIc) seuIs mukes IL possIbIe Lo conceIve u QuusILurbIne
wILIouL uny IubrIcuLIon, und wILIouL muInLenunce.
EIecLrIc InLegruLIon: TIe QuusILurbIne uIIows Ior LIe IIrsL LIme u reuI monoIILIIc InLegruLIon oI LIe eIecLrIc
generuLor wILI IueI engInes (IIgIIy In demund Ior LIe IybrId uppIIcuLIons, und wILIouL vIbruLIon). SInce LIe
cenLer oI LIe QuusILurbIne Is Iree, LIe moLIonIess eIecLrIcuI componenLs cun be IocuLed on LIe cenLruI core
und LIe perIpIeruI sLuLor. OnIy LIe InLermedIuLe ureu Is In roLuLIon. RecIprocuIIy, II LIe eIecLrIcuI
componenLs ure purL oI u moLor, LIe QuusILurbIne becomes un InLegruLed eIecLrIc moLor-drIven pump, or u
BI-energy power group.
ADVANTAGES OF QUASITURBINE
6.1 Matching Engine With Application
Engine efficiency is a large domain of activity which extends far beyond engines. For example, the presence of
an engine in a vehicle adds accessories and weights which have to be carried by the power of that same
engine (the net usable power is reduced by the presence of the engine itself). The presence of the engine is a
necessity, but also a factor of inefficiency. The ideal vehicle would not bother to have an onboard engine! This
is to show that not only engine efficiency is important on the bench test, but must also reduce to the minimum
its self-inefficiency in application.
It would be worthless to have a 70 % efficiency gas engine for mobile application, if such a 30 HP engine
would weight 3 tons! However, this could still be valuable for stationary applications. Engine needs to be
properly matched in all application, and the most versatile wins!
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6.2 QT Particularities
Quasiturbine engines are simpler, and contain no gears and far fewer moving parts. For instance, because
intake and exhaust are open ports into the walls of the rotor housing, there is no valve or valve trains. This
simplicity, small size and weight allow also for a saving in construction costs. Because its center of mass is
immobile during rotation, the Quasiturbine has very little or no vibration. Due to the absence of dead time
between strokes, the Quasiturbine can be driven by compressed air or steam without synchronized valve, and
also with liquid as hydraulic motor or pump. Other advantages include high torque at low rpm, combustion of
hydrogen, and compatibility with detonation mode in Quasiturbine with carriages. Pneumatic and steam
optimum efficiency independent of the rpm and the load is also quite a unique characteristic.
6.3 Efficiency Considerations
Not all engines are or need to be equally efficient. A military strategic application may require an engine
lifetime to be only few seconds, and not care about efficiency. At the opposite, a space craft Stirling engine
may command for extremely high efficiency. Generally, economic considerations balance the value of the
engine with the value of the energy flowing into it over its lifetime. This command substantial efficiency for
automotive or stationary applications having high use factor over years.
Since the efficiency is closely tied to the application and cannot be fully appreciated outside a specific
integration, the efficiency criteria are not always obvious to apply. For example, one of the paradoxes of
today hybrid vehicle concept is: How much additional equipment can be added to a vehicle to reach the point
where this equipment has worthless net saving effect in actual application? In many applications, torque, rpm,
or power modulation capability become a dominant criteria.
6.4 High Torque Versatility
Several engines may match in power, but not in rpm or torque. Gas or steam turbines may rotate over 10,000
rpm, but if the user needs the power at 900 rpm, an other kind of engine may be more suitable?
Human need is generally low rpm. For example, a car wheel on the highway turns around 800 to 1400 rpm.
Gearboxes are used to match torque and rpm with engine, but they are costly, sensitive, heavy, energy
consuming and maintenance intensive... There is a strong demand for high torque at low rpm, a condition not
easy to produce directly within an engine. The Quasiturbine is exceptional in this regard.
6.5 Power Modulation Capability
Contrary to the conventional turbine, pneumatic and steam Quasiturbine optimum efficiency is optimum in a
large gap of rpm and load, which is also a quite unique characteristic highly in demand in the world of engine.
For solar steam plant for example, the same Quasiturbine driven generator can work efficiently at peak
power, as well as at overnight idle power, or at variable sunny conditions!
6.6 Light and Compact
Airplanes. Nowhere a high specific engine power is so welcome. Zero vibration is also a great advantage to
reduce fatigue and instrument failure in airplanes. Compact engine also means a reduce drag cross-section and
faster planes. The Quasiturbine is also most suitable for portable tools, generator. Vehicle also benefits from
the light and compact characteristics of the Quasiturbine, which permits new innovative layouts and power
train setup (Because the Quasiturbine can run in all orientation, it could be mounted straight on a differential
shaft oriented upward, or better, concentric to the wheel shaft because the Quasiturbine center is free of any
mechanism).
6.7 Environmental
Where environmental conditions command a zero pollution engine, the pneumatic and steam Quasiturbine can
provide a practical solution, like inside-shop, or in underground mines.
Vibration is an important environmental factor for hand tools like chainsaws, which the Quasiturbine can
reduce to zero.
Multi-fuel is also an environmental consideration in countries where gas and diesel is not currently available, or
where imports are out of price.
6.8 Hydrogen: Not Zero Pollution
Excludes NOx and H2S environmental concerns. Fossil fuel contains carbon and hydrogen. Carbon
combustion produces CO2 which the photosynthesis fixes the carbon into the biomass, and returns the O2 to
the atmosphere. Hydrogen combustion fixes the O2 from the air into water, which oxygen is also liberated
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back in the atmosphere by photosynthesis. Since there is not enough photosynthesis to digest all the CO2,
there is not enough either do process all this synthetic water. Massive hydrogen use has the net effect of
removing oxygen from the atmosphere of our planet and fixing it into water. CO2 problem is not dissociable
from Oxygen depletion. Hydrogen produced from water (avoiding electrolyses degradation of precious
electricity) will do the same if the oxygen is not liberated to the atmosphere at the time of production, which is
unlikely, considering that oxygen is precious for industrial process and will rather be fixed by other chemical
process, unless we could not make use of all the massive quantity produced?
As a result, unless oxygen is made free to the atmosphere when produce, we can not say that transforming
hydrogen into water vapor (including by combustion or fuel cells) is pollution free, when 2H does definitively
removed 1 precious oxygen atom form the surface of our planet! Both CO2 and oxygen depletion are
concerns. Synthetic fuel made out of CO2 from the air or other environment would be more neutral and
acceptable - However, where will the energy to do that come from?
6.9 Engine Pollution
Pneumatic, steam, Stirling and hydrogen engines may not produce much pollution at their level, but a critical
look must nevertheless be given to the anterior stages of the energy cascade. Combustion engine pollution
goes from liberating the CO
2
by fossil fuel combustion (CO
2
could be pollution free only if captured initially by
synthetic fuel manufacturing process), nitrogen oxides production, particulates, lubrication, excess heat, noise,
vibration, environmental recycling... Excess thermal pollution is also part of the concern.
6.10 Quasiturbine CO
2
reduction
TIe CO
z
Is LIe prIme consequence oI usIng IossII IueI, u by-producL LIuL even u perIecL engIne wIII noL be
ubIe Lo cIrcumvenL (CO
z
couId be poIIuLIon Iree onIy II cupLured InILIuIIy by synLIeLIc IueI munuIucLurIng
process). ¡or u gIven umounL oI neL energy needed, u CO
z
reducLIon cun onIy be obLuIned by un Increuse In
engIne eIIIcIency. TIe QuusILurbIne Increuses LIe eIIIcIency In severuI wuys wILI subsLunLIuI reducLIon In
CO
z
:
Because it does not have internal accessories to drive, like the piston cam shaft and valve train, less
fuel is burn to satisfied the need of the end users.
Because of the shaping of the volume pressure pulse, the thermodynamic of the Quasiturbine can
be far superior, and required less fuel.
Because the engine weight is about 1/4 that of a piston, less fuel is needed in many applications.
Because the Quasiturbine is a high torque low rpm engine, no fuel is needed and lost in the
transmission gears.
Because the Quasiturbine can be made of large size and modulated in power, it could cut utilities
fuel consumption or co-generation steam.
Because the Quasiturbine (AC model with carriages) has the potential to run in detonation mode,
50 % fuel saving in transportation application could be reach.
ENVIRONMENTAL BENFITS
TIe envIronmenLuIIy IrIendIy QuusILurbIne engIne IeIps mILIguLe severuI user InconvenIences:
Atmospheric gas pollution - Having a reduced combustion confinement time, the NO
x
are
produced in lower concentration.
Thermal pollution - Having an early mechanical extraction capability, less thermal energy is released
in the environment.
Noise pollution - Having 4 combustions per rotation, and due to a longer gas relaxation chamber,
noise is reduced by a factor of 20 or more!
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Vibration pollution - Vibrations are responsible for billions of $ of breakdown everywhere. Dr.
Raynaud vibration syndrome is affecting thousands of wood workers and truck drivers. The
Quasiturbine is a vibration free engine.
Oil free engine - Lubrication is source of pollution. The Quasiturbine has potential to be an oil free
engine.
Steam and pneumatic power source - Where pollution free engine is suitable, the Quasiturbine is a
superior and efficient gas expander. The Quasiturbine is also suitable for co-generation projects.
The Quasiturbine engine is ideal for solar thermal station using close liquid-vapor steam circuit.
Hydrogen compatible - Hydrogen fragilises steel, and degrades all oils. The Quasiturbine has a cool
and stratified intake area most suitable for pure hydrogen engine (lubricant free) combustion.
Photo detonation compatible.
The chemists prefer the detonation combustion, because it is faster and more complete. Short pressure pulse
and fast pressure rising and falling ramp characteristics make the Quasiturbine ideal for detonation mode. This
is the most important Quasiturbine revolution to expect on the long term.
7.1 An Immediate Environmental Tool
Engines are at the end of the energy chain, and their pollutions are in the most immediate users environment.
Better engines are keys to better environment, not only because of their own improved efficiencies, but also
because any bit a improvement has directly amplified impacts on all anterior stages of the energy cascade and
industry.
A lot of researches are going on to reduce environmental concerns on the long term, like hydrogen, fuel cell,
high temperature nuclear reactor, nuclear fusion... Hybrid concepts are ways to harvest part of the "low
power efficiency penalty" of the piston engine used in vehicle, but counter-productive measures limit the long
term perspective until they could efficiently fuel from the electrical grid. None of these solutions are short term
stable and competitive. The Quasiturbine in Beau de Rocha (Otto) cycle is a relatively simple technology
which could be widely used within a few years with substantial environmental benefits over the piston engines
in many applications.
¡urge uLIIILy pIunLs converL energy more eIIIcIenLIy LIun smuII dIsLrIbuLed unILs und sIouId be Iuvored
wIen possIbIe. TIe deLonuLIon QuusILurbIne engIne Is one oI LIe Iew Iong Lerm meuns Lo muLcI uLIIILy
eIIIcIency LIe dIsLrIbuLed wuy, wIIIe beIng us cIemIsLry cIeun us possIbIe
7.2 Manufacturing cost
SeveruI yeurs ugo, munuIucLurIng cosL wus mucI IIgIer Ior non IIuL or cyIIndrIcuI componenLs, wIIcI Is
noL unymore LIe cuse wILI LIe Loduy's modern dIgILuI LooIIng equIpmenLs. TIe QuusILurbIne Ius mucI Iess
componenLs LIuL uny oLIer engIne concepL (no geurs, no vuIve...), und nowIere LIere Is u IIgIer
requIremenL In muLerIuI or munuIucLurIng LecInoIogy. ConsequenLIy, uII LIe prerequIsILes ure suLIsIIed Ior
Iower producLIon cosL In compurubIe moderuLe or IIgI serIes producLIon IInes.
7.3 Global Economic
Not only the Quasiturbine is less expensive to manufacture and to sale, but because its numerous unique
characteristics, it generates savings in:
Application integration design and process;
In use, by direct efficiency improvement;
In co-lateral damages due to vibration;
In maintenance and expected engine lifetime;
In reducing weight and space;
Environmental measures and concerns.
As an example, in the automobile industry, a car fuel saving over the first 5 years is likely to exceed the cost of
the Quasiturbine itself. This is essentially like offering consumers a car with a free engine!
APPLICATIONS
QT Steam Modes
Pressurized steam is very dangerous and for this reason is well regulated, which is one of the main obstacle to
distributed steam systems. However, the steam Quasiturbine offers alternative secure modes.
I - Conventional mobile steam engine (including saturated steam). From the basic 75 cc per chamber engine
bloc, a steam engine prototype has been built making use of 2 parallel expansion circuits of 300cc per
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revolution each, for a total of about 17 cubic feet intake per minute at 1000 rpm. The concept integration and
originality come from the fact that the zero-vibration Quasiturbine is located inside the boiler!
FIGURE 8.1: Conventional mobile compact Quasiturbine steam engine
II - Hot water injection engine (in-situ evaporation). Because the Quasiturbine accepts saturated steam, a
positive way to bypass the intake steam flow limitations is to use the Quasiturbine itself as evaporator. In this
case, the remote boiler becomes a simple hot water tank without evaporator, and the pressurized hot water
taken in a close loop at the base of the tank is brought to the engine intake, where droplets of water and oil
are directly injected in the expansion chamber, and consequently evaporated inside the Quasiturbine itself. In
this case, the latent heat of vaporization is also given to the engine by the close pressurized hot water loop via
a pipe coil enclosing the Quasiturbine. The exhaust steam goes to a conventional condenser and returns to the
boiler. This option also presents the advantage of requiring a much smaller boiler, pipes of small dimensions,
miniature control valves, and permits potentially to reach higher rotational speed. In the case of thermal solar
systems, if the internal liquid reserve is large enough for all the sunshine period, this operation mode needs only
one unique fill up at night!
III - Cold water injection engine. This mode would definitively be unimaginable with conventional
turbine, since it reacts to the speed of steam flow, which must be pre-conditioned. In fact, if a burner heats the
Quasiturbine engine bloc directly, there is no need of a boiler any more (The Quasiturbine acting
simultaneously as the boiler, the over heater and the evaporator), and one can then inject cold water (which
will be preheated in the injector) at a pressure superior to the internal maximum working pressure. Ideal mode
for thermal solar concentrator heating directly the Quasiturbine engine bloc ! (This mode is equivalent of using
the Quasiturbine engine bloc as a "flash steam generator") (Notice that a remote heat source could use an un-
evaporating fluid like oil or liquid sodium to transfer heat to the engine bloc)
1. vehicles
2. military applications
3. public utilities
RESULT
SInce quusI-experImenLuI desIgns ure used wIen rundomIzuLIon Is ImpossIbIe undJor ImprucLIcuI,
LIey ure LypIcuIIy eusIer Lo seL up LIun Lrue experImenLuI desIgns; rundom ussIgnmenL oI subjecLs.
AddILIonuIIy, uLIIIzIng quusI-experImenLuI desIgns mInImIzes LIreuLs Lo exLernuI vuIIdILy us nuLuruI
envIronmenLs do noL suIIer LIe sume probIems oI urLIIIcIuIILy us compured Lo u weII-conLroIIed IuboruLory
seLLIng. SInce quusI-experImenLs ure nuLuruI experImenLs, IIndIngs In one muy be uppIIed Lo oLIer subjecLs
und seLLIngs, uIIowIng Ior some generuIIzuLIons Lo be mude ubouL popuIuLIon. AIso, LIIs experImenLuLIon
meLIod Is eIIIcIenL In IongILudInuI reseurcI LIuL InvoIves Ionger LIme perIods wIIcI cun be IoIIowed up In
3/21/12 Seminar Paper: QUASITURBINE ENGINE
18/19 .seminarpaper.com/2010/12/quasiturbine-engine.html
dIIIerenL envIronmenLs.
CONCLUSION
TIe mosL ImporLunL revoIuLIon oI LIe QuusILurbIne come Irom ILs cIurucLerIsLIcs (ModeI AC wILI
currIuges) permILLIng pIoLo-deLonuLIon wIIcI occurs uL sIIgILIy IIgIer compressIon ruLIo LIun LIe LIermuI
IgnILIon, desIgnuLed In LIe US us "Homogeneous CIurge CompressIon ¡gnILIon" HCC¡ combusLIon, In Europe
us "ConLroIIed AuLo ¡gnILIon" CA¡ combusLIon, und In Jupun us "AcLIve TIermo ALmospIere" ATA
combusLIon. Even II LIe subjecL pussIonuLe LIe reseurcIers, LIe LIermuI und pIoLonIc IgnILIon conLroI In
LIe pIsLon Is sLIII un unsoIved probIem, und possIbIy u deud-end LIuL LIe QuusILurbIne does overcome!
The Quasiturbine in Beau de Rocha (Otto) cycle (model SC without carriage) is a relatively simple
technology which could be widely used within a few years with substantial efficiency benefits over piston
engines in many applications. Large utility plants convert energy more efficiently than small distributed units
and should be favored when possible, but on the long term, the Quasiturbine detonation engine is one of the
very few means to match utility efficiency the distributed way, while being as chemically clean as possible.
REFERENCES
www.quasiturbine.com
Diesel progress USA magazine
Eureka innovative engineering magazine
European automotive design
www.visionengineer.com
www.futureenergies.com
www.invention-europe.com/topx.htm
www.gizmag.com/go/3501
www.visionengineer.com/mech/quasiturbine.php
www.Howstuffwork.com
www.quasiturbine.coms
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