Quasi Turbine Engine

1. ABSTRACT
The Quasi turbine turbo-machine is a pressure driven, continuous torque and symmetrically
deformable spinning wheel Excluding conventional turbines, the next step in the world of
engine research is to make the gas engines as efficient as the diesel engines and the diesel
engines as clean (or better) as the gas engines. Turbine characteristics help achieving this
goal. The Quasi turbine (Qurbine or Kyoto engine) is a new engine technology that was
conceived in early 1990 and patented in 1996 and later. The Quasi turbine is inspired by
the turbine, perfects the piston and improves upon the Wankel engine. Efficient and compact,
the Quasi turbine is also an engine concept optimization theory based on volume pulse
shaping at design. While current technologies adapt combustion processes to engine
design, the Quasi turbine theory tends to adapt the engine design to combustion processes. It
is a non-eccentric crankshaft, true rotary engine (no piston like movement), that uses a 4 face
articulated rotor with a free and accessible center, rotating without vibration nor propulsive
dead time and producing a strong torque at low RPM under a variety of modes and fuels.
The Quasi turbine goes along the best modern engine development strategy, which is to get
as many ignitions as possible per minute, with a mechanical device rotating as slowly as
possible.[1]

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2. INTRODUCTION
Quasi turbine is a zero vibration continuous combustion rotary engine having four faces
articulated rotor with a free and accessible centre rotating without vibration nor dead time
and producing a strong torque at low rpm under a variety of modes and fuels. The quasi
turbine is also an optimization theory for extremely compact efficient engine concept.It is a
new engine concept from Canada which offers a design similar to that of rotary engines but
with the advantages of a gas turbine-all within the confines of a chamber based on the
shape of a Saint Hilaire skating rink profile. Each Quasi turbine device is at the cross road
of three modern engines: inspired by the turbines: it perfects the piston, and improves
on the Wankel. The Quasi turbine results from a research initiated in 1993 aimed at
unifying the compression and power turbine into one entity. This invention is a new
hybrid engine concept, midway between the piston and the turbine engine which requires
relatively few components such as stator with covers, rotating blades, rocking carriages,
wheels, and joints. Quasi turbine is also an environmental friendly engine, which provides
an engine concept free from atmospheric gas pollution, noise pollution, thermal pollution
etc. In this engine efficiency stays constant and optimum no matter the power of the unit.[2]

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3. LITERATURE SURVEY
Yogesh Khedkar has explained the concept of quasi turbine rotary air engine was first
introduced by Gilles Saint-Hillarie. He says that the quasi turbine turbo-machine is a pressure
driven, continuous torque and symmetrically deformable spinning wheel. He presented that
with the help of quasi turbine air engine even at low rpm high torque can be obtained. Mr.
Myron D. Stokes have presented the study of quasi turbine technology used in a vehicle
propulsion system, it can be used instead of IC engine.
K.M. Jag dale has explained that the Quasi turbine is a rotary engine which is much different
than the Wankel and other similar rotary engines. since the Quasi turbine can be configured as
either a pneumatic or steam engine, there is the possibility of combine a Quasi turbine I.C.
engine with a pneumatic or steam Quasi turbine to harvest the energy from the high
temperature exhaust gases further made research and explained how the heat is recovered
from the engine exhaust with the help of Quasi turbine air engine.
Tejaskumar U has explained Georage Marchetti and Gilles Saint-Hilaire: In his concept of
six stroke 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.
Mr. Kadam A.N. has explained The QT or Qturbine is a pressure driven continuous torque
deformable spinning wheel. It can be considered to be the crossroad of three modern engines
Inspired by the turbine, it perfects the piston and improves upon the Wankel. A Qturbine (in
short) is thus a non-crankshaft rotary engine having a four faced articulated rotor with free
and accessible center, rotating without vibration and producing high torque at low rpm.
Patil Shital has explained quasi turbine is a pressure driven continuous torque deformable
spinning wheel. It can be considered to be the cross road of three modern engines-inspired by
the turbine, it perfects the piston and improves upon wankel. A quasi turbine is thus a non-
crankshaft rotary engine having a four faced articulated rotor with free and accessible center,
rotating without vibration and producing high torque at low rpm.
SanjayGoel has explained The objective of airfoil design is to dene the airfoil shape so as
to ensure structural integrity and minimize losses. The primary sources of losses in an airfoil
are prole loss, shock loss, secondary ow loss, tip clearance loss, andend-wallloss. Prole

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loss is associated with boundary layer growth over the blade prole causing viscous and
turbulent dissipation. This also includes loss due to boundary layer separation because of
conditions such as extreme angles of incidence and high inlet Mach number.
Kaushik Shailendra Bajaj The concept engine is intended to follow Beau de Rochas
principles with methanol as the preferred fuel. 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.
A.Thakker, J.Jarvis has explained analysis for the prediction of the performance and
aerodynamic loss of axial ow impulse turbine wave energy extraction, which can be easily
incorporated into the turbine design program. The model is based on the momentum The
variation of the ow incidence exit angles with the ow coecient has been reported for the
rst time in the eld of wave energy extraction. Furthermore, an optimum range of upstream
guide vanes setting up angle was determined, which optimized the impulse turbine
performance prediction under movable guide vanes working condition.
krunal C. Gohil has explained Current trends in engine development are governed by more
and more stringent emission regulations and aim at lowering consumption and emissions in
order to obtain ever cleaner engines. The efficiency of a reciprocating internal combustion
engine is strongly linked to its expansion ratio since increasing the expansion ratio allows an
increase of the fuel conversion efficiency. However, in traditional internal combustion
engines, the compression ratio is limited due to mechanical stress and combustion issues.
PRAJWAL H Y has explained The Quasi turbine is thus a pressure driven engine producing
continuous torque with a symmetrically deformable spinning wheel. The basic limitation of
the Quasi turbine engine at a present stage is that it is in its infancy stage. Though a lot of
advancements has been made since its invention has been marked. Quasi turbine is a new
technology probably unwelcome in the world of engine establishment. Quasi turbine machine
having very reliable technology and the model is having maximum efficiency 62% at 3640
rpm. It is very clean, low weight, low rpm energy recovering instrument.

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4. DEFINITION
The Quasiturbine (Qubine) 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
alsoan optimization theory for extremely compact and efficient engine concepts.

4.1 OBJECTIVE
Objective of this invention is to provide a new engine concept unifying the compressor and
power turbine into one entity that is a conventional gas turbine engine. Another object of this
invention is to provide a low noise, perfectly balanced, zero vibration, low r.p.m engine, giving
less time to compression and expansion stroke and allowing more time and volume to the
intake combustion stroke.
A further objective of this invention is to provide a fast accelerating, zero dead time and to
provide an engine almost universal to energy sources, which can run efficiently on
pneumatic, steam, hydraulic, liquid and gas fuel internal combustion.
Another objective is to provide an engine, which has a short pressure peak, cold intake area
characteristics, so that it is suitable for photo detonation mode pure hydrogen fuel
combustion.Another objective is to provide a high weight and volume density engine,
without need of any valve, check valve or obstruction and within neither a crankshaft nor a
flywheel.

5. PRINCIPLE
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. Contrary to the Wankel engine where the crankshaft moves the rotary
piston face inward and outward, the 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. Because the Quasi turbine has no crankshaft,
the internal volume variations do not follow the usual sinusoidal engine movement, which
provides very different characteristics from the piston or the Wankel engine.
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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. In the Quasi turbine engine, the four strokes of a typical
cycle (Otto cycle) are arranged sequentially around a near oval, unlike the reciprocating motion
of a piston engine. However, whereas a four stroke cycle engine produces one combustion
stroke per cylinder for every two revolutions, i.e. one half power stroke per revolution per
cylinder, the four chambers of the Quasi turbine rotor generate four combustion "strokes" per
rotor revolution; this is eight times more than a four-stroke piston engine.[3]

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6. CONSTRUCTIONAL DETAILS
The invention is an assembly of four carriages supporting the pivots of a four element,
variable shape rotor, which is confined within a chamber (internal housing counter wall-
stator) based on the shape of a Saint Hilaire skating rink profile. This profile offers the rotary
components of the engine a bigger, more uniform radial path, enabling maximum torque to be
reached more efficiently than a normal combustion. Two lateral plane covers close the
engine end. The rotor is composed of four pivoting blades playing a similar role as the piston
or turbine blades. Each pivots sit into one of the four rocking carriages. Each carriage is free
to rotate around the same pivot in such a way as to be continuously and precisely in contact
with housing counter. A central shaft is not needed for the engine to operate. It can be
driven through a set of coupling arms attached to the blades by means of traction slots and
through a set of arm braces, the ends of which are linked to central shaft. The central shaft
unit can be easily removed through the back cover central hold with out dismantling the
engine. Pivoting blades are shaped with the filler tip to allow the control of residual volume in
the upper and lower chambers at maximum pressure configuration. Carriage wheels should be
wide to reduce contact pressure with the counter wall. For smoother operation, roller bearings
are inserted in the blades hook pivots. Intake, spark plug and exhaust ports are made either
radially in the housing, or order to pass along the flame make a continuous combustion engine,
a small channel( ignition flame transfer slot) located along the internal housing counter wall
next to spark plug allows a voluntary flow back of hot gases into the next ready-to-fire
combustion chamber. Screwing or unscrewing the spark plug can control the amount of flow.
This channel is called ignition transfer cavity .n-timing advance can be built-in by slightly
shifting the effective position.To help cooling and reduce lubrication, at least one of the lateral
side covers has a large central hole exposing the pivoting blades to central area of the rotor
such that all parts of engine are external, except for the carriage and wheels which are always
in good thermal contact with the housing contour. Since the seals are the only friction surfaces,
the need of lubrication is minimized by an optimal choice of anti-friction materials.
The housing, the pivoting blades and the carriages can be made of metal, glass, ceramic or
plastic, the later mostly for compressor, pump or water-hydraulic engine application.
In a photo-detonation engine because it employs a homogenous charge and compression
ignition, it is often described as a HCCI engine . HCCI (Homogeneous charge Compression

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Ignition) combustion results in Virtually no emissions and superior fuel efficiency. This is
because photo detonating engines completely combust the fuel, leaving behind no
hydrocarbons to be treated by a catalytic converter or simply expelled into the air.
The higher pressure required for Photo-detonation puts a significant amount of stress on the
engine itself. Piston engines cant 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 with stand the
force of Photo-detonation and allow for the higher compression ratio necessary for pressure -
heated self-ignition.[3]

7. 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, unlike the reciprocating motion of a piston
engine. 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.

Quasi turbine
combustion cycle

Intake (aqua),
Compression (fuchsia),
Combustion (red), Exhaust
(black).

A spark plug is located at

the top (green)

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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.[4]

8. COMPARISON
7.1 COMPARISON BETWEEN QUASI TURBINE AND WANKEL
ENGINE
1. The Wankel engine uses a rigid three-face rotor with a crankshaft. The quasi turbine uses a
deformable four faces rotor without a Crankshaft.
2. The Wankel engine shaft turns at three times the rotor RPM. The quasi Turbine rotor
and main shaft turns at same RPM Speed.
3. The Wankel engine fires only once per revolution The quasi turbine fires 4 times per
main shaft revolution, producing Exceptional torque continuity.
4. When the Wankel engine rotor goes from one T.D.C to next, the Torque increases to a
maximum value and starts decreasing right Away (progressive). The torque generated by
the quasi turbine gets rapidly to a plateau, and hold this maximum for a long arc before
decreasing, giving a better overall mechanical energy conversion rate.

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5. The Wankel engine has a dead time. The quasi turbine strokes are consecutive with no
dead time.
6. The Wankel engine can not be operated in diesel mode due to the excess expansion
volume which adiabatically cools down the combustion. Quasi turbine has no excessive
volume and can run in diesel Mode.
7. Due to its one single fire per shaft revolution and the dead time, the Wankel engine
needs a flywheel. Quasi turbine does not need a flywheel, and consequently has faster
acceleration.
8. Since the Wankel engines shaft rotates at three times its rotor speed, it is not
suitable for low rpm compressor or pumps. But quasi turbine is suitable for this.[5]

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9.COMPARISON BETWEEN QUASI TURBINE AND

CONVENTIONAL TURBINE
9.1 CONVENTIONAL TURBINE
The conventional turbine is a continuous flow engine at intake and exhaust. As the
conventional turbine do not convert the pressure forces but rather kinetic energy of rapid
flows, it is then necessary to convert the pressure forces in high speed flows by a
channeling or by oriental expansion. This intermediatory conversion is particularly
complex. And in this case some of energy will be lost mainly due to viscosity, turbulence,
and some of thermal conduction of hot gases.
The conventional turbine is generally located where the flow is fastest. Also a complete
conversion of kinetic energy into mechanical energy is not occurred in a conventional
turbine. In many applications one has flow velocity near the sound speed where any
instability, impurity or condensate may damage the turbine.

9.2 QUASI TURBINE

As the conventional turbine, the quasi turbine is a continuously flow engine at intake. And
exhaust Quasi Turbine, which turns under the effect of static forces and does not make use
of directly into mechanical energy. Because the Quasi Turbine operates under the effect of
static forces, it cannot be damaged by saturated steam, by small impurities in the fluid
flow.[6]

10.COMPARISON OF QUASI TURBINE AND I.C ENGINE

1. 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.
2. In I.C engine gas flow is not unidirectional, but changes directions with the piston
direction. But in Quasi turbine it is unidirectional.
3. In I.C engine valve inertia being a serious limitation to the engine revolution.In
Quasi turbine there are no valves.
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4. 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.
5. In I.C engine there is quite important noise level and vibration. But it is not the case for
Quasi turbine.
6. In I.C engines accessories like cam shaft uses a substantial power , but in Quasi turbine
there is no need of cams
7. In I.C engine lubricant is to be used as heat coolant, which require aCumbersome oil
pan. But Quasi turbine requires no lubrication.

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11. Quasi Turbine Features

1. 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.
2. Less noise
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
3. 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.
4. Continuous Combustion with lower temperature
Due to an earlier expansion than in he piston engines, initial energy is immediately
transferred in to mechanical energy without awaiting the middle of the stroke as in the
piston engines. This initial expansion cools immediately the combustion gases, which
have less time to transfer their heat to the engine block. So continuous combustion is
possible with lower temperature.
5. 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
6.Effective conversion into Mechanical energy
For a better mechanical energy extraction, compression impulses should be as short as
possible. The Quasi turbine has this assymmetry by compressing the mixture in a smaller
angular zone and by using a greater angular displacement for the expansion.

7. Not sensitive to detonation

Due to the earlier expansion process, quasi turbine reacts better to photo detonation.[7]

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8. 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).

12. APPLICATIONS
1. 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.In a helicopter, a large diameter Quasi turbine could generate
enough torque to directly drive of the rotor blades without any gearbox, while making
much less noise. So Considering the high power density, the low cross section area
and the exceptional intake characteristics of the Quasiturbine, it is reasonable to
expect to conceive an airplane engine.

2. Quasi turbine Stirling engine

In the Quasi turbine Stirling, all the engine shell is pressurized with helium, so that the inter-
chambers leaks are automatically recycled by the central region, and required only
sealing of a turning shaft (comparatively to the sealing of the back and forth piston
connecting rods, unless sealed machines, which the Quasi turbine also can be). The Stirling
engines are also known to be large and heavy, which the Quasi turbine-Stirling concept
should solve.
3. Quasi turbine pneumatic engine
Since the Quasi turbine is a pure expansion engine (which the Wankel is not,
neither most of other rotary engines), it is well suitable as compressed fluid engine -
Air engine or air motor. The pneumatic engine does not show any vibration on
the shaft. It does run in heavy smoke or under water as well.

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4.Quasiturbine 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.Absence of flywheel would allow much
higher acceleration. It is proposed to have the racing car with a differential clutch
coupling (no gear box at all). This would much improve the racing cars endurance.

5. 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.

6. 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.[8]

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13.Quasi Turbine 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.

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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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 years .[9]

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14. ADVANTAGES & DISADVANTAGES

Simple design and small size
Less noisy
Less vibrations are produced because the engine is perfectly balanced
High thermal efficiency
Better conversion and transmission of mechanical energy
Better torque continuity
Faster acceleration
Higher torque at lower RPM
Nearly oil free operation
Fewer moving parts so less wear and tear
Multi fuel ability

DISADVANTAGES

The quasi turbine is built with aluminum and cast iron , Differential thermal
pansion or contraction in material lead to some incidences of leakage.
Construction of rotor is bit difficult.
The quasi turbine is still in infancy. It is not used in real world applications

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15. QTParticularities
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.
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.

15.1 HighTorqueVersatility
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?
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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.
15.2 PowerModulationCapability
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!

15.3 LightandCompact
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).
15.4 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.

15.5 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

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biomass, and returns the O2 to the atmosphere. Hydrogen combustion fixes the O2 from
the air into water, which oxygen is also liberated 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 q1make 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?

15.6 EnginePollution
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 CO2 by fossil fuel
combustion (CO2 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.

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16. Manufacturing Cost

Several years ago, manufacturing cost was much higher for non flat or cylindrical
components, which is not anymore the case with the today's modern digital tooling
equipments. The Quasiturbine has much less components that any other engine concept (no
gears, no valve...), and nowhere there is a higher requirement in material or manufacturing
technology. Consequently, all the prerequisites are satisfied for lower production cost in
comparable moderate or high series production lines.

16.1 Global Economic

1. Not only the Quasiturbine is less expensive to manufacture and to sale, but because its
numerous unique characteristics, it generates savings in:
2. In maintenance and expected engine lifetime;
3. 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.[10]

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17. Conclusion
The most important revolution of the Quasi turbine come from its characteristics (Model AC
with carriages) permitting photo-detonation which occurs at slightly higher compression
ratio than the thermal ignition, designated in the US as "Homogeneous Charge Compression
Ignition" HCCI combustion, in Europe as "Controlled Auto Ignition" CAI combustion, and in
Japan as "Active Thermo Atmosphere" ATA combustion. Even if the subject passionate the
researchers, the thermal and photonic ignition control in the piston is still an unsolved
problem, and possibly a dead-end that the Quasi turbine does overcome!
The Quasi turbine 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 Quasi turbine detonation engine is one of the very few means to match utility
efficiency.

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18. References
[1] Yogesh Khedkar, Prof. Sushant Pande, Review of Quasi-Turbine Engine, International
Journal of Innovative Research in Science, Engineering and Technology, Vol. 5, Issue 10,
October 2016

[2] K.M. Jagadale , Prof V. R. Gambhire , Low Pressure High Torque Quasi Turbine
Rotary Air Engine, International Journal of Innovative Research in Science, Engineering
and Technology, Vol. 3, Issue 8, August 2014

[3] Tejaskumar U. Kothari, Design And Analysis Of Six Stroke Internal Combustion
Engine, IJSRD - International Journal for Scientific Research & Development| Vol. 2,
Issue 03, 2014

[4] Mr. Jagadale K.M , Mr.Kadam A.N., Quasiturbine Rotary Air Engine, IOSR Journal of
Mechanical and Civil Engineering, june 2015

[5] Patil Shital, Rananavare Prajakta, Review of Quasi Turbine Rotary Air Engine,
International Journal of Research In Mechanical Engineering Volume 3, Issue 2, March-
April, 2015,

[6] SanjayGoel, TurbineAirfoilOptimizationUsingQuasi-3DAnalysisCodes, Hindawi

Publishing Corporation International Journal of Aerospace Engineering Volume 2009

[7] Kaushik Shailendra Bajaj, Shrikant U. Gunjal, a review on six stroke, high efficiency
quasiturbine engine, international conference on emerging trends in engineering and
management research, 23 march 2016

[8] krunal C. Gohil, prof.K.V.Dave, A Review-A Feasibility Study of Six Stroke Engine by
Analysis through Available Research Design, International Journal of Engineering Trends
and Technology (IJETT) Volume23 Number 2- May 2015

[9] A.Thakker, J.Jarvis Quasi-steady Analytical Model Benchmark o an Impulse Turbine

for Wave Energy Extraction, Hindawi Publishing Corporation International Journal of
Rotating Machinery Volume 2014

[10] PRAJWAL H Y, quasiturbine, A National Level Conference and Technical Fest on

FIESTA ,30th April 2016

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