SIX STROKE ENGINE

A
Seminar Report
Submitted
In partial fulfillment
For the award of the Degree of
Bachelor of Technology
in Department of
Mechanical Engineering

Supervisor: Submitted by:

Dr. SANDESH TRIVEDI RITA YADAV

(Associate Professor) (15ME80)

Department of Mechanical Engineering

Govt. Engineering College, Ajmer
Rajasthan Technical University
APRIL, 2019
 CERTIFICATE

This is to certify that RITA YADAV (15ME80) of VIII Semester, B.Tech (Mechanical

Engineering) “2015-2019”, has completed a Seminar titled “SIX STROKE ENGINE”

in partial fulfillment for the award of the degree of Bachelor of Technology under

Rajasthan Technical University, Kota.

Date:- Dr. SANDESH TRIVEDI

(ASSOCIATE PROFESSOR)
MECHANICAL ENGINEERING DEPARTMENT
GOVT. ENGINEERING COLLEGE, AJMER
 TABLE OF CONTENTS

SR.NO. CONTENT PAGE NO.

1. ABSTRACT 5

2. INTRODUCTION 6

3. HISTORY 7-11

4. PRINCIPLE 12-16

5. WORKING 17-20

6. ANALYSIS AND TESTING 21-22

7. ADVANTAGES 23

8. LIMITATIONS 24

9. CONCLUSION 25

10. REFERENCES 26
 LIST OF FIGURES

Figure 1 .GRIFFIN SIX STROKE ENGINE ........................................................................................ 8

Figure 2. BAJULAZ SIX STROKE ENGINE ..................................................................................... 8
Figure 3. CROWER SIX STROKE ENGINE ...................................................................................... 9
Figure 4. BEARE HEAD SIX STROKE ENGINE ............................................................................ 10
Figure 5.CHARGE PUMP ENGINE .................................................................................................. 11
Figure 6.SPROCKETS ........................................................................................................................ 14
Figure 7.CAM SHAFT ........................................................................................................................ 15
Figure 8.VALVE TIMING DIAGRAM ............................................................................................. 15
Figure 9. FLAT AND SPHERICAL FOLLOWER ............................................................................ 16
Figure 10. PRESSURE VOLUME DIAGRAM ................................................................................. 16
Figure 11.FUEL FLOW RATE ........................................................................................................... 16
Figure 12. GRAPH b/w EFFICIENCY & ENGINESPEED .............................................................. 16
 REPORT
ON
SIX STROKE ENGINE

ABSTRACT
The quest for an engine having the same or more power with higher fuel efficiency than
the existing ones has started before many years. As a result of all these researches a new engine
concept is formed, which is a six stroke engine. Lot of research works are conducted on this topic
nowadays and already six types of six stroke engines were discovered

During every cycle in a typical four stroke engine, piston moves up and down twice in
the chamber, resulting in four total strokes and one of which is the power stroke that provides the
torque to move the vehicle. But in a six stroke engine there are six strokes and out of these there
are two power strokes. The name of the engine has nothing to do with the number of revolutions
or anything of that sort. This engine got its name due to its construction. A six stroke engine derived
its name from the fact that it is a mixture of two and four stroke engine. The automotive industry
may soon be revolutionized by a new six-stroke design which adds a second power stroke, resulting
in much more efficiency with less amount of pollution.

In the present article a brief history and types of six stroke engine were dealt and the
advantages of the six stroke engine over other conventional engines were dealt using various
performance curves.
 INTRODUCTION

The term six stroke engine describes two different approaches in the internal combustion engine,
in the first approach, the engine captures the waste heat from the four stroke Otto cycle or Diesel
cycle and uses it to get an additional power and exhaust stroke of the piston in the same cylinder.
Designs either use steam or air as the working fluid for the additional power stroke. As well as
extracting power, the additional stroke cools the engine and removes the need for a cooling system
making the engine lighter and giving 40% increased efficiency over the normal Otto or Diesel
Cycle. The pistons in this six stroke engine go up and down six times for each injection of fuel.
These six stroke engines have 2 power strokes: one by fuel, one by steam or air. The currently
notable six stroke engine designs in this class are the Crower's six stroke engine, invented by Bruce
Crower of the U.S.A; the Bajulaz engine by the Bajulaz S A Company, of Switzerland; and the
Velozeta’s Six-stroke engine built by the students of an engineering college Trivandrum.

The second approach to the six stroke engine uses a second opposed piston in each cylinder which
moves at half the cyclical rate of the main piston, thus giving six piston movements per cycle.
Functionally, the second piston replaces the valve mechanism of a conventional engine and also it
increases the compression ratio. The currently notable six stroke engine designs in this class
include two designs developed independently: the Beare Head engine, invented by Australian
farmer Malcolm Beare, and the German Charge pump, invented by Helmut Kottmann.
 HISTORY OF SIX STROKE ENGINE

Its concept was developed in 1880s. However the rapid research commenced only after
1990s. Of the piston in the same cylinder. Designs either use steam or air as the working fluid
for the additional power stroke. As well as extracting power, the additional stroke cools the
engine and removes the need for a cooling system making the engine lighter and giving 40%
increased efficiency over the normal Otto or Diesel Cycle. The pistons in this six stroke engine
go up and down six times for each injection of fuel. These six stroke engines have 2 power
strokes: one by fuel, one by steam or air. The currently notable six stroke engine designs in
this class are the Crower's six stroke engine, invented by Bruce Crower of the U.S.A; the
Bajulaz engine by the Bajulaz S A Company, of Switzerland; and the Velozeta’s six stroke
engine built by the students of an engineering college Trivandrum.

The second approach to the six stroke engine uses a second opposed piston in each
cylinder which moves at half the cyclical rate of the main piston, thus giving six piston
movements per cycle. Functionally, the second piston replaces the valve mechanism of a
conventional engine and also it increases the compression ratio. The currently notable six stroke
engine designs in this class include two designs developed independently: the Beare Head
engine, invented by Australian farmer Malcolm Beare, and the German Charge pump, invented
by Helmut Kottmann.
 First Category
The engines coming under this category are:

Griffin six stroke engine:-

Griffin engine was the first six stroke engine developed in

the world. It is developed by the engineer Samuel Griffin in
1883. In 1886 Scottish steam locomotive makers found a
future in Griffin’s engine and they licensed the Griffin
patents also marketed the engine under the name
‘Kilmarnock’. They used this engine mainly for electric
power generation.

Figure 1 .GRIFFIN SIX

STROKE ENGINE
Bajulaz six stroke engine:-

The Bajulaz Six Stroke Engine was invented in 1989 by the

Figure 2. BAJULAZ SIX
STROKE ENGINE
Bajulaz S A Company based in Geneva, Switzerland. The
Bajulaz six stroke engine is similar to a regular combustion
engine in design. There was however modifications to the
cylinder head, with two supplementary fixed capacity
chambers, a combustion chamber and an air preheating
chamber above each cylinder. The combustion chamber
receives a charge of heated air from the cylinder; the injection
of fuel begins, at the same time it burns which increases the
thermal efficiency compared to a burn in the cylinder. The high
pressure achieved is then released into the cylinder to work the
power or expansion stroke.

Meanwhile a second chamber which blankets the combustion chamber has its air content heated
to a high degree by heat passing through the cylinder wall.
 This heated and pressurised air is then used to power an additional stroke to the piston. The
advantages of the engine include reduction in fuel consumption by 40%, multi-fuel usage
capability, and a dramatic reduction in pollution.

Crower six stroke engine:-

This engine is invented by Bruce crower of California in

USA in the year 2004. Bruce Crower is actually a race car
mechanic with his own workshop. In his six-stroke engine,
power is obtained in the third and sixth strokes. First four
strokes of this engine are similar to a normal four stroke
engine and power is delivered in the third stroke. Just prior
to the fifth stroke, water is injected directly into the heated
cylinder via the converted diesel engine's fuel injector
pump. The injected water absorbs the heat produced in the
cylinder and converts into superheated steam, which causes
the water to expand to 1600 times its volume and forces
the piston down for an additional stroke i.e. the second
power stroke. The phase change from liquid to steam
Figure 3. CROWER SIX STROKE
removes the excess heat of the engine. ENGINE

As a substantial portion of engine heat now leaves the cylinder in the form of steam,
no cooling system radiator is required. Energy that is dissipated in conventional arrangements
by the radiation cooling system has been converted into additional power strokes. In Crower's
prototype, the water for the steam cycle is consumed at a rate approximately equal to that of
the fuel, but in production models, the steam will be recaptured for re-use.
Second category

The engines coming under this category are:-

Beare Head six stroke engine:-

Malcolm Beare 47-year-old Australian wheat farmer is the

inventor of this six stroke engine. Actually the name six
stroke engines was introduced by Malcolm Beare. Beare
created an innovative hybrid engine, combining two-strokes
in the top end with a four-stroke above the middle portion.
So by adding this four plus two equals six, he derived the
name six stroke engines.
Below the cylinder head gasket, everything is conventional, in

his design.

Figure 4. BEARE HEAD SIX STROKE

ENGINE

So, one main advantage is that the Beare concept can be transplanted to existing engines without
any redesigning or retooling the bottom end and cylinder. But the cylinder head and its poppet
valves get thrown away in this design. To replace the camshaft and valves, Beare used a short-
stroke upper crankshaft complete with piston, which is driven at half engine speed through the
chain drive from the engine. This piston moves against the main piston in the cylinder and if
the bottom piston comes four times upwards, upper piston will come downwards twice. The
compression of charge takes place in between these two pistons. Much higher compression
ratios can be obtained in this engine. Malcolm used on his first six-stroke, based on a Honda
XL125 farm bike.
Charge pump engine:-

In this engine,
similar in design to
the Beare head, a
‘piston charger’
replaces the valve
system. The piston
charger charges the
main cylinder and it
simultaneously
regulates the inlet
and the outlet
aperture leading to
no loss of air and
fuel in the exhaust.
Figure 5.CHARGE PUMP ENGINE
In the main
cylinder, combustion takes place every turn as in a two-stroke engine and lubrication as in a
four stroke engine. Fuel injection can take place in the piston charger, in the gas transfer
channel or in the combustion chamber. It is also possible to charge two working cylinder with
one piston charger. The combination of compact design for the combustion chamber together
with no loss of air and fuel is claimed to give the engine more torque, more power and better
fuel consumption. The benefit of less moving parts and design is claimed to lead to lower
manufacturing costs. Good for hybrid technology and stationary engines. The engine is
claimed to be suited to alternative fuels since there is no corrosion or deposits left on valves.
The six strokes are: aspiration, pre- compression, gas transfer, compression, ignition and
ejection.
 PRINCIPLE OF SIX STROKE ENGINE

The six-stroke engine describes a number of approaches in IC engine to utilize the waste heat from
the 4-stroke diesel cycle or Otto cycle and use it to generate more power.

Generally the one compression and one power strokes are added to cycle which higher the
thermal efficiency and reduces the fuel consumption.

The piston in six-stroke engine moves up and down six times for each injection of fuel.

The first four strokes are same as that of the 4-stroke engine after the exhaust the fuel-air mixture
is again compressed and burned gases are removed during the sixth stroke. The glowing
combustion chamber allows the optimal burning of any fuel and calculate the residues.

The first stroke of the six-stroke cycle, i.e. the admission of the air or of the air-fuel mixture,
involves only low pressure admission cylinders.

The third and fourth strokes of this same cycle, i.e. the second compression and the first expansion
of the combustion gases respectively, involve only high pressure combustion cylinders.

The final discharge of the combustion gases under low pressure, which represents the sixth stroke
of the cycle, involves only low pressure admission cylinders and low pressure discharge cylinders.

The engine shows 30-40 percent reduction in fuel consumption and also economical.

The engine can also use variety of fuel. As the engine has two powers stroke that gives the efficient
burning of the fuel and lower the pollution.
 DISCUSSION ON THEORY
According to the theory more torque is derived if the upper piston drive is advanced in piston
drive has detrimental effects on valve timing, combustion chamber volume and rate of change
in volume during the combustion period and total engine volume.

1. Valve Timing: The effect is to open the exhaust port earlier, reduce the amount of
valve overlap and close the intake port earlier. Opening the exhaust port earlier
means that the expansion stroke is effectively shortened and less energy is extracted.
Reducing the amount of overlap does not allow enough time for intake to clear the
combustion chamber and the exhaust extraction effect is reduced. The earlier intake
port closing reduces charge filling and volumetric efficiency.

2. Combustion chamber volume: It is effectively increased thus lowering

compression ratio. The rate of acceleration of expansion is faster in the earlier
periods, contrary to the ideal of a constant volume during combustion.

3. Total Engine Volume: The effect is to reduce change in volume during intake and
compression and increase expansion and exhaust, thus reducing volumetric
efficiency of intake.

If we do advance the timing we would have to compensate in the design of the engine by

1) Reducing combustion chamber volume.

2) Raising exhaust port lower lip to provide later exhaust opening.

3) Lowering intake port lower lip to provide later intake closing.

4) Altering disc timing to allow exhaust port closing.

ENGINE PARTS MODIFIED

1) Cam shaft / Crank shaft Sprockets:

In the six stroke engine the crankshaft has 1080 degrees of rotation for 360 degree rotation of
the camshaft per cycle. Hence their corresponding sprockets are having teeth in the ratio 3:1.In
the original four stroke engine the teeth of the sprockets of the crankshaft and the camshaft were
in 2:1 ratio. The 34 teeth sprocket of the four stroke engine camshaft was replaced by a 42 teeth
sprocket in the six stroke engine. The camshaft sprockets were also replaced from 17 teeth to
14 teeth to convert the four stroke engine into six stroke engine.

Figure 6.SPROCKETS
2) Cam lobes:

In the six stroke engine the 360 degrees of the cam has been divided into 60 degrees
among the six strokes. An extra cam is provided for the water injector as well.

Figure 7.CAM SHAFT

3) Valve Timing:

The valve timing of

the four stroke Honda
engine has been changed.
The inlet valve opening
(IVO) is 10° at TDC,
same as that of the four
stroke Honda activa
engine. Inlet valve
Closes (IVC) at 20° after
BDC, same as that of the
four stroke engine.
Exhaust valve opens
Figure 8.VALVE TIMING DIAGRAM (EVO) 10° at BDC,
which in the original
engine was 25° before BDC. Velozeta’s reduced this 25° advanced opening of exhaust.
 4) Secondary Air Induction System

The secondary air induction system, supplies the air which is used during the fifth and sixth
stroke. During the fifth stroke air from the air filter is sucked into the cylinder through the
secondary air induction line. The reed valve opens to permit the air flow. During the sixth stroke,
the air is removed through the exhaust manifold .The reed valve opens and the reed valve closes
during this stroke. The inlet valve remains closed during these strokes.

5) Cam Follower Modification

Cam follower modification the bottom shape of regular

follower has the flat pattern, which is suitable with the
normal camshaft for four stroke engine. The shape of the
follower must be roller or spherical shape. In this case a
spherical shape is chosen as its contact area is less.

Figure 9. FLAT AND

SPHERICAL FOLLOWER

6) Water Injection System:

The water injection is done by the help of water injector which is operated by the cam. This thing
can be done more effectively by the use of Water metering pump or by the progressive cavity
pump.
 WORKING OF SIX STROKE ENGINE

The detailed working of the six stroke engine has been explained by using figures,
which give explanations regarding the each stroke. The working of the engine is as
follows. Also the detailed label of engine parts in the figures is given below.

 First stroke

During the first stroke the inlet valve

opens and air-fuel mixture from
carburettor is sucked into the cylinder
through the inlet manifold.
 Second Stroke

During the second stroke, piston moves

from BDC to TDC, both the inlet valve
and exhaust valve are closed and the
air-fuel mixture is compressed. The
compression ratio of the modified
engine is same as that of the original
four stroke Honda engine 9:1.

 Third stroke

During the third stroke, power is

obtained from the engine by igniting
the compressed air- fuel mixture using
a spark plug.
Both valves remain closed. Piston
moves from TDC to BDC.
 Fourth Stroke

During the fourth stroke, the exhaust valve

And the reed valve opens to remove the

burned gases from the engine cylinder.
Piston moves from BDC to TDC.

 Fifth Stroke

During the fifth stroke, the exhaust valve

remains open and the reed valve

closes. Fresh air from the air filter
enters the cylinder through the
secondary air induction line provided
at the exhaust manifold. The reed
valve opens.
  Sixth Stroke

During the sixth stroke, the exhaust valve

remains open. The air sucked into the

cylinder during the fifth stroke is removed
to the atmosphere through the exhaust
manifold. The reed valve opens and the
reed valve closes.

The combustion of all injected fuel is

insured, first, by the supply of preheated
pure air in the combustion chamber,
then, by the glowing walls of the
chamber, which
acts as multiple spark plugs. In order to facilitate cold starts, the combustion chamber
is fitted with a heater plug (glow plug). In contrast to a diesel engine, which requires
a heavy construction, this multi-fuel engine, which can also use diesel fuel, may be
built in a much lighter fashion than that of a gas engine, especially in the case of all
moving parts. As well as regulating the intake and exhaust strokes, the valves of the
heating and the combustion chambers allow significantly additional adjustments for
improving efficiency and reducing noise.
 ANALYSIS AND TESTING

1. PRESSURE AND VOLUME DIAGRAM

Figure 10. PRESSURE VOLUME DIAGRAM

Work obtained by six stroke is the sum of the both combustion work and vaporization work.
So that the break mean effective pressure will increase.

2. FUEL FLOW RATE

Figure 11.FUEL FLOW RATE

Amount of fuel supplied to the engine per unit time is the fuel flow rate. As the diagram shows
the fuel flow rate of 6-stroke engine is 50% lesser than the conventional 4-stroke engine

3. THERMAL EFFICIENCY

The thermal efficiency of the engine is the power produced by the engine to the power
available from fuel. The thermal efficiency of the four stroke engine lies between 20-
30%, whereas the thermal efficiency of six stroke engine lies between 40

Figure 12. GRAPH b/w EFFICIENCY & ENGINESPEED

ADVANTAGES OF SIX STROKE ENGINE OVER FOUR
STROKE ENGINE

The six stroke is thermodynamically more efficient because the change in volume of
the power stroke is greater than the intake stroke, the compression stroke and the Six
stroke engine is fundamentally superior to the four stroke because the head is no
longer parasitic but is a net contributor to – and an integral part of – the power
generation within exhaust stroke. The compression ratios can be increased because of
the absent of hot spots and the rate of change in volume during the critical
combustion period is less than in a four stroke. The absence of valves within the
combustion chamber allows considerable design freedom.

Main advantages of the six-stroke engine:

1. Reduction in fuel consumption by at least 40%

An operating efficiency of approximately 50%, hence the large reduction in specific

consumption. The Operating efficiency of current petrol engine is of the order of
30%. The specific power of the six-stroke engine will not be less than that of a four-
stroke petrol engine, the increase in thermal efficiency compensating for the issue
due to the two additional strokes.

2. Two expansions (work) in six strokes

Since the work cycles occur on two strokes (3600 out of 10800) or 8% more than
in a four-stroke engine (1800 out of 720), the torque is much more even. This lead
to very smooth operation at low speed without any significant effects on
consumption and the emission of pollutants, the combustion not being affected by
the engine speed. These advantages are very important in improving the
performance of car in town traffic.
 3. Dramatic reduction in pollution

Chemical, noise and thermal pollution are reduced, on the one hand, in proportion
to the reduction in specific consumption, and on the other, through the engine’s own
characteristics which will help to considerably lower HC, CO and NOx emissions.
Furthermore, its ability to run with fuels of vegetable origin and weakly pollutant
gases under optimum conditions, gives it qualities which will allow it to match up to
the strictest standards.

4. Multifuel

It can use the most varied fuels, of any origin (fossil or vegetable), from diesel to
L.P.G. or animal grease. The difference in inflammability or antiknock rating does
not present any problem in combustion. It’s light, standard petrol engine
construction, and the low compression ratio of the combustion chamber; do not
exclude the use of diesel fuel. Methanol-petrol mixture is also recommended.

LIMITATIONS OF SIX STROKE ENGINE

1) Early engine starting problems.

2) Running Problems in cold regions.

3) Requirement Of neutral water.

4) Engine size increases due to additional components.

5) Higher manufacturing costs.

 CONCLUSION

Six stroke engine has many advantages like high thermal efficiency, low fuel consumption,

high break mean effective pressure, and low emission. However drawbacks like initial

starting problem, availability of water are also associated. The starting problem can be

eliminated by using heater or glow plug and coupling a dc motor as prime mover to the

engine. Nowadays research and experiments are going on to modify the engine further and to

make it suitable for practical purpose.

 REFERENCES

1. http://www.seminarsonly.com/mech%20&%20auto/Six_Stroke_Engine.php
2. https://www.quora.com/How-does-a-6-stroke-engine-work
3. https://en.wikipedia.org/wiki/Sixstroke_engine
4. https://www.google.co.in/search?biw=1366&bih=662&tbm=isch&sa=1&ei=InWq
WpD8GoHpvgSN4YPgAw&q=six+stroke+engine+pv+diagram&oq=six+stroke+e
ngine+pv+diagram&gs_l=psy-
ab.3...8218.19834.0.20761.20.18.2.0.0.0.303.3462.0j5j8j2.15.0....0...1c.1.64.psy-
ab..3.5.931...0j0i24k1j0i30k1.0.j93t4nFHz_k