CHAPTER 1

GLOBAL ISSUES OF GREEN ENGINE

1.1 Introduction

Everyday radios, newspapers, televisions and the internet warn us of energy

exhaustion, atmospheric pollution and hostile climatic conditions. After few

hundred years of industrial development, we are facing these global problems

while at the same time we maintain a high standard of living.

The most important problem we are faced with is whether we should continue

“developing” or “die”. Coal, petroleum, natural gas, water and nuclear energy are

the five main energy sources that have played important roles and have been

widely used by human beings.

The United Nations Energy Organization names all of them “elementary energies”,

as well as “conventional energies”. Electricity is merely a “second energy” derived

from these sources. At present, the energy consumed all over the world almost

completely relies on the supply of the five main energy sources. The consumption

of petroleum constitutes approximately 60 percent of energy used from all sources,

so it is the major consumer of energy

Statistics show that, the daily consumption of petroleum all over the world today is

40 million barrels, of which about 50 percent is for automobile use. That is to say,

auto petroleum constitutes about 35 percent of the whole petroleum consumption.

In accordance with this calculation, daily consumption of petroleum by

automobiles all over the world is over Green Engine.

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The same time as these fuels are burnt, poisonous materials such as 500 million

tonnes of carbon monoxides (CO), 100 million tonnes of hydrocarbons (HC), 550

million tonnes of carbon (C), 50 million tonnes of nitrogen oxides (NOx) are

emitted into the atmosphere every year, severely polluting the atmosphere. At the

same time large quantities of carbon dioxide (CO2) gases, resulting from burning,

have also taken the major responsibility for the “greenhouse effect”.

Atmospheric scientists now believe that carbon dioxide is responsible for about

half the total “greenhouse effect”. Therefore, automobiles have to be deemed as the

major energy consumer and atmosphere’s contaminator. Also,

This situation is fast growing with more than 50 million vehicles to be produced

annually all over the world and place into the market. However, at is estimate that

petroleum reserve in the globe will last for only 38 years. The situation is really

very grim.

Addressing such problems is what a Green engine does or tries to do. The Green

engine as it is named for the time being , is a six phase engine, which has a very

low exhaust emission, higher efficiency, low vibrations etc. Apart from these

features, is its uniqueness to adapt to any fuel which is also well burnt. Needless to

say, if implemented will serve the purpose to a large extent.

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1.2 Positive Displacement Automotive Drive Trian With Hybrid

Capabilities

The fact that the rotor surfaces do not touch each other or the casing causes a

minimal amount of friction. The shaft for the rotors has bearings but this friction is

also minimal. The friction of the movement of the air is vastly less than the friction

of a standard automotive engine where 600-750 RPMs are required to overcome its

own friction and compression. Once started the electric starter motor switches from

a starter to a generator.

The generator can switch back to an electric motor to add to the energy input of the

system if the auto is equipped with extra batteries. The extra batteries store energy

when the auto is braking or as a load when required for downhill engine braking.

Fig.1 power green engine

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There could be an electric clutch between the combustor and the expander to drive

both without the aid of fuel. There would be a minimum amount of friction for

operating both, without combustion or with any combination of both. Combustion

air can also be stored in tanks so the starting process can be via stored

compressed air or added back later to reduce energy required by the combustor.

The combustor and expander could be used as an air pump to add drag on downhill

driving and the compressed air could be stored and reused. 

1.3 Positive Displacement Jet Turbine

The drive train consists of two modules. Module one is a hot gas generator called

the combustor. In the case of the combustor, it could be described as a positive

displacement varying geometry jet turbine. It consists of a number of impellers

referred to as pump rotors. The varying geometry in combination with a number of

pump rotors allows for a multiplication factor in the total displacement per

revolution. The more rotors the greater the multiplication factor for volumetric

efficiency. The rotors pull high vacuum.

The slippage of the rotors is small. The vacuum pulled can be over 95% depending

on moisture content and speed of rotation. With each 360 degree turn of the rotors,

the ambient air is transported through the intake pushed by the vacuum created by

the intake rotors. As the mixture enters the intake, the rotors seal off discrete units

of the mixture and then transport them, not unlike a sealed conveyer belt, to the

output under ambient pressure conditions. Upon being deposited at the output, the

ambient air pressure has its volume readjusted to the output pressure.

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The output pressure is determined by how much volume is allowed to enter and

exit the next two stages. Stage one is the combustion chamber and stage two is the

exhaust rotors. If the output of the exhaust rotors is shutoff, the pump would (a)

continue to rotate and deposit more air until the pressure rose to a point where the

drive torque was no longer sufficient to allow rotation or (b) the slippage was

sufficient to cause a balance between rotation and the output pressure. Before

either point is reached sufficient pressure is obtained to allow the injectors to inject

the fuel and a spark causes the combustible mixture to burn at a continuous rate

with optimum energy conversion.

Fig.1.2 positive jet engine

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The flow sequence is:

1. To the impeller rotors

2. To a large cavity that is used as the combustion chamber. Before the

combustion, some pressurized air goes

3. A second set of rotors. These rotors have 3 times the volume capacity of the

input and the same diameter as the input rotors, but are 3 times as deep.

4. The output of these stages goes to an accumulator with two variable orifices,

an input and output orifice. Initially both orifices are closed.

Fig.1.3 engine specifications

When the chamber pressure exceeds 150 PSI, the fuel is injected and a spark

ignites the combustible mixture. The volume, temperature and pressure rise

dramatically.

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The input and output orifices openings are adjusted until the desired pressure and

temperature is achieved in the combustor and the accumulator. In this case, we pre-

set it to roughly 700 PSI or whatever temperature and air fuel mixture that is

required to maintain the pressure used in the virtual road test. In this case the

output volume was 74 feet cubed and 3750 RPMs. The temperature and pressure

was set at the optimum burn rate for the fuel being used.

This continuous burn allowed for the optimum efficiency in the conversion of the

fuel to pressurized gas. The pressurized gas now exits into the second set of rotors.

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The second set allows the gas to expand by a factor determined by the number,

depth and diameter of the rotors. The increased area for the gas to push against

maintains the combustion process and drives the generator. The generator also

doubles as the starter motor.

The commonality of design for all applications of the GREEN ENGINE revolves

around the rotor. The volume of the rotor is determined by the area between the

surface of each adjacent rotor and the depth of that rotor. Rotors have equally

spaced cavities. Upon one single 360 degree rotation, the volume at the output for

a single cavity is multiplied by a factor of 1.333 times the volume for that single

cavity.

It would seem to defy logic that if there are a number of cavities, and each is

subjected to one revolution, then the output would and must be equal to the volume

of each cavity, not 1.333 times more. This is where the geometrical patterns and

the interplay between them cause the multiplication of the volume.

Other rotors could be added to accentuate the multiplication factor as stated above.

The blades of each rotor are continually exposed to input air on one side and air

being delivered to the output on the other and they intermittently supply a seal to

prevent the output from being exposed to the input.

This is not unlike a gear pump, but there are extreme differences in the geometry

of a gear and the varying geometry of the GREEN ENGINE rotors. (See the next

paragraph for more details) A fundamental understanding of how the energies in

the Universe maintain a constant equilibrium and energy sum of zero, while

internally having vast differences, was essential in formulating the design of this

engine. The actual details of how this was accomplished are proprietary. 

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Fig.1.5 diesel engine

The arrangement of the rotors can be all parallel, horizontal, vertical, rectangular,

box shaped and even circular as the most efficient. With large commercial units the

removal and replacement of units needing repair or overhaul is simplified. Imagine

being able to take a part of the engine offline within minutes and restarting with

parts removed or in the process of being removed while the balance of the engine

continues energy production.

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1.4 Positive Displacement Green Pump

A gear pump has two gears. If a third or more gears were added, the gear pump

would cease to function. The Green Pump, with two or more gears (We term them

rotors in the Green Pump) produces a multiplication of volumetric efficiency. In

both type pumps input and output can be reversed. If the pump was directly

attached to a drive wheel instead of a rear end, forward, neutral and reverse could

be accomplished by reversal of the input and output function.

Neutral could be accomplished by directly connecting the input to the output. In

the GREEN ENGINE this pump module in the drive train is called the expander

unit. The pressurized gas from the combustor unit travels to the expander unit

through an accumulator with input and output orifices.

In the Prius comparison road test, the expander unit had the same cross-sectional

area as the combustor, but the rotors were 12.500 inches deep. Increasing the

number of rotors decreases the depth of the rotors required. Care is exercised to

minimize any heat loss to the atmosphere.

The pressure and the volume of the pressurized gas over a period of time fixes the

theoretical limit for the HP that can be converted from the combination. In the

GREEN ENGINE, the combustion process is continuous so that the maximum

efficiency can exceed 95% of the mixture being converted.

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The extreme volumetric efficiency of the GREEN ENGINE allows this and more

while maintaining a small case size. Normally this would be counterproductive as

parts required to receive the reduced pressure with equally greater volume must

have an equivalently larger surface area.

Fig.1.6 green pump

This surface area in normal automotive engines is two-dimensional as in the piston

surface area. In the GREEN ENGINE the expander unit is volume operated so

doubling its size gives 4 times the area to receive the expansion. This allows the

expander to be relatively smaller. Some gases can be allowed to expand in the

accumulator without loss of energy as the act of expansion does not mean a energy.

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Fig 1.6 analysis of energy crisis

Another energy saving feature is that the slippage on a low pressure expander is

substantially less than a high pressure one with the same RPMs when both units

are made to the same tolerances. Depending on design and application a radiator

may still be needed.

The main high temperature generating area is small in comparison to standard auto

engines and double the thermal efficiency meaning a smaller radiator may be

required. Now comes the best part. When the auto is stopped the combustor stops.

When the accelerator pedal is pushed down after the stop, the combustor raises the

pressure.

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Even if the stop lasts a number of minutes, hot gases can be stored in the

accumulator which is sealed at both ends when the vehicle is stopped preventing a

time lag. The accumulator allows fast input to the expander chamber and pushes on

the rotors. Since the rotors are not turning and the displacement is very positive,

the pressure builds up to that allowed by the design.

When the pressure exceeds the required torque, this causes the rotors to rotate

therefore moving the vehicle and reducing the pressure. The pressure loss is

quickly replaced from the accumulator and subsequently that lost pressure is

replaced by the combustor. The depression of the accelerator pedal determines the

actual RPMs at the wheel.

Fig 1.7 steam engine

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The amount of torque that can be produced can exceed the structural strength of

the drive components, so safety limitations are imposed. A 5 HP combustor and

properly sized expander can move a fully loaded semi-truck, just very slowly. This

is one of the great energy saving features. You only need to pay for the energy

required and do not need to feed a large cubic inch conventional engine.

On a small scale the pump would make a great heart pump as the blood being

pumped is always being pushed away in a wiping action from the sealing areas.

The pump also has massive volumetric efficiency. The wiping action would help

prevent damage to the blood cells which are normally pinched or crushed.

Fig 1.8 assembly of engine in car

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1.5 Positive Displacement Supercharger

The expander input and output could be reversed and the pump could be used as a

supercharger with extreme volumetric efficiency. Due to the positive displacement,

the PSI per stage is higher than conventional superchargers. Stacking the pumps

above each other will greatly increase the amount of pressure that can be created in

fewer stages, such as in a dry SCUBA compressor. 

Fig 1.8 supercharger

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1.6 Generator

The basic drive train could be used as a generator with the same efficiency. To

save fuel when low load conditions prevail, the pressure can be greatly reduced

without the need to reduce RPMs. If one chooses to also reduce the RPMs with no

load conditions, the accumulator can very quickly accelerate the RPMs to obtain

50 or 60 CPS, as well as the watts required to do the job. 

Fig 1.9 generator

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1.7 Wind Turbine

Wind turbines typically generate electricity with an electrical generator attached to

the propeller through a transmission with variable blade pitch. The main problem is

that the wind does not blow continually and the price you get per KWH is fixed

when the wind blows. It can only be considered as an additional source of energy,

not a primary one. If we use the GREEN PUMP as a compressed air generator, it

can become a primary source of energy available 24/7/365.

Fig 1.10 wind turbine

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The high pressure air can be stored in abandoned oil or gas wells. Gas companies

store extra natural gas supplies in this way with no discernable loss factors. These

stored supplies can be used to run an expander unit that turns an electrical

generator. One would need enough compressed air generators to store sufficient

supplies of extra compressed air to keep electricity flowing in low or non-wind

periods. The extra stored supplies could also be sold when the price is higher.

The result of over a millennium of windmill development and modern engineering,

today's wind turbines are manufactured in a wide range of vertical and horizontal

axis types. The smallest turbines are used for applications such as battery charging

for auxiliary power for boats or caravans or to power traffic warning signs. Slightly

larger turbines can be used for making contributions to a domestic power supply

while selling unused power back to the utility supplier via the electrical grid.

Arrays of large turbines, known as wind farms, are becoming an increasingly

important source of renewable energy and are used by many countries as part of a

strategy to reduce their reliance on fossil fuels.

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CHAPTER 2

TECHNICAL FEATURES OF GREEN ENGINE

2.1 Introduction

Compared to conventional piston engines, operated on four phases, the Green

engine is an actual six phase internal combustion engine with much higher

expansion ratio. Thus it has six independent or separate working processes: intake,

compression, mixing, combustion, power and exhaust, resulting in the high air

charge rate. Satisfactory air-fuel mixing, complete burning, high combustion

efficiency and full expansion.

The most important characteristic is the expansion ratio being much bigger than

the compression ratio. Also, the other main features are the revolutionary

innovations of the sequential variable compression ratio, constant volume

combustion and self-adapting sealing system.

Therefore, an engine having extremely high thermal efficiency, near-zero

emissions, quietness, light and small, lower cost with capability of burning of

various fuels has come into being.

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2.2 Direct Air Intake

Direct air intake means that there is no air inlet pipe, throttle and inlet valves on the

air intake system. Air filter is directly connected to the intake port of the engine,

and together with the less heating effect of air intake process, benefited from lower

temperature of independent intake chamber, a highest volumetric efficiency which

makes engine produce a high torque of output on all speed range is achieved . The

pump loss which consumes the part of engine power is eliminated .Also fuel

measuring facilities are built-in, and parts are saved.

2.3 Strong Swirling

As a tangential air duct in between combustion chamber and compression

chamber, a very swirling which could lost until gas port is opened, can be formed

while air is pumped into the combustion chamber. Consequently, the air-fuel

mixing and the combustion process can have a satisfying working condition.

2.4 Sequential Variable Compression Ratio

This greatly revolutionary innovation can provide the most suitable compression

ratio for the engine whatever operation mode it works on with burning variety of

fuels. Therefore, an excellent combustion performance is attained.

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2.5 Direct Fuel Injection

Direct fuel injection can provide higher output and torque, while at the same time it

also enhances the response for acceleration.

2.6 Super Air-Fuel Mixing

Since the independent air-fuel mixing phase is having enough time for mixing air

and fuel under strong swirling and hot situation, the engine is capable to burn any

liquid or gas fuels without modifications. An ideal air-fuel mixture could delete

CO emission. Also centrifugal effect coming from both strong swirling and

rotation of the burner makes the air-fuel mixture more dense near the spark plug. It

benefits to cold starting and managing lean-burning.

2.7 Lowest Surface to Volume Ratio

The shape of combustion chamber herein can be designed as global as possible.

Thus, a lowest surface to is obtained, and the engine is having less heat losses and

high combustion efficiency.

2.8 Controllable Combustion Time

Due to the independent combustion phase, compared to the conventional engine

whose performances lack of efficient combustion time, resulting in heavy CO

emission and low fuel usage rate, the Green engine has a sufficient controllable

combustion time to match any fuels.

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2.9 Constant Volume Combustion

The fuels can generate more energy while the combustion occurs on the constant

volume. Also, the constant volume combustion technology can allow the engine to

have a stable combustion when the lean burning is managed. Moreover, more

water can be added in to make the much higher working pressure and drop down

the combustion temperature, so power is added; heat losses and NOx emissions are

decreased.

2.10 Multi-Power Pulses

The green engine operates on multi-power pulses with a small volume of working

chamber contrasted to the conventional engine dose on the single power pulse with

a large working chamber. Obviously, a small volume of chamber only needs little

space, resulting in compact structure and limited size. Also, a small amount of air-

fuel mixtures being ignited on each power pulse can greatly cut down explosion

noise

2.11 High Working Temperature

Because the burner, which is made of high heat resistance and low expansion rate

material, such as ceramic, operates without cooling, a relatively high working

temperature can eliminate the quenching zone which is the main source of

emission and can greatly reduce the heat losses in the combustion chamber.

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2.12 High Expansion Ratio

High expansion ratio can make the burnt gases to release much more power. In

other words, the waste gases while they run out of the engine are only bringing

much less energy with them. Therefore, the engine’s thermal efficiency is greatly

raised, and at the same time, the noise and temperature of the exhaust are

tremendously dropped.

2.13 Self-Adapting Sealing System

This is another revolutionary innovation applied in the Green engine: it can

eliminate a number of seal plates or strips to achieve gapless seal and to provide

most efficient and reliable sealing system with less friction.

2.14 Vibration Free

As major moving parts, vanes which are counted in little mass and operated

symmetrically, the performance of the engine is very smooth. Hence, vibrations

are eliminated.

2.15 Modular Design

Use of modular design is the best way for engine mass production. Thus stacking

of rotors easily extends range of available power.

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2.16 Limited Parts and Small Size

There is only a few dozens of parts which can be easily manufactured in the engine

structure when compared with modern piston engine which comprises of more than

a thousand parts. It suggests that the cost will be very low. Also due to the compact

structure the package and the weight of the Green engine will be only 1/5 to 1/10

of the regular engine on the same output.

Fig 2.1 parts of engine

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2.17 Quietness And Low Exhaust Temperature

Burst out under small amount of mixtures, free of vibrations, and high expansion

ratio make the Green engine much quieter. It is really environment-friendly. Green

engine vehicles could transport troops on the battlefield of the future, and could

serve as a vital source of auxiliary power in combat. This is because these engines

are quiet, flexible and operate at low temperature, making them ideal for use in

“stealth” vehicles.

2.18 High Efficiency

Because many great innovations are being employed in the engine design such as:

direct air intake, sequential variable compression ratio, super mixing process,

constant volume combustion, controllable combustion time, high working

temperature of the burner, high expansion ratio and self adapting sealing system

etc., the thermal efficiency of the engine could be potentially as high as 65 %, even

more if water add-in technology is to be considered.

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CHAPTER 3

CONSTRUCTION AND WORKING

3.1 Introduction

As earlier mentioned, the Green engine is a six phase, internal combustion engine

with much higher expansion ratio. The term “phase” is used instead of “stroke”

because stroke is actually associated to the movement of the piston.

The traveling of the piston from bottom dead Centre to the top dead Centre or vice

versa is termed a stroke. But, in this engine pistons are absent and hence, the term

“phase” is used. The six phases are: intake, compression, mixing, combustion,

power and exhaust.

The engine comprises a set of vanes, a pair of rotors which houses a number of

small pot-like containers. It is here, in these small containers that compression,

mixing, combustion are carried out. The engine also contains two air intake ports,

and a pair of fuel injectors and spark plugs.

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Fig 3.1 working of green engine

The spark plugs are connected in such a system so as to deactivate them, when a

fuel which does not need sparks for ignition is used. The rotor is made of high heat

resistance and low expansion rate material such as ceramic. Whereas, the metal

used is an alloy of steel, aluminum and chromium.

Even though the engine is of symmetric shape, the vanes traverse an

unsymmetrical or uneven boundary. This shape cannot be compromised as this a

result of the path taken by the intake and exhaust air. This uneven boundary is

covered by the vanes in a very unique fashion. The vanes are made in such a way

that it comprises of two parts: one going inside a hollow one. At the bottom of the

hollow vane is a compressive spring. On top of this spring is mounted the other

part of the vane. Now, let us come to the working of the engine.

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Fig 3.2 green engine

3.2 Intake

The air arrives to the engine through the direct air intake port in the absence of an

air inlet pipe, throttle and inlet valves on the air intake system. A duct is provided

on the sides of the vane and rotor. The duct is so shaped that when the air moves

through, strong swirls generate when it gets compressed in the chamber. The air

pushes the vane blades which in turn impart a proportionate rotation in the small

rotor which houses the chambers. The inlet air duct ends with a very narrow

opening to the chamber.

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3.3 Compression

The rushing air from the duct is pushed by the blades into the small chambers in

the rotor. The volume of these chambers is comparatively very small. Naturally,

the compression obtained by such a procedure is very satisfactory. As earlier

mentioned, the compressed air is in a swirling state, ready to be mixed with the

fuel which will be injected into the chamber when it will be place before the

injector by the already rotating rotor.

3.4 Mixing

As soon as the chamber comes in front of the fuel injector, the injector sprays fuel

into the compressed air. Because of the shape of the chamber, the fuel mixes well

with the compressed air. The importance of ideal mixing leads to deletion of CO

emission. And also because of the strong swirling, a centrifugal effect is exerted in

the air-fuel mixture. Moreover, the rotation of the burner, makes this centrifugal

effect all the more effective. Mixing phase has enough time to produce an ideal air-

fuel mixture as the spark plug is positioned towards the other end of the rotor or

burner.

3.5 Combustion

As the chamber rotates towards the “end” of its path, it is positioned before the

spark plug. A spark flies from the plug into the air-fuel mixture. Because of the

mixing phase, the air-fuel mixture is denser near the spark plug, thereby, enabling

lean-burning of the charge and also a uniform flame Green Engine . As soon as the

whole charge is ignited, the burner rotates to position itself in front of the narrow

exit.

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3.7 Power

The expanded gas rushes out of the chamber through the narrow opening, thereby

pushing the name in the process. The sudden increase in volume ensures that more

power is released. Or in other words, the thermal energy is fully utilized.

3.7 Exhaust

As the thermal energy is fully utilized, the exhaust gases bring along comparatively

less heat energy. This mainly helps in the thermal efficiency of the engine. It raises

the engine’s thermal efficiency and also because of the complete burning of the

charge, poisonous gases like CO are absent in the exhaust emissions.

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CHAPTER 4

ADVANTAGES OF GREEN ENGINE

As obvious from the technical features which include effective innovations, the

advantages of the Green engine over the contemporary piston engines are many.

4.1 Small Size and Light Weight

As Green engine is very compact with multi-power pulses, the size and weight

could be 1/5 to 1/10 of the conventional piston engines on same output. Its power

to weight ratio could be more than 2 hp per pound without supercharge or turbo

charge.

4.2 Limited Parts

There are only some dozens of parts easy to be manufactured in the engine

structure.

4.3 High Efficiency

Because many great innovations are being employed in the engine design such as:

direct air intake, sequential variable compression ratio, super mixing process,

constant volume combustion, controllable combustion time, high working

temperature of the burner, high expansion ratio and self adapting sealing system

etc., the thermal efficiency of the engine could be potentially as high as 65 %, even

more if water add-in technology is to be considered.

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4.4 Multi-fuels

Due to six phases of working principle, super air fuel mixing process and constant

volume combustion with controllable time, the Green engine becomes the only real

multi-fuel engine on our planet; any liquid or gas fuels can be burnt well. Also it

would be ideal to coal powder if special anti-wearing material is employed.

4.5 Near-zero Emissions

With perfect air-fuel mixture, complete combustion under lower peak temperature

and free of quenching effect, the emission of CO, HC and NOx could be near zero,

thereby, a catalytic converter could be not required at all.

4.6 Smooth Operation

Due to inherence of good dynamic and static balance the performance of the Green

engine is as smooth as an electric motor.

4.7 Fast Accelerating Response

Direct injection, little rotating inertia and deleted reciprocating motion can

characterize the Green engine with operating at a very fast accelerating response.

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4.8 Quietness and Low Exhaust

Temperature Burst out under small amount of mixtures, free of vibrations, and

high expansion ratio make the Green engine much quieter. It is really environment-

friendly. Green engine vehicles could transport troops on the battlefield of the

future, and could serve as a vital source of auxiliary power in combat. This is

because these engines are quiet, flexible and operate at low temperature, making

them ideal for use in “stealth” vehicles

4.9 Ideal to Hydrogen Fuel

Separation of working chambers from each other is an ideal design for any fuel to

prevent backfire, especially for the hydrogen fuel.

4.10 Highly Reliable

As there are fewer moving parts operating smoothly, no crankshaft, valves,

connecting rods, cams and timing chains, and intake and exhaust actions are

accomplished directly by the motion of the vanes.Thus, it is highly reliable.

4.11 Low Cost

Limited parts, small in size, light in weight and depending upon current mature

materials and manufacturing technologies, mean that it would be done at much

lower cost on manufacture, transportation, installing to other devices, and

maintenance.

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CONCLUSION

The Green engine’s prototypes have been recently developed, and also because of

the unique design, limitations have not been determined to any extent. But even in

the face of limitations if any, the Green engine is sure to serve the purpose to a

large extent.

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REFERENCE

http://www.greenenginetech.com

Introduction to Internal Combustion Engines by Richard Stone

Engineering Fundamentals of the Internal Combustion Engine by Pulkrabek

Internal Combustion Engines by K.K. Ramalingam

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