The Six Stroke Engine

Written by Alan Bellows on March 18th, 2006 at 10:01 pm

Under the hood of almost all modern automobiles there sits a four-stroke internal combustion engine (ICE). Though the efficiency of the design has been improved upon significantly in the intervening years, the basic concept is the same today as that used by the first practical four-stroke engine built in the 1870s. During every cycle in a typical car engine, each piston moves up and down twice in the chamber, resulting in four total strokes… one of which is the power stroke that provides the torque to move the vehicle. But the automotive industry may soon be revolutionized by a new six-stroke design which adds a second power stroke, resulting in a much more efficient and less polluting alternative.

In a traditional ICE cycle, 1) the fuel/air valves open as the piston moves down, which draws air and fuel into the chamber; 2) the valves close as the piston moves back up, putting the air/fuel mixture under pressure; 3) the mixture is then ignited, causing a small explosion which forces the piston back down, which turns the crank and provides the torque; and finally 4) the exhaust valves open as the piston moves back up once again, pushing the byproducts of the fuel explosion out of the chamber. This leaves the piston back in its starting position, ready for another cycle. This process is repeated thousands of times per minute.

The clever new six-stroke design was developed by 75-year-old mechanic and tinkerer Bruce Crower, a veteran of the racing industry and a the owner of a company which produces high-performance cams and other engine parts. He had long been trying to devise a way to harness the waste heat energy of combustion engines, and one day in 2004 he awoke with an idea which he immediately set to work designing and machining. He modified a single-cylinder engine on his workbench to use the new design, and after fabricating the parts and assembling the powerplant, he poured in some gas and yanked the starter rope. His prototype worked.

His addition to the ICE design is simple in principle, yet a stroke of genius. After the exhaust cycles out of the chamber, rather than squirting more fuel and air into the chamber, his design injects ordinary water. Inside the extremely hot chamber, the water immediately turns to steam– expanding to 1600 times its volume– which forces the piston down for a second power stroke. Another exhaust cycle pushes the steam out of the chamber, and then the six-stroke cycle begins again.

Besides providing power, this water injection cycle cools the engine from within, making an engine's heavy radiator, coolant, and fans obsolete. Despite its lack of a conventional liquid cooling system, his bench engine is only warm to the touch while it is running.

From the Autoweek article:

Crower invites us to imagine a car or truck (he speaks of a Bonneville streamliner, too) free of a radiator and its associated air ducting, fan, plumbing, coolant weight, etc.
“Especially an 18-wheeler, they’ve got that massive radiator that weighs 800, 1000 pounds. Not necessary,” he asserts. “In those big trucks, they look at payload as their bread and butter. If you get 1000 lb. or more off the truck…”

Offsetting that, of course, would be the need to carry large quantities of water, and water is heavier than gasoline or diesel oil. Preliminary estimates suggest a Crower cycle engine will use roughly as many gallons of water as fuel.

And Crower feels the water should be distilled, to prevent deposits inside the system, so a supply infrastructure will have to be created. (He uses rainwater in his testing.) Keeping the water from freezing will be another challenge.

Bruce Crower holds a patent on the new design– which he is still developing and tweaking– but he estimates that eventually his six-stroke engine could improve a typical engine’s fuel consumption by as much as forty percent.

Further reading:
Autoweek article on the six-stroke engine
Wikipedia article on Internal Combustion Engine
Crower Cams & Equipment homepage

The 6 stroke cycle engine

I haven't seen or installed a hydrogen enhancement system on a 5 or 6 stroke cycle reciprocal engine ever before. But after I read how it works, it actually is more suitable and safer to use for hydrogen fuel!. Please read on and hopefully you see what I am also able to see here. This is borrowed from a Ducati website.

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Is there any development potential for the reciprocating internal combustion engine, whose architecture seems to have by now settled into a classic?
Motor Union Italia devised and designed a revolutionary engine featuring exhausts, production times, overall dimensions and weight all lower than a traditional four stroke engine's.
The correct technical definition of this new type of engine is: 6-stroke isovolumetric engine with revolving con-rod and half-floating piston.

Introduction
Reciprocating engines can either be "2 stroke cycle" engines or "4 stroke cycle" engines. As is known, the difference between the two lies in their succession of four characteristic strokes: in 2-strokes, it is completed in one crankshaft revolution (360º), while in 4-strokes, it is completed every two revolutions (720º).
The traditional geometry of reciprocating engines, i.e. piston, con-rod and crankshaft, determines a symmetrical piston movement with respect to the T.D.C. (Top Dead Centre) and the B.D.C. (Bottom Dead Centre), according to the sinusoidal pattern created by the crankshaft radius or "throw".
In both instances, designers, looking for improved performance, have pushed the valve opening and closing times to extremes. This has been done to maximise the volumetric efficiency of the piston around the TDC: in fact, these are technical compromises made necessary by the variable volume combustion typical of reciprocating engines, the operation of which is based on the crankshaft/connecting rod assembly. In practice, fuel ignition must necessarily begin before the TDC, consequently, the early stage of combustion (the only working stroke of the engine) occurs while the piston is still going up: this obviously results in wasted energy at the expense of the flywheel. This traditional approach is reversed in the new design: basing on the new crankshaft assembly that they have designed, Motor Union engineers offer an isovolumic combustion engine.
The driving shaft no longer has a crank but an eccentric profile similar to a cam: it can therefore generate motion patterns basically different from the symmetric motion of a crankshaft assembly. The piston must follow the eccentric profile because it is linked with it by a roller (coaxial with the piston pin) and by a retainer (a small con-rod guided in a profiled groove in the eccentric).
The roller turns without sliding on the cam profile which, unlike a crank, does not have a fixed radius but consists of a sequences of arcs of a circle, whose parameters can be changed (obviously, in the design phase) to adjust the vertical motion of the piston during each phase (in the intake phase the piston's downward movement is actuated by the retainer).
Why did they want to create an engine in which the piston does not move according to the well-know sinusoidal pattern created by the con-rod - crankshaft assembly? To enable it to follow, more logically and more appropriately, the evolution of the thermal and fluid-dynamic cycles by which it is affected.
The distinctive characteristic of this engine is, in short, that it allows the piston to "stop;" at the TDC and at the BDC for the time necessary to obtain a 6 Stroke cycle, with considerable advantages in terms of consumption and operating smoothness, and without having to compromise like in traditional engines, to the detriment of each stroke.



STROKE 1 - Constant Volume Combustion.
It is the dream of engine designers come true. Ignition begins when the piston is stopped at the TDC. The piston stop lasts for the time calculated by the designers to complete combustion and prevent any back-pressure caused by the spark advance. This enables to make the most of the energy obtained from the fuel, with decreased consumption by up to 20%.



STROKE 2 - Full expansion stroke.
In the state of the art, the working stroke is less than 65% of the total expansion stroke, because of the exhaust opening advance, which determines an over-4% loss of possibly resulting work. In the new design, the entire expansion stroke occurs between the TDC and the BDC.


STROKE 3 - Free exhaust.
This is the first, constant-volume exhaust phase: high-pressure gases are spontaneously evacuated while the piston is stopped at the BDC.

STROKE 4 - Forced exhaust.
In this phase, the exhaust gas is low pressure gas, therefore, the piston will not require a big pumping effort going up towards TDC. Approximately 2% saved energy

STROKE 5 - Intake.
The piston travels from the TDC to the BDC where it stops: the column of fresh gases continues to flow into the cylinder by inertia, until the intake valve closes. The intake volumetric efficiency is increased.



STROKE 6 - Compression.
Complete stroke from the BDC to the TDC. Ignition occurs at the TDC without any spark advance, saving a 3÷4% of the flywheel accumulated energy.
In a traditional engine, ignition always occurs during the compression stroke, applying a back-pressure on the crown of the piston which implies a loss of driving energy.

The Motor Union research engineers have found a simple, cheap way to make the most of the most neglected and most badly wasted of all strokes, the combustion stroke: they did this by modifying the piston motion pattern (fixed and unchangeable in current engine designs, because it is determined by the crankshaft dimensions and con-rod length only), by modifying the driving shaft concept, by introducing revolutionary changes in the con-rod design and, above all, by modifying the crank design which, instead of one fixed length, has different lengths according to the required motion pattern at different times. The proposed system therefore enables to work out an unlimited number of piston motion patterns, tailored to each different application, and to be able to divide each driving shaft revolution into several, rational, operation strokes, clearly defined and well separated; this will not only enhance the essentially important strokes of combustion and expansion, but also reduce the loss of efficiency for all of the following reasons:
Less con-rod pin friction;

Less (negative) pumping work required to let out exhaust gases;
Less back-pressure caused by spark advance;
Constant compression ratio (in traditional engines, during the combustion stroke which happens before the TDC, a volume variation occurs in the combustion chamber caused by the piston movement around the TDC);
Less friction thanks to the smaller number of driving shaft supports in a multicylinder engine;

Full expansion stroke;
According to Motor Union, this design would not totally upset the operation of current engines. On the contrary: it would only be necessary to modify the driving shaft, while continuing to use the same cylinders, pistons, heads and all the timing system parts of current engines. This would enable to still use the know-how acquired so far, and the currently available tools, casting and machining techniques.
The prototypes of a 6-Stroke Engine already built not only confirmed all theoretical expectations but were also relatively easy and cheap to build, lighter and less bulky. Displacement being the same, dimensions were reduced by 35% and, the crankshaft assembly, case and cylinder materials used being the same, the total weight reduction could range between 30 and 50%.

When I was one of the many freshly-graduated engineers still full of daring dreams, back at university, my Machines II teacher used to disillusion us by saying that all sorts of "devilish" variations of the reciprocating internal combustion engine had ALREADY been designed and patented. Is the new Motor Union engine design going to break this "rule" and become successful?

by: Stefano Bianucci

Tap Water Mustang available for school tours presenters speakers bureau

Tap Water Mustang available for school tours presenters speakers bureau anywhere in British Columbia lower mainland and Vancouver Island

Who's Killing the Hydrogen Car?

Following is an interview with a scientist, who has proven that dependence on fossil fuels is a choice, not a necessity. Imagine converting all our existing utility vehicles and short run trucks to run on Hydrogen. No fuel cells, no hybrids, no bullshit.

Hydrogen enhancement - why nobody talks about it?

Ever noticed why mainstream media don't talk about this so called controversial suppressed technology?... I ask that question myself most of the times.

Trying to figure out answers can lead one to think of many possible angles or theories.

I am not interested to talk about the theories... I am more interested to talk about why it should be considered as part of a quick fix - cure with a more permanent benefit and impact to the environment.

Fact is: We - the populace invested on the Big Automakers and the Big oils with our hard earned money from our servitude to the same elites. We invested in the form of labor and purchase of their products and services like cars and oil and fuel.

More Facts: These cars/ vehicles are worth our entire earnings in 5 years or so, these vehicles are necessities as well as luxuries... but the latter is more evident.

With the advent of events like Climate Change and depleting Ozone Layers, the Big elites must show their socially responsible side by offering solutions to pollutions that is both profitable and beneficial for the populace - that's us!

They will offer products / services that will be hard to replicate and produce by the common man, these products will hit our hot buttons like Increased Fuel and Economy and Low to Zero Emissions. They begin to build Gas/Electric Hybrids, Electrics and Hydrogen powered or fuel celled cars.

My Question: What do we do about our present and old cars?

The cost of recycling cars is also not being talked about in mainstream media.

To recycle cars - this means, melting materials to break them down back into usable raw materials. To melt requires power, and power requires burning of fuel... This means, Huge Carbon Footprints every year.

The Car-makers say, it is not economical to design cars that will last a lifetime like they used to do. Cars nowadays are designed to last for only 3 to 5 years, new models are being made every year. The cost of producing too many new models can be lower nowadays, but the cost of it's impact to the environment is more than what these Big Elites are offering as solution.

In my humble and honest opinion - being a layman with very little influence to the world. The only real solution is for the masses to stop buying new cars, keep their old or existing cars, improve it's emissions and efficiency with Hydrogen on demand technologies. They don't need to buy a Hybrid or any new - High Tech car. Heck, an old HHO-GEET VW Bug can beat the latest Ford Fusion with 46++MPG against 41MPG.

Media will never talk about this... don't ask me why... Ask - who owns the media?... But I believe the best question is: Who's labor and money is spent by the elites?

Money is invented by the Banks of the elites and it was originally from the house of Bourse somewhere in the Great British Empire. What used to be an Old English system for merchant exchange has evolved into the international money exchange.

The same system that financed wars of nations as well as the reconstruction of nations. the same system that fuels the economy of nations.

But who are the ones that perform all the labor this system fuels?... it's still the populace.

Hydrogen on Demand will probably not make it in mainstream media... not if the Elites don't back it up or allow it.

But why are we so dependent on Media?... media is just a medium, a channel to send messages to us. Whatever is placed in this channel, we have no choice but to absorb it. If the elites want you to love the new model car or embrace hydrogen fuel cell cars by next year, media will send signals or programs to condition our minds to consider and look into that direction and simply lose our sense of value for the old cars.

The truth is, the media brings the populace into an illusion of grandeur... Being green somehow becomes a fashion statement. Being green somewhat becomes fashionable by the coming years. Why bring it into this vain activity?... simply because the elites wants to keep the populace (us) into this state of being, mere low class individuals enslaved by our wants and not our needs.

They have also successfully instilled in the minds of the masses to mistake their wants for their needs. The need for power, luxury, comfort and the association of a picture of state of the art elegance in grand leather, suede, platinum and gold or silver coated embellishments, the masses- which includes the nuovo elites are all captured and enslaved by this illusion.

This is probably the most successful master plan ever pulled to mankind in the entire course of the planets history... but at whose expense?

This can be a lengthy topic to discuss in this blog and I have no intent to take your time for a long read.

Hydrogen on demand systems is still the best solution to address a clear and present problem. No matter what they do, it will not change the truth. And the truth is, the best things in life are free and the next best things are almost free.

Think about it.

Hydrogen Cars on their way out!

One of the key tenets of the Bush-era energy policy was the nascent development of a "Hydrogen Superhighway," which was one part of a grand "Hydrogen Economy." To those in the know, this was a make-believe and far-off world where your car runs on clean hydrogen that you fill up at the local hydrogen station or is produced in your garage, and it was about as close to a flux capacitor for your DeLorean as it was to a Honda FCX Clarity in your garage.

What was forgotten, at least to the people who made the energy policy in the first place, was the fact that it takes more energy -- a lot more with today's technologies -- to create a kilogram of hydrogen than a gallon of gas. And if you take time to think about it, there was no infrastructure in place to deliver the fuel to the vaporware hydrogen cars that quite a few of the car companies -- BMW, Honda, Ford and GM -- also developed at a major loss.

Well, consider this one more move from the Obama administration to distance themselves from the Bush administration. Quietly, may we add, Energy Secretary Steven Chu said in a briefing on the energy budget to reporters last week, that the days of the hydrogen car may have passed before they even started.

"We asked ourselves, is it likely in the next 10, 15 or 20 years that we will convert to a hydrogen car economy? The answer, we felt, was 'no,' " said Chu.

Chu then went on to cite the need for better fuel cells and a near complete lack of infrastructure as reasons why they chose to cut more than $100 million -- from $168 million to approximately $68 million -- from the U.S. Department of Energy budget.

Now, if we can only get Doc Brown on the case, we may have something...

-- Jon Alain Guzik

Jon Alain Guzik is the editor-in-chief at Driverside.com

Photo of FCX Clarity Credit: Honda

Hydrogen Enhanced Charade Cruising @ 130kph

Please click the link to view the video.

http://www.youtube.com/watch?v=AT7c9pNG-Kc

Since removing the J-Tip from the spark plugs, I still haven't inspected its condition. I am merely using this car daily as needed... this video was taken today in Coastal Road direction Cavite (O5,03,2009).

At 20% pedal pressure... the engine seems to perform at optimal speed. I can't floor it since it's having flat spots due to the very small jettings of the Carb. It is the smallest jet sizes I can get for this carb, and the mechanic was hesitant to put it - they told me, the car wont run with these small jets... and in case it starts, the car will be very sluggish. Well, I think the mechanic is now disproved.

One thing for sure - I can't go racing with this set up... but - I dont think the Black BMW Series 5 will believe it after I let it eat the dust earlier today. :-D

In fact, this little car intimidated 1 Mistubishi Evolution, 1 Mazda Protege and 1 Honda Prelude and some more street racers. They probably thought this Charade is a sleeper, of course this car is no match for them, but I dont think they are convinced after I left them some kilometers ago before they are able to catch up. :-)

I think I'll have to replaced back the stock jets next time.

100, 120 or 130kph is really nothing in the category of racing... but - this Car is no racer... it's bone stock! with no modifications in the engine...it is even under-carbed. 100kph without enhancement is hard to reach... I will have to floor the carb pedal to the metal then.

The only mods it has is very simple, low technology, non-intrusive, quick to install but pretty effective... all for under USD300 or PhP15,000.00 equivalent Total Cost!

This is cheap!... and you even get to drive GUILT-FREE! due to the low Carbon Footprint you make.

This is Real Fun!... and my nose isn't irritated at all!. :-D

Yeah, I'm getting my kicks here.. lol.

OH yes... 14.5km per liter average consumption... even in this speed, with AC on.

This is for the record.

P.S.

I keep forgeting to replace that horn button... An Egyptian guy once told me I dont deserve to drive this car because of this stupid Honda Horn button... well, nobody's perfect. Not even this car. :-D