“GREEN ENGINE”

CHAPTER 1
INTRODUCTION

The paper describes about the green engine, which is one of the most interesting discoveries
of the new millennium. It has got some unique features when compared to other
contemporary engines. This engine is one of the piston less with features like High
expansion ratio, strong swirling, sequential variable compression ratio, direct intake etc. The
efficiency of this engine is very high and also the exhaust emissions are near zero. The
significance of the engine lies in the efficiency when the present world is facing some
serious problems regarding energy crisis. Various researches on this engine is being carried
out and yet to find the demerits of this engine. Generators have been produced by using
green engine. Hence the green engine is the engine of future. The engine prototype have
been recently developed and also because of the unique design, Limitations have been to any
extent but even in the face of limitations if any , the green engine have sure to serve the
purpose to large extent.

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CHAPTER 2
HISTORY
The Green Engine was a British engine company founded by Gustavus Green in Bexhill to sell
engines of his design. He flourished especially as a designer of aeroplane engines during the first
two decades of the 20th century. The engines were actually manufactured by the Aster
Engineering Company.

The firm produced a range of water-cooled, mostly inline engines up to about 1915. Green
engines powered many pioneering British aircraft, including those of A. V. Roe, Samuel Cody,
and Short Brothers. They had several advanced features in common; cast steel single-piece
cylinders and cylinder heads, two valves per cylinder driven by an overhead camshaft, white
metal crankshaft bearings and copper and rubber-sealed water jackets. Manufacture was at
the Aster Engineering Company of Wembley.

When the Great War broke out, the company was known for its motorcycle engines and
particularly associated with a "pannier honeycomb" radiator design. It was already involved in
aero-engine design. In 1909, the C.4 had been the only motor to complete the tests for the Patrick
Alexander Competition but was not awarded the £1,000 prize, because the rules called for a
35 hp (26 kW) engine while the C.4 only averaged 31.5 hp (23.5 kW). The competition was re-
run the following year for more powerful engines: this time, Green gained the prize with
the D.4. Up to 1912 Green was the only source of all-British aircraft engines capable of
producing 60 hp (45 kW) and so the only choice when prizes were offered for all-British aircraft.
The best known case is John Moore-Brabazon's winning the £1,000 Daily Mail prize for a
circular 1 mi (0.87 nmi; 1.6 km) flight by a British pilot in an all-British aeroplane in his D.4-
powered Short Biplane No. 2 in 1910.

In 1914, the company was awarded a £5,000 prize by the Army Council in a Naval and Military
Aeroplane Engine Competition for their 100 hp (75 kW) water-cooled six-cylinder"Engine No.
1", which was judged to possess the highest number of attributes desirable in an aeroplane
engine It was designed to deliver maximum power at low speed and weighed 442 lb (200 kg).

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CHAPTER 3

GLOBAL ISSUES

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.

Fig 3.1. World Primry Energy Supply by Fuel

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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 two
million tonnes. At 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 “green house effect”. Atmospheric scientists now
believe that carbon dioxide is responsible for about half the total “green house 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 verylow exhaust emission, higher
efficiency, low vibrations etc.
Apart from thesefeatures, is its uniqueness to adapt to any fuel which is also well burnt.
Needless tosay, if implemented will serve the purpose to a large extent.

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CHAPTER 4

POSITIVE DISPLACEMENT AUTOMOTIVE DRIVE OF GREEN

ENGINE

The fact that the rotor surfaces do not touch each other or the casing causes aminimal 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 4.1. Power green engine

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
down hill driving and the compressed air could be stored and reused.

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CHAPTER 5
POSITIVE DISPLACEMENT OF 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 the 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 coul 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.

Fig 5.1. Green pump

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In the 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.

The extreme volumetric efficiency of the GREEN ENGINE allows this a 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.

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CHAPTER 6
TECHNICAL FEATURES

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.

6.1 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.

6.2 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.

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6.3 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.

6.4 Direct Fuel Injection

Direct fuel injection can provide higher output and torque, while at the same time it also
enhances the response for acceleration.

6.5 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.

6.6 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.

6.7 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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6.8 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.

6.9 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

6.10 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.

6.11High 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.

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6.12 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.

6.12 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.

6.13 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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Limeted Parts And Small Size

Fig. 6.1. Parts of Engine

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.

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CHAPTER 7

CONSTRUCTION AND WORKING

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.
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, aluminium 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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CONSTRUCTION DIAGRAM

SIX PHASES OF GREEN ENGINE

. Fig 7.1. Construction and working

7.1 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
opning to the chamber.

7.2 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.

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7.3 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.

7.4 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 front. As soon as the whole charge is ignited to burner rotates to position itself in
front of the narrow exit

7.5 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.

7.6 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 axhaust emissions.

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Fig 7.2. Graph Of Work and Power output

Fig 7.3. working of engine

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CHAPTER 8
ADVANTAGES
As obvious from the technical features which include effective innovations, the advantages of
the Green engine over the contemporary piston engines are many.

8.1 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.

8.2 Limited Parts

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

8.3 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.

8.4 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.

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8.5 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.

8.6 Smooth Operation

Due to inherence of good dynamic and static balance the performance of the Green
engine is as smooth as an electric motor.

8.7 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.

8.8 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.

8.9 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.

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8.10 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.

8.11 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.

Comparison of Green Engine with conventional I. C. engines

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CHAPTER 9

APPLICATION

 Like normal engine green engine can be employed and in aircraft .

 Engineering application.

 Green engine is used in military.

 Green engine used in mines.

 Green engine used in electric generators.

 Green engine used in ships and submarine.

 Green engine used in AUDI’A4 CAR.

Fig 9.1. AUDI’A4 CAR ENGINE

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 Green engine used in KAWASAKI.

Fig 9.2. KAWASAKI Engine

 Green engine used in Aircraft.

Fig 9.3. Aircraft

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CHAPTER 10

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.

The green engine is minimized the pollution , as well as it is a new revolutionary

engine technology.Green engine can work with a large varity of fuels which makes it good
choice for using nonconventional fuels like biodiesel.

The environmental problems can be effectively overcome by the use of Green engine. It can use
almost any type of fuel available. It is superior to the conventional I.C. engine in terms of smooth
operation, efficiency and cost. Compared to conventional piston engine operated on four phases,
the Green Engine is an actual six-phase internal combustion engine with much higher expansion
ratio. Already it is being used in some of the application like aircrafts, ships and locomotives.
Research is going on for its effective use in wider range of transport vehicles.

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CHAPTER 11

REFERENCES

[1] http://www.greenenginetech.com

[2] Introduction to Internal Combustion Engines by Richard Stone

[3] Engineering Fundamentals of the Internal Combustion Engine

[4] Internal Combustion Engines by K.K. Ramalingam

[5] American Journal of Environmental Sciences (371-381, 2009) ISSN 1553-345X, 2009 by R.
A. Bakar and A.R. Ismail.

[6] International Conference on Science, Technology and Management.(ICSTM-16 978-81-

932074-0-6), 2016 by Pravesh M. Adhagle and Nilesh S. Mate .

[7] International journal of science and research (IJSR) (ISSN online: 2319-7064) (Impact Factor
2012: 3.358) (Volume 3, Issue 11, November 2014) by V. Lohit and V. Nikita Verabhu.

[8] Effects of Exhaust Gas Recirculation and Load on Soot in a heavy duty optical diesel engine
with closed couple post injections for high efficiency combustion phasing, 2013 by Jacqueline
O’Connor and Mark Musculus.

[9]T. Pushpara, & S. Ramabalan, “Green fuel design for diesel engine, combustion, performance
and emission analysis” International Conference on design and manufacturing, IConDM 2013.

[11]. T. Bohl & G. Tian “Optical investigation on diesel engine fuelled by vegetable oils” The
6th International Conference on Applied Energy – ICAE2014.

[12]. I Wayan Surata et al., “Simple Conversion Method from Gasoline to Biogas Fueled Small
Engine to Powered Electric Generator” International Conference on Alternative Energy in
Developing Countries and Emerging Economies 2013.

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[13]. M. Mofijur, M.G. Rasul, J. Hyde “Recent Developments on Internal Combustion Engine
Performance and Emissions Fuelled With Biodiesel-Diesel-Ethanol Blends”6th BSME
International Conference on Thermal Engineering (ICTE 2014).

[14]. Internal combustion engine- Mathur & Sharma. pp.1213 to1250.

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