1

INTRODUCTION

The majority of the actual internal combustion engines, operating on different cycles
have one common feature, combustion occurring in the cylinder after each compression,
resulting in gas expansion that acts directly on the piston (work) and limited to 180
degrees of crankshaft angle.
According to its mechanical design, the six-stroke engine with external and
internal combustion and double flow is similar to the actual internal reciprocating
combustion engine. However, it differentiates itself entirely, due to its thermodynamic
cycle and a modified cylinder head with two supplementary chambers: Combustion, does
not occur within the cylinder but in the supplementary combustion chamber, does not act
immediately on the piston, and its duration is independent from the 180 degrees of
crankshaft rotation that occurs during the expansion of the combustion gases (work).
The combustion chamber is totally enclosed within the air-heating chamber. By
heat exchange through the glowing combustion chamber walls, air pressure in the heating
chamber increases and generate power for an a supplementary work stroke. Several
advantages result from this, one very important being the increase in thermal efficiency.
In the contemporary internal combustion engine, the necessary cooling of the combustion
chamber walls generates important calorific losses.

Types of Six-Stroke Engine
There are mainly two approaches which are followed for making a six stroke engine from
a four stroke engine which are-
First Approach
There are two additional strokes by the main piston as fifth and sixth stroke. Such type of
engines which follow this approach are-
1) Griffin Six Stroke Engine
2) Bajulaz Six Stroke Engine
3) Crower Six Stroke Engine
4) Velozeta Six Stroke Engine
2

Second Approach
It uses a second opposed piston which moves at half the cyclical rate of the main piston.
Engines based on this approach are-
1) Beare Head Six Stroke Engine
2) M4 +2 Engine
In addition to these two approaches current development is on Dual Fuel Six Stroke
Engine.
Analysis Of Bajulaz Six Stroke Engine

Six-stroke engine is mainly due to the radical hybridization of two and four stroke
technology. The six-stroke engine is supplemented with two chambers, which allow
parallel function and results a full eight-event cycle: two four-event-each cycles, an
external combustion cycle and an internal combustion cycle. In the internal combustion
there is direct contact between air and the working fluid, whereas there is no direct
contact between air and the working fluid in the external combustion process. Those
events that affect the motion of the crankshaft are called dynamic events and those, which
do not effect are called static events.












Fig 1. View of a six stroke engine[1]

3


Fig 2. Cross sectional view of Bajulaz Engine (stroke 1)[1]
1. Intake valve
2. Heating chamber valve
3. Combustion chamber valve
4. Exhaust valve
5. Cylinder
6. Combustion chamber
7. Air heating chamber
8. Wall of combustion chamber
9. Fuel injector
10. Heater plug

Analysis of Events
Event 1: Pure air intake in the cylinder (dynamic event).
Event 2: Pure air compression in the heating chamber.


Fig3. Stroke 2 [1]
4


Events 3: Fuel injection and combustion in closed combustion chamber, without direct
action on the crankshaft (static event).
Events 4: Combustion gases expanding in the cylinder, work (dynamic event).


Fig 4. Stroke 3 [1]

Events 5: Combustion gases exhaust (dynamic event).

Fig 5. Stroke 4 [1]

Event 6: Keeping pure air pressure in closed chamber where a maximum heat exchange
occurs with the combustion chambers walls, without direct action on the crankshaft
(static event).

Event 7: Expansion of the Super heat air in the cylinder work (dynamic Event).


Fig 6. Stroke 5 [1]

5

Event 8: Re-compressions of pure heated air in the combustion chamber (Dynamic
event).


Fig 7. Stroke 6 [1]

External combustion cycle: (divided in 4 events)
No direct contact between the air and the heating source.
e1. (Event 1) Pure air intake in the cylinder (dynamic event).
e2. (Event 2) Compression of pure air in the heating chamber (dynamic event).
e3. (Event 3) Keeping pure air pressure in closed chamber where a maximum heat
exchange occurs with the combustion chambers walls, without direct action on the
crankshaft (static event).
e4. (Event 4) Expansion of the super heated air in the cylinder, work (dynamic event).


Internal combustion cycle: (divided in 4 events)
Direct contact between the air and the heating source.
I1. (Event 5) Re-compression of pure heated air in the combustion chamber (dynamic
event)
I2. (Event 6) Fuel injection and combustion n closed combustion chamber, without direct
action on the crankshaft (static event).
I3. (Event 7) Combustion gases expanding in the cylinder, work (dynamic event).
I4. (Event 8) Combustion gases exhaust (dynamic event).

Constructional Details:
The sketches shows the cylinder head equipped with both chambers and four valves of
which two are conventional (intake and exhaust). The two others are made of heavy-duty
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heat-resisting material. During the combustion and the air heating processes, the valves
could open under the pressure within the chambers. To avoid this, a piston is installed on
both valve shafts which compensate this pressure.
The combustion chambers walls are glowing when the engine is running. Their
small thickness allows heat exchange with the air-heating chamber, which is surrounding
the combustion chamber. The air-heating chamber is isolated from the cylinder head to
reduce thermal loss.
The combustion and air-heating chambers have different compression ratio. The
compression ratio is high for the heating chamber, which operates on an external cycle
and is supplied solely with pure air. On the other hand, the compression ratio is low for
the combustion chamber because of effectively increased volume, which operates on
internal combustion cycle.
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.

Working
1
st
stroke: The inlet valve (1) is kept open. Due to cranking, the piston moves
downward which results in the formation of a pressure difference due to which pure air
enters the cylinder (5). The crankshaft completely rotates for half cycle.
2
nd
stroke: The inlet valve closes and the heating chamber valve (2) opens. The
piston moves upwards due to cranking, forcing the pure air into heating chamber (7). The
air at this stage is converted to high pressure. The fuel is injected in the combustion
7

chamber and the fuel is ignited as shown the figure (initially compressed air is present in
the combustion chamber which results in the formation of fuel air mixture). Part of the
heat evolved will pass through the wall of the combustion chamber (8) and it heats up the
compressed air present in the air heating chamber. The crankshaft completes another half
cycle rotation in the 2nd stroke. At the end of 2 strokes the crankshaft will rotate 1
complete cycle.
3
rd
stroke (1
st
power stroke): The combustion chamber valve (3) opens and the
gases of combustion enter the cylinder (5). This pushes the piston downward and hence
is known as the power stroke. The crankshaft rotates for a half cycle. It should be noted
that the air in the heating chamber is continuously heated and this results in further
increase of pressure.
4
th
stroke (exhaust stroke): The exhaust valve (4) opens. The piston moves
upwards and the exhaust gases are removed via this valve. The crankshaft rotates another
half cycle. At this stage the crankshaft completes 2 full cycles. In this stroke, less amount
of heat energy is expelled out when compared to the 4 stroke ICE as this heat has already
been used to heat the air at high pressure in the air heating chamber (7).
5
th
stroke (2nd power stroke): The heating chamber valve opens and the pure air
now at high pressure and high temperature enters the cylinder as shown in the figure
which does work on the piston and hence it moves downwards resulting in the 2
nd
power
stroke. The crankshaft completes another half cycle.
6
th
stroke: Finally the combustion chamber valve (3) opens the piston moves upwards
forcing the pure air into the combustion chamber which will be used as air for the fuel-air
mixture in the 3rd stroke or the first power stroke. The crankshaft will complete 3 full
cycles at the end of the 6
th
stroke. Hence fuel is injected once every in 3 cycles of the
crankshaft whereas in a 4 stroke ICE fuel is injected once in every 2 cycles.

Graphical Representation:
Following is the graphical representation of the six strokes in a cycle. The crankshaft
rotates a total of 1080
o
in 1 complete cycle. The six strokes are divided into 8 events
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which are internally classified into 2 categories i.e. Static event: event occurs without the
movement of piston, Dynamic event: event which occurs with the movement of piston.

Fig 8. Six stroke engine cycle diagram [2]

Analysis of Beare Head Six Stroke Engine:

This engine simply replaces the conventional Four Stroke Engines Cylinder Head. The
manufacturers Four Stroke bottom end remains unchanged. The Engine utilizes an
overhead short stroke Crankshaft and Piston arrangement which opens and closes inlet
and Exhaust Ports leading through the Upper Cylinder Liner. The Beare Head
Technology can be fitted to new production engines or retro-fitted via after market
replacement. The top and bottom Crankshaft are connected via a drive chain or toothed
belt. The top Crankshaft and Piston become positive power contributors to the overall
power output, thus increasing the amount of power/torque generated by up to a possible
35%, in essence, The Engine results in having Two Pistons Operating and
producing power within each cylinder. The absence of valves, springs, retainers and
guides, mean that the Engines bottom end has been freed up from laboring and is allowed
to spin up producing more power. The additional torque and power further generated by
the Top Piston/Crank of the Cylinder Head is then channeled via the connecting drive
chain to the `Bottom Crank. The net result of the Engine is Tractor type pulling torque.
Never before realized from a Four Stroke Internal Engine, the sort of steady locomotive
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type performance gained can only be likened to Steam Locomotives or Diesel Engines.
The net result is:- Power/torque increases of 35% (conservative)- Simpler and less
expensive manufacturing and tooling- Reduction of cylinder head reciprocating parts-
Lower maintenance costs due to less wearing parts (cylinder head)- Longer service
intervals possible due to lower operating temperatures recorded- Increased economy
due to the ability to operate and produce full operating power of much higher AIR to
FUEL ratios- Reduction of exhaust emissions due to less fuel being consumed and the
real prospect of meeting EURO-4 emissions standards, doing away with the catalytic
converter - Possible one piece engine block and head casting, saving more manufacturing
costs- Usable torque at as low as idle means suitability for lower RPM operation and
adaptation to CVT (Constantly Variable Transmission). The working of Beare head six
stroke engine can be understand with the help of following diagram:



Fig 9. Working of Beare Head six stroke engine[2]


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Dual Fuel Six Stroke Engine:
This is the modern approach to six stroke engine which uses the combination of two
fuels.

Working:
The cycle of this engine consists of six strokes:

1. Intake stroke
2. First compression stroke
3. First combustion stroke
4. Second compression stroke
5. Second combustion stroke
6. Exhaust stroke


Fig 10. Working of Dual Fuel six stroke engine[3]

1) Intake or Suction stroke
To start with the piston is at or very near to the T.D.C., the inlet valve is open and the
exhaust valve is closed. A rotation is given to the crank by the energy from flywheel or
by a starter motor when the engine is just being st arted. As t he piston moves from
top to bottom dead centre the rarefaction is formed inside the cylinder i.e. the pressure in
the cylinder is reduced to a value below atmospheric pressure. The pressure difference
causes the fresh air to rush in and fill the space vacated by the piston. The admission of
air continues until the inlet valve closes at B.D.C.



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2) First Compression stroke
Both the valves are closed and the piston moves from bottom to top dead centre. The air
is compressed up to compression ratio that depends upon type of engine. For diesel
engines the compression ratio is 12-18 and pressure and temperature towards the end of
compression are 35-40 kgf/cm
2
and 600-7000C.
3) First combustion stroke
This stroke includes combustion of first fuel (most probably diesel) and expansion of
product of combustion. The combustion of the charge commences when the piston
approaches T.D.C. Here the fuel in the form of fine spray is injected in the combustion
space. The atomization of the fuel is accomplished by air supplied. The air entering the
cylinder with fuel is so regulated that the pressure theoretically remains constant during
burning process. In airless injection process, the fuel in finely atomized form is injected
in combustion chamber. When fuel vapors raises to self ignition temperature, the
combustion of accumulated oil commences and there is sudden rise in pressure at
approximately constant volume. The combustion of fresh fuel injected into the cylinder
continues and this ignition is due to high temperature developed in engine cylinder.
However this latter combustion occurs at approximately constant pressure. Due to
expansion of gases piston moves downwards. The reciprocating motion of piston is
converted into rotary motion of crankshaft by connecting rod and crank. During
expansion the pressure drop is due to increase in volume of gases and absorption of heat
by cylinder walls.
4) Second compression stroke
Both the valves are closed and the piston moves from bottom to top. The combustion
products from the first compression stroke are recompressed and ut ilized in t he
second combust ion process before t he exhaust stroke. In typical diesel engine
combustion the combustion products still contains some oxygen.
5) Second combustion stroke
This stroke includes combustion of second fuel having low Cetane (Cetane number of
fuel is defined as percent volume of Cetane (C
16
H
34
) in a mixture of Cetane and alpha-
methyl-naphthalene that produces the same delay period or ignition lag as the fuel being
12

tested under same operating conditions on same engine). The combustion of the charge
commences when the piston approaches to TDC. The second fuel injected into
recompressed burnt gas can be burnt in the second combustion process. In other words
combustion process of the second fuel takes place in an internal full EGR (Exhaust Gas
Recirculation) of the first combustion. This second combustion process was the special
feature of the proposed Six Stroke Diesel Engine.
6 ) Exhaust stroke
The exhaust valve begins to open when the power stroke is about to complete. A
pressure of 4-5 kgf/cm
2
at t his inst ant forces about 60% of burnt gases into
t he exhaust manifold at high speed. Much of the noise associated with automobile engine
is due to high exhaust velocit y. The remainder of burnt gases is cleared
of t he swept volume when the piston moves from TDC to BDC. During this stroke
pressure inside t he cylinder is slightly above the atmospheric value. Some of the burnt
gases are however left in the clearance space. The exhaust valve closes shortly after TDC.
The inlet valve opens slightly before the end of exhaust stroke and cylinder is ready to
receive t he fresh air for new cycle. Since from the beginning of the intake stroke
the piston has made six strokes through the cylinder (Three up And Three down). In the
same period crank shaft has made three revolutions. Thus for six stroke cycle engine
there are two power strokes for every three revolutions of crank shaft.

COMPARISON OF SIX STROKE & FOUR STROKE ENGINES:
The difference between four stroke and six stroke engine on the basis of different engine
parameters are as follows:
Engine Parameters Four Stroke
Diesel Engine
Six Stroke
Diesel Engine
Engine Speed Ne [rpm] 2007 2016
Supplied combustion heat per cycle Q
t

[KJ/cycle]
0.50 0.68
Supplied combustion heat per unit time H
t

[KJ/s]
8.36 7.62
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Injection quantity per cycle M
f
[mg/cycle] 11.8 16
Excess air ratio 2.40 1.83
Intake air flow per unit time M
a
[g/cycle] 6.00 4.16
Injection quantity per unit time M
f
[g/sec] 0.197 0.179
Brake torque T
b
[N-m] 15.52 15.28
Brake power L
b
[KW] 3.26 3.24
BSFC. b [ g / KW-h] 217.9 520.3
IMEP P
i
[Kgf / cm
2
] 5.94 4.37
Indicated torque T
i
[N-m] 19.10 18.71
Indicated power L
i
[KW] 4.01 3.75
ISFC b
i
[g / KW-h ] 177.2 163.3

Table 1. Difference on the basis of engine parameters[4]
Graphical comparison

Fig 11. P-V diagrams for Otto cycle[2]
Area under the curve of a six stroke engine is more than the four stroke engine. Thus it is
clear from the graph that the work done by the 6 stroke engine is greater than the 4 stroke
engine. Fig 9 is in reference with a Petrol engine.



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Fig 12. P-V diagrams for Dual cycles of 4stroke & six stroke engines[3]
It refers to a diesel engine. The work done by six stroke engine is greater than a 4 stroke
engine for the same amount of fuel used.
Comparison On The Basis Of Valve Timing Diagram

Four Stroke Diesel
Engine
Six Stroke Diesel Engine
Engine Type DI, Single cylinder, Air cooled, OHV
Bore x Stroke [mm] 82 x 78
Displacement [cc] 412
Top Clearance [mm] 0.9
Cavity Volume [cc] 16
Compression Ratio 21
Intake Valve Open 10
0
bTDC 7
0
bTDC
Intake Valve Close 40
0
aBDC 45
0
aBDC
Exhaust Valve Open 45
0
bBDC 40
0
bBDC
Exhaust Valve Close 12
0
aTDC 3
0
aTDC
Valve Overlap 22
0
10
0

Table 2. Difference on the basis of valve timing [4]

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Factors Contributing To Increased Thermal Efficiency, Reduced Fuel
Consumption And Pollutant Emission
1) The heat that is evacuated during the cooling of a conventional engines cylinder head
is recovered in the six-stroke engine by the air heating chamber surrounding the
combustion chamber. As a result of this less heat is wasted and this increases the thermal
efficiency.
2) Aft er int ake, air is compressed in the heat ing chamber and heated
t hrough720
o
of crankshaft angle, 360
o
of which in closed chamber (external
combustion).
3) The transfer of heat from the very thin walls of the combustion chamber to the air
heating chambers lowers the temperature and pressure of the gases on expansion and
exhaust (internal combustion).
4) Better combustion and expansion of gases that take place over 540
o
of crankshaft
rotat ion, 360 of which is in closed combust ion chamber, and 180
for expansion.
5) The glowing combustion chamber allows the optimal burning of any fuel and calcinate
the residues.
6) Better filling of the cylinder on the intake due to the lower temperature of the cylinder
walls and the piston head.
7) Elimination of the exhaust gases crossing with fresh air on intake. In the six stroke-
engines, intake takes place on the first stroke and exhaust on the fourth stroke.
8) Large reduction in cooling power. The water pump and fan outputs are
reduced. Possibility to suppress the water cooler.
9) Less inertia due to the lightness of the moving parts .Friction losses, theoretically
higher in the six-stroke engine, are balanced by a better distribution of pressure on the
moving parts due to the work being spread over two strokes and the elimination of the
direct combustion.



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Advantages of Six 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 are-
1) Reduction in fuel consumption by at least 40%:
An operating efficiency of six stroke engine is 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 (360
0
out of 1080
0
) or 8% more than in a
four-stroke engine (180
0
out of 720
0
), 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 engines 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.


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4) Multifuel:
Multifuel par excellence, 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. Its light, standard petrol
engine construction, and the low compression ration of the combustion chamber; do not
exclude the use of diesel fuel. Methanol-petrol mixture is also recommended.
5) Cost comparable to those of a four-stroke engine:
The six-stroke engine does not require any basic modification to the existing engines. All
technological experience and production methods remain unaltered. The cost of the
modification to the cylinder head (combustion chamber and heating chamber) is balanced
by the simplification of several elements, particularly by the lightening of the moving
parts, the reduction of the cooling system, the simplification of direct injection with no
spark plug, etc .The reduction in the dimensions of the tank and its housing in a vehicle
are also to be taken into consideration.
6) Liquefied Petroleum Gas:
The great reduction in specific consumption should make the use of L.P.G. in mono fuel
attractive, due to the lower cost and much lower pollution emissions than those of petrol.
In addition, with the same operating range, the volume occupied by the tanks will be
equivalent to that of present tanks.

Disadvantages Or Improvements Needed In Six Stroke Engine
1) Brake power & indicated power per cycle per cylinder is comparatively lesser.
2) The six stroke engine, t hough very efficient and advant ageous has not
been practically implemented on a large scale.
3) The engine turns out to be bulky when compared to the conventional four stroke
engine .Thus it hasnt been used in automobiles yet.
4) The six stroke engine is quiet complex and thus it is difficult to mass produce it.
5) The perfect coordination between the four valves is quiet difficult to achieve.



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CONCLUSION

There is, at this day, no wonder solution for the replacement of the internal combustion
engine. Only improvements of the current technology can help it progress within
reasonable time and financial limits. The six-stroke engine fits perfectly into this view. Its
adoption by the automobile industry would have a tremendous impact on the environment
and world economy, assuming up to 40% reduction in fuel consumption and 60% to 90%
in polluting emissions, depending on the type of the fuel being used.
An allied with the so-responsive pickup and a wide spread of usable power,
makes the bike easy to ride. You hardly need to use the gearbox, just park it in top gear
and ride. Even backing off the throttle in the middle of a turn doesnt require hooking
down a gear just crack it open when youre ready and feel the front wheel start to
aviate on you. And hands-on assessment of the six-stroke leads to some in escapable
conclusions. The industry trend away from cheaper two-stroke power in favor of costlier
but cleaner four-stroke engines in Europe, Japan and South East Asia makes a concept
like the Beare head six-stroke, which offers the best of both worlds, project a strong case
towards volume manufacture.



















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REFERENCES

[1]. http://www.bajulazsa.com/Site/sixstrokeexplanations.html
[2]. http://sixstroke.com/specifications.htm
[3]. http://en.wikipedia.org/wiki/Six-stroke_engine
[4]. Conklina J. C. and Szybist J. P., "A Highly Efficient Six- Stroke Internal
Combustion Engine Cycle with Water Injection for In-Cylinder Exhaust Heat Recovery",
Energy, Volume 35, Issue 4, pp. 1658-1664 (2010).
[5]. Crower B. Method and apparatus for operating an internal combustion engine. United
States patent application 20070022977; 2005.
[6]. http://mechanical-engineering.in/forum/topic/4188-six-stroke-engine/
[7]. http://www.allindianpatents.com/patents/252642