Relevant bibliographies by topics / Opposed piston engine

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  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers
  6. Reports

Academic literature on the topic 'Opposed piston engine'

Author: Grafiati
Published: 4 June 2021
Last updated: 28 January 2023

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Journal articles on the topic "Opposed piston engine"

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Parker, J. K., S. R. Bell, and D. M. Davis. "An Opposed-Piston Diesel Engine." Journal of Engineering for Gas Turbines and Power 115, no. 4 (October 1, 1993): 734–41. http://dx.doi.org/10.1115/1.2906767.

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Typical conventional diesel engine designs are based on arrangements of single piston and cylinder sets placed sequentially either in-line or offset (“V”) along the crankshaft. The development of other engines, such as the opposed piston type, has been motivated by potential advantages seen in such designs, which may not be viable in conventional in-line or V engine arrangements. Several alternatives to conventional engine design have been investigated in the past and some aspects of these designs have been utilized by engine manufacturers. The design and development of a proof-of-concept opposed piston diesel engine is summarized in this paper. An overview of opposed-piston engines is presented from early developments to current designs. The engine developed in this work is a two stroke and uses four pistons, which move in two parallel cylinders that straddle a single crankshaft. A prechamber equipped with a single fuel injector connects the two cylinders, forming a single combustion chamber. The methodology of the engine development process is discussed along with details of component design. Experimental evaluations of the assembled proof-of-concept engine were used for determining feasibility of the design concept. An electric dynamometer was used to motor the engine and for loading purposes. The dynamometer is instrumented for monitoring both speed and torque. Engine parameters measured include air flow rate, fuel consumption rate, inlet air and exhaust temperatures, and instantaneous cylinder gas pressure as a function of crank position. The results of several testing runs are presented and discussed.
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Gregório, Jorge P., and Francisco M. Brójo. "Development of a 4 stroke spark ignition opposed piston engine." Open Engineering 8, no. 1 (November 3, 2018): 337–43. http://dx.doi.org/10.1515/eng-2018-0039.

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Abstract The purpose of this project was to develop a low-cost OP engine, 4-stroke, gasoline by joining two single-cylinder reciprocating internal combustion engines with side valves on the block, removing the heads. The chosed engine was Model EY15 of Robin America. Joining these two engine blocks together made possible to build an opposed-piston engine (OPE) with two crankshafts. In this new engine, the combustion chamber is confined to the space inside the cylinder between the piston heads and the chamber between the valves. The pistons move in the cylinder axis in opposite directions, a feature typical of opposed-piston engines. After building the engine, parameters characteristic of the OPE, such as: rotational speed, torque, fuel consumption and emissions, were measured on an Eddy currents dynamometer. With the collected data, power, specific consumption and overall efficiency were calculated, allowing to conclude that the motor with the opposed-piston configuration is less expensive and is more powerful. The development of the opposed-piston engine in this project has shown that it is feasible to build one engine from a different one already in use, reducing the manufacturing and development costs. In addition, higher power can be obtained with better specific fuel consumption and less vibration.
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Pietrykowski, K., and M. Biały. "Multibody analysis of the opposed-piston aircraft engine vibrations." Journal of Physics: Conference Series 2130, no. 1 (December 1, 2021): 012005. http://dx.doi.org/10.1088/1742-6596/2130/1/012005.

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Abstract One of the characteristic features of piston engines are vibrations caused by the pistons moving in the cylinders. During the engine design process, it is necessary to determine the level of vibration that can occur in the engine. This is especially important for aircraft engines. Due to the minimization of the weight of the aircraft, it is necessary to limit the factors that may cause damage to the structure. One of these factors is engine vibration, which can cause resonance and, consequently, a dangerous stress concentration. Long-term action of variable loads may also lead to the formation of fatigue cracks. The article presents the results of a multibody analysis of an opposed-piston diesel engine. It is a two-stroke three-cylinder aircraft engine. The engine has two crankshafts and six pistons that run opposite each other, but the rotation of the shafts is shifted in phase 14°. Engine vibration will also be caused by crankshafts which, to reduce weight, are not equipped with counterweights. The calculation results are presented in the form of time courses of forces and displacements on the engine supports and FFT analysis of the vibration velocity. The results show that the maximum vibration velocity is 7 mm/s and occurs at a frequency of 140 Hz, which corresponds to twice the rotational speed of the crankshafts. The results obtained from the tests allow for the selection of the flexible elements used in the real prototype engine supports.
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Pietrykowski, K. "FEM analysis of the opposed-piston aircraft engine block." Journal of Physics: Conference Series 2130, no. 1 (December 1, 2021): 012034. http://dx.doi.org/10.1088/1742-6596/2130/1/012034.

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Abstract An important aspect of aircraft engine design is weight minimization. However, excessive weight reduction may reduce mechanical strength of the engine. This is especially important for aero-engines due to consequences of engine failure in flight. The article presents the results of the FEM opposed-piston diesel engine block model tests. The tested engine is a PZL-100 two-stroke three-cylinder aircraft engine with two crankshafts and six pistons. Air is supplied via a mechanical compressor and a turbocharger. Stress in the engine block is induced by the operating process of the engine block. The pressure in the combustion chamber of the analyzed engine is 13 MPa. The pistons in one of the cylinders are then near their TDC, the deflection angle of the connecting rods is small so almost the entire piston force is transferred to the crankshafts and then to the main bearing supports. This results in the occurence of a tensile force for the engine block applied in the bolt holes of the shaft supports. The calculation results are presented as stress and displacement distributions on the surface and selected block sections. The maximum values on the outer surfaces of the block occurred in the area of the compressor attached to the block and reached 39 MPa. Maximum stresses were, however, observed inside the block on the air and exhaust flow separators between the cylinder liners. The stress value on the outlet side reached 44 MPa.
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TULWIN, Tytus, Mirosław WENDEKER, and Zbigniew CZYŻ. "The swirl ratio influence on combustion process and heat transfer in the opposed piston compression-ignition engine." Combustion Engines 170, no. 3 (August 1, 2017): 3–7. http://dx.doi.org/10.19206/ce-2017-301.

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In order to maximise engine heat efficiency an engines charge flow must be properly designed -especially its swirl and tumble ratio. A two-stroke compression-ignition opposed piston engine reacts to engine swirl differently compared to a standard automotive engine with axially symmetric combustion chamber. In order to facilitate direct fuel injection, high-pressure injectors must be positioned from the side of combustion chamber. Depending on the combustion chamber geometry the swirling gases impact greatly how the injection stream is formed. If the deformation is too high the high temperature combustion gases can hit the piston surface or get into gaps between the pistons. This greatly affects the heat lost to the pistons and raises their local temperature. More atomised injection stream is more prone to swirling gas flow due to its reduced droplet size and momentum. The paper presents simulation results and analyses for different intake process induced swirl ratios and different types of combustion chambers in an experimental aviation opposed piston engine.
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Kudo, Shokiku. "Full port opposed piston engine (FOP)." Proceedings of the National Symposium on Power and Energy Systems 2021.25 (2021): D124. http://dx.doi.org/10.1299/jsmepes.2021.25.d124.

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Shokrollahihassanbarough, Farzad, Ali Alqahtani, and Mirosław Wyszynski. "Thermodynamic simulation comparison of opposed two-stroke and conventional four-stroke engines." Combustion Engines 162, no. 3 (August 1, 2015): 78–84. http://dx.doi.org/10.19206/ce-116867.

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Today’s technology leveraging allows OP2S (Opposed Piston 2-Stroke) engine to be considered as an alternative for the conventional four-stroke (4S) engines as mechanical drive in various applications, mainly in transportation. In general, OP2S engines are suited to compete with conventional 4-stroke engines where power-to-weight ratio, power-to-bulk volume ratio and fuel efficiency are requirements. This paper does present a brief advent, as well as the renaissance of OP2S engines and the novel technologies which have been used in the new approach. Also precise thermodynamic benefits have been considered, to demonstrate the fundamental efficiency advantage of OP2S engines. Hence, simulations of two different engine configurations have been taken into consideration: a one-cylinder opposed piston engine and two-cylinder conventional piston four-stroke engine. In pursuance of fulfilling this goal, the engines have been simulated in AVL Boost™ platform which is one of the most accurate Virtual Engine Tools, to predict engine performance such as combustion optimization, emission and fuel consumption. To minimize the potential differences of friction losses, the bore and stroke per cylinder are taken as constant. The closed-cycle performance of the engine configurations is compared using a custom analysis tool that allows the sources of thermal efficiency differences to be identified and quantified. As a result, brake thermal efficiency, power and torque of OP2S engine have been improved compared to conventional engines while emission concern has been alleviated.
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Hofbauer, Peter, and Diana D. Brehob. "Opposed-Piston Opposed-Cylinder Engine for Heavy-Duty Trucks." MTZ worldwide 73, no. 4 (April 2012): 48–54. http://dx.doi.org/10.1007/s38313-012-0266-7.

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OPALIŃSKI, Marcin, Andrzej TEODORCZYK, and Jakub KALKE. "The closed-cycle model numerical analysis of the impact of crank mechanism design on engine efficiency." Combustion Engines 168, no. 1 (February 1, 2017): 153–60. http://dx.doi.org/10.19206/ce-2017-125.

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The research presents a review and comparison of different engine constructions. Investigated engines included crankshaft engines, barrel engine, opposed-piston engines and theoretical models to present possible variations of piston motion curves. The work comprises also detailed description of a numerical piston engine model which was created to determine the impact of the cycle parameters including described different piston motion curves on the engine efficiency. Developed model was equipped with Wiebe function to reflect a heat release during combustion event and Woschini’s correlation to simulate heat transfer between the gas and engine components.Various scenarios of selected engine constructions and different working conditions have been simulated and compared. Based on the results it was possible to determine the impact of different piston motion curves on the engine cycle process and present potential efficiency benefits.
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Hebbalkar, Sunil S., and Kaushik Kumar. "Designing of a Balanced Opposed Piston Engine." Applied Mechanics and Materials 852 (September 2016): 719–23. http://dx.doi.org/10.4028/www.scientific.net/amm.852.719.

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An internal combustion engine with opposed piston engine (OPE) develops higher power density than any other conventional internal combustion engine by virtue of its design. A Two stroke OPE gives two power stroke within 3600 of crank revolution which indicates the higher power density. But this extra power also results in large amount of forces gets transmitted to both the crankshaft amounting to large unbalance in the engine. Hence for a smoother and noise free performance, engine should be dynamically balanced. So balancing is one of the main criteria for better performance. In this paper the dynamic analysis was performed by varying the linkage dimensions of OPE for balance OPE. The analytical calculation of inertia forces and dimensions for linkages has been compared with software based results, depending on pressure crank angle plot for two stroke engine.
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Dissertations / Theses on the topic "Opposed piston engine"

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Battistini, Davide. "Soluzioni per il futuro dei motori a combustione interna: opposed piston engine e split cycle combustion engine." Bachelor's thesis, Alma Mater Studiorum - Università di Bologna, 2020. http://amslaurea.unibo.it/22080/.

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In questo lavoro di tesi mi soffermerò, inizialmente, sul possibile futuro dei motori a combustione interna e sulle tecnologie innovative già presenti sul mercato (HCCI, VCR, ecc.). Mi concentrerò, poi, sull’analisi di due sistemi innovativi come gli Opposed Piston Engine (OPE) e gli Split Cycle Combustion Engine (SCCE).
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Boyd, Michael. "Development of a fuel injection system for an opposed piston two stroke HCCI engine." Thesis, KTH, Maskinkonstruktion (Inst.), 2012. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-143615.

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HCCI combustion engines can provide high fuel efficiencies with low NOx emissions compared to SI and CI engines due to their lean combustion, high compression ratios and low combustion temperatures. The disadvantage of HCCI is that it is inherently difficult to control. The need for an optimized fuel injection system is crucial in the design of an HCCI engine to achieve desirable and controllable performance. The aim of this thesis was to develop and optimize the fuel injection system for a 2- stroke, opposed piston gasoline engine thus continuing the development of the engine towards achieving stable HCCI combustion. The engine and the components that make up the fuel supply and injection system characteristics were analyzed using experimental and theoretical methods. The mathematical ideal mass of fuel and point of injection was found (when exhaust ports are closed). Injector delay, mass vs. electrical on-time and voltage sensitivity was found. Deflector designs used to divert the fuel flow laterally along the cylinder were studied and prototypes manufactured and tested. The engine was then run with new settings and deflector and the results analyzed. It was found that an L-cut design gave the best spray properties in this situation. An Lcut design with two internal seals gave the most favorable spray angle and atomization. A mass equation was formed that linked the mass injected to on-time in the ECU with consideration of the varying supply voltage. Using this mass equation and taking into account the delay, an ideal injection point was found. Implementing the new deflector and with improved injection timing, the engine was able to run smoothly with the theoretical mass required for λ=1 at 6000rpm and produce 0.28 kW of power. This was a noticeable improvement over previous engine tests which required more fuel mass for stable combustion. In conclusion, information was gained which allowed improvement of the injection timing and fuel control. The engine was run with much more accurate masses of fuel injected and injection times. The deflector improved atomization and optimized the spray angle. The data gained from the tests and analysis can be implemented into the engines ECU code for automated injection timing and fuel mass. This, coupled with the improved spray profile has aided in the continuing development of the engine towards stable, efficient HCCI combustion.
HCCI förbränningsmotorer kan ge hög verkningsgrad med låga NOx-utsläpp jämfört med SI och CI-motorer på grund av sin magra förbränning, högt kompressionsförhållande och låg förbränningstemperatur. Nackdelen med HCCI är att den är svår att kontrollera. Behovet av ett optimerat bränsleinsprutningssystem är avgörande för utformningen av en HCCI motor för att uppnå önskvärt och kontrollerbart resultat. Syftet med detta examensarbete var att utveckla och optimera bränsleinsprutningssystemet för en 2-takts, motkolvs bensinmotor och därmed fortsätta utvecklingen av motorn för att uppnå en stabil HCCI förbränning. Motorn och de komponenter som utgör bränsletillförseln analyserades med hjälp av experimentella och teoretiska metoder. Den matematiska ideala massan bränsle och den ideala insprutningsvinkeln bestämdes (när både insugs-och avgas portarna var stängda). Insprutningsfördröjning kontra ”electrical on-time” och spänningskänslighet bestämdes. Olika utformningar av deflektorn som används för att avleda bränsleflödet i sidled längs cylindern studerades, prototyper tillverkas och testades. Motorn kördes därefter med nya inställningar och ny deflektor och resultaten analyserades. Det visade sig att ”L-cut ”designen gav de bästa spray egenskaperna i denna situation. En ”L-cut” design med två inre tätningar gav den mest fördelaktiga sprayvinkeln och finfördelningen. En massekvation skapades som länkade den insprutade massan till ”elektrical on-time” i ECUn med hänsyn till den varierande matningsspänningen. Genom att använda massekvationen och samtidigt ta hänsyn till fördröjningen kunde en ideal insprutningsvinkel hittas. Implementering av den nya deflektorn tillsammans med förbättrad insprutningsvinkel gjorde att motorn kunde köras jämnt med den teoretiska massan som krävs för λ = 1 vid 6000rpm, och samtidigt producera effekt om 0,28 kW. Det var en märkbar förbättring jämfört med tidigare motortester som krävde dubbla bränslemängden för stabil förbränning. Sammanfattningsvis erhölls data som gjorde förbättringarna av insprutningsvinkel och bränslekontrollen möjlig. Motorn kördes med mycket mer exakt insprutad bränslemassa och insprutningsvinkel. Deflektorn förbättrade finfördelningen och optimerade sprayvinkeln. De data som insamlas från tester och analyser kan implementeras i motorns ECU kod för automatiserad insprutningstidpunkt och bränsle massa. Detta har tillsammans med den förbättrade sprayprofilen bidragit till den fortsatta utvecklingen av motorn mot en stabil, effektiv HCCI förbränning.
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Svoboda, Tomáš. "Konstrukce vznětového leteckého jednoválcového motoru s protiběžnými písty." Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2013. http://www.nusl.cz/ntk/nusl-230581.

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Diploma thesis deals with design of crankshaft for two stroke opposed piston diesel engine. In the theoretical research part a history, comparison with competitive engines in nowadays light aircrafts and the advantages of opposed piston engines are mentioned. In the practical part the balancing is chosen and CAD model of crankshaft is designed. Geometry of this model is than checked for fatigue damage fallout. In the final part was chosen the propeller and appropriate reduction gearbox.
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Alqahtani, Ali Mubark. "Computational studies of homogeneous charge compression ignition, spark ignition and opposed piston single cylinder engines." Thesis, University of Birmingham, 2017. http://etheses.bham.ac.uk//id/eprint/7899/.

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In this research, possible improvements in engine specifications using the simulations developed on the AVL BOOST™ and Ricardo WAVE™ platforms were investigated. These modelling simulations help the author to predict the effect of any improvements in engine specifications without practical experimental challenges and difficulties. Firstly, HCCI and SI engines were modelled with the intention of maximizing the engine’s efficiency and minimizing the emissions. Changes of valve timing and throttle angle influence emissions’ reduction and the efficiency of the engine. In SI engines, the emissions of NOx can be reduced by using EGR, while only having a little effect on performance. The emissions from the HCCI, due to their intrinsically low emission output, were not improved. The effect of increasing the bore to stroke ratio in an opposed piston engine whilst maintaining a constant swept volume, port geometry and combustion timing, shows an increase of heat losses due to the lower ratio of exposed surface area to volume; an increase in thermal and mechanical efficiency; and most importantly, an improvement in fuel consumption. Also, in this research study, different strategies for opposed piston engines were investigated to increase the engine’s efficiency. The effect of a variable compression ratio on an opposed piston engine’s performance indicates different behaviour at various engine speeds and under different running conditions.
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Nunes, Alexandre José Rosa. "Development of an opposed piston geared hypocycloid engine." Master's thesis, 2017. http://hdl.handle.net/10400.6/7914.

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The conventional slider crank engine has dominated the industry with very few alternative configurations having commercial success. In aircraft applications where engine balancing is critical to reduce vibrations, boxer engines have been developed to reduce this issue. The rising cost of fuel and awareness of pollutant emissions has led to an increased interest in alternative designs where both opposed piston and geared hypocycloid engines present some advantages over the conventional slider crank engine. In this study, a comparison between an opposed piston slider crank and geared hypocycloid engine was made followed by the design of a proposed opposed piston geared hypocycloid engine to be used in aircraft applications. It was found that the performance of the geared hypocycloid engine was similar to that of the slider crank engine in all performance characteristics considered in this study, even when excluding the mechanical losses due to friction of the piston head against the cylinder. Therefore, when considering the potential reduced losses due to friction, the geared hypocycloid engine should achieve higher efficiency. It was also found that the design of an engine is a complex task that is usually done from experience and empirical relations with a lot of practical work needing to be done to better design and describe an engine’s performance. However, this study did not include any practical testing.
O motor convencional biela-manivela domina a indústria com escassas alternativas a conseguirem terem sucesso comercial. Em aplicações aeronáuticas onde o balanceamento do motor é crítico para reduzir as vibrações induzidas, motores com a configuração ‘boxer’ foram desenvolvidos para minimizar este problema. O crescente custo de combustível e preocupação com as emissões de gases poluentes levou a um aumento no interesse por motores alternativos onde os ambos os motores de pistões opostos e engrenagem hipocicloidal apresentam algumas vantagens sobre os motores de biela-manivela convencionais. Neste estudo é feita uma comparação entre dois motores de pistões opostos, o primeiro com um conjunto biela-manivela e o segundo com engrenagem hipocicloidal, seguido de uma proposta de desenho de um motor de pistões opostos hipocicloidal para ser usado em aplicações aeronáuticas. Verificou-se que o desempenho do motor com engrenagem hipocicloidal foi semelhante ao do motor com biela-manivela em todas as características de desempenho consideradas neste estudo, mesmo excluindo as perdas mecânicas por fricção entre o pistão e o cilindro. Assim, se considerarmos a potencial redução nas perdas por fricção, o motor com engrenagem hipocicloidal deverá alcançar uma eficiência superior. Verificou-se também que o desenvolvimento de um motor é uma tarefa complexa que normalmente é feita com base na experiência e relações empíricas sendo necessário muito trabalho experimental para melhor desenvolver e caracterizar o desempenho do motor. Apesar disso, neste estudo não foi feito qualquer trabalho experimental.
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Olis, Daniel R. "Prototype design of an opposed free-piston direct injection diesel engine." 1998. http://catalog.hathitrust.org/api/volumes/oclc/41890957.html.

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Gonçalves, Robert Silva. "3D CFD Simulation of a Cold Flow Four-Stroke Opposed Piston Engine." Master's thesis, 2014. http://hdl.handle.net/10400.6/4931.

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A CFD simulation of a four-stroke opposed piston engine has been performed. It is intended to evaluate the overall behavior and properties of in-cylinder flow, in a way that its use comercialy can be achieved. Due to the inherent characteristics of an opposed piston engine, it is necessary to dimension the model, using as reference the Jumo 205E engine: both valves, as well as the combustion chamber and both exhaust and admission ports. A combustion chamber adjacent to the cylinder zone is placed in order to fit both valves. The commercial software Fluent 14.0 is used to perform the numerical calculations. Due to the complexity of this study, mostly because of the existence of moving parts, the use o dynamic meshing is necessary. The viscous model is Standard K-E; the port entry and exit are defined as pressure-inlet and pressureoutlet, respectively. PISO and PRESTO! are the chosen methods for pressure-velocity coupling and pressure space discretization, respectively. The final results obtained were far from the expected, mainly due to the inadequate behavior and properties of the fluid within the cylinder and ports.
É realizada uma simulação em CFD de um motor de pistão oposto a funcionar num ciclo de quatro tempos. Pretende-se avaliar o comportamento e as propriedades do escoamento dentro do cilindro, de forma a viabilizar o seu uso a nível comercial. Devido às características inerentes de um motor de pistão oposto, torna-se assim necessário dimensionar o modelo, tendo como referência o motor Jumo 205E: ambas as válvulas, bem como a câmara de combustão e as portas de escape e admissão. Uma câmara de combustão adjacente à zona do cilindro é criada de modo a poder colocar as válvulas. O software comercial Fluent 14.0 é escolhido para realizar os cálculos numéricos. Dada a complexidade do estudo, maioritariamente devido às partes móveis existentes, o uso da malha dinâmica é necessária. O modelo Standard K-E é o escolhido para o modelo da viscosidade; as portas de entrada e saída de ar são definidas como pressureinlet e pressure-outlet, respetivamente. PISO e PRESTO! são os métodos de cálculo usados para o acoplamento pressão-velocidade e discretização pressão, respetivamente. Os resultados obtidos não foram os esperados, dado o comportamento e propriedades inadequados do fluido no cilindro e portas.
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Martins, Maria da Conceição Rodrigues. "3D CFD Combustion Simulation of a Four-Stroke SI Opposed Piston IC Engine." Master's thesis, 2020. http://hdl.handle.net/10400.6/10590.

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The reciprocating IC engine plays an important role in the world transport, with very few alternative configurations having commercial success. In light aircraft applications where low vibrations are crucial, boxer engines have predominated. The rising cost of fuel and the growth of public concern over pollutant emissions has led to an increased interest in alternative designs. In recent years, with the uprising of new technologies, research techniques and materials, the OP engine has emerged as a viable alternative to the conventional IC engine in some applications including in the aeronautical field. This study presents a numerical analysis of the combustion process of octane-air mixture in a four-stroke SI opposed piston engine. The model used in the simulations represents the internal volume of the cylinder of UBI/UDI-OPE-BGX286 engine. The simulation was run in Fluent 16.0 software, the species transport model was chosen to model combustion from the available in Fluent, and three different engines speeds were simulated: 2000RPM, 3200RPM and 4000RPM. Regarding the results obtained from the three CFD simulations, the overall behavior and properties of the in-cylinder flow and the obtained graphics were considered acceptable.
O motor alternativo de combustão interna desempenha um papel importante no mundo dos transportes, existindo ainda poucas configurações alternativas com sucesso comercial. Relativamente a aplicações em aeronaves ligeiras, onde as baixas vibrações são de extrema importância, os motores boxer têm predominado o mercado. O aumento do custo do combustível e o aumento da preocupação do público com as emissões de poluentes levaram a um maior interesse em novas alternativas. Nos últimos anos, com o surgimento de novas tecnologias, técnicas de pesquisa e materiais, o motor de pistões opostos surgiu como uma alternativa viável ao motor convencional de combustão interna em algumas aplicações, inclusive na área aeronáutica. Este estudo apresenta uma análise numérica do processo de combustão da mistura de octano-ar num motor de faísca a quatro tempos e de pistão oposto. O modelo utilizado nas simulações representa o volume interno do cilindro do motor UBI / UDI-OPE-BGX286. A simulação foi executada no software Fluent 16.0, dos modelos disponíveis no Fluent o modelo de transporte de espécies foi escolhido para modelar a combustão, e três diferentes velocidades de motor foram simuladas: 2000RPM,3200RPM e 4000RPM. Em relação aos resultados obtidos nas três simulações CFD, o comportamento geral e as propriedades do fluxo no cilindro e os gráficos obtidos foram considerados aceitáveis.
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Books on the topic "Opposed piston engine"

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Pirault, Jean-Pierre, and Martin LS Flint. Opposed Piston Engines. Warrendale, PA: SAE International, 2009. http://dx.doi.org/10.4271/r-378.

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Pirault, Jean-Pierre. Opposed piston engines: Evolution, use, and future applications. Warrendale, PA: SAE International, 2010.

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Pirault, Jean-Pierre. Opposed piston engines: Evolution, use, and future applications. Warrendale, Pa: SAE International, 2010.

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Martin, Flint, ed. Opposed piston engines: Evolution, use, and future applications. Warrendale, PA: SAE International, 2010.

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Flint, Martin, and Jean-Pierre Pirault. Opposed Piston Engines: Evolution, Use, and Future Applications. SAE International, 2009.

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Book chapters on the topic "Opposed piston engine"

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Redon, Fabien, Laurence J. Fromm, and Ashwin Salvi. "Opposed-Piston Gasoline Compression Ignition Engine." In Gasoline Compression Ignition Technology, 161–81. Singapore: Springer Singapore, 2022. http://dx.doi.org/10.1007/978-981-16-8735-8_6.

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Fromm, Laurence J., Fabien Redon, and Ashwin Salvi. "Opposed-Piston Engine Potential: Low CO2 and Criteria Emissions." In Energy, Environment, and Sustainability, 57–72. Singapore: Springer Singapore, 2021. http://dx.doi.org/10.1007/978-981-16-8717-4_4.

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Regner, Gerhard, John Koszewnik, and Rishikesh Venugopal. "Optimizing combustion in an opposed-piston, two-stroke (OP2S) diesel engine." In Proceedings, 657–59. Wiesbaden: Springer Fachmedien Wiesbaden, 2014. http://dx.doi.org/10.1007/978-3-658-05016-0_39.

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Abani, Neerav, Michael Chiang, Isaac Thomas, Nishit Nagar, Rodrigo Zermeno, and Gerhard Regner. "Developing a 55+ BTE Commercial Heavy-Duty Opposed-Piston Engine Without a Waste Heat Recovery System." In Proceedings, 292–310. Wiesbaden: Springer Fachmedien Wiesbaden, 2017. http://dx.doi.org/10.1007/978-3-658-19012-5_17.

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Regner, G., A. Salvi, L. Fromm, and F. Redon. "The Opposed-Piston Engine: The Next Step in Vehicle Efficiency." In Innovative Antriebe 2016, 101–30. VDI Verlag, 2016. http://dx.doi.org/10.51202/9783181022894-101.

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Conference papers on the topic "Opposed piston engine"

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Zhao, Zhenfeng, Fujun Zhang, Ying Huang, Zhenyu Zhang, and Dan Wu. "Study of Performance Characteristics of Opposed-Piston Folded-Cranktrain Engines." In ASME 2013 Internal Combustion Engine Division Fall Technical Conference. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/icef2013-19198.

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This paper discusses a prototype of horizontally opposed-piston folded-cranktrain two-stroke diesel engine with combined supercharger and high-pressure common rail fuel system by Beijing Institute of Technology. The cranktrain dynamics, the thermodynamics (include the combustion process and the scavenging) are investigated, which is the main difference between this type of engine and conventional engines. The aim of the work is to design and develop a prototype of opposed-piston folded-cranktrain engine. The investigated results showed that maximum speeds of two pistons are all 13.99m/s, while the mean velocity is 9.4 m/s; the maximum acceleration on negative side is 3765 m/s2 when the piston is near the BDC and the maximum acceleration on positive side is 2944 m/s2 when the pistons is near the TDC; scavenging efficiency can get to 89% and the final air utilization is 55%. The prototype of opposed-piston folded-cranktrain engine has been developed.
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Hofbauer, Peter. "Opposed Piston Opposed Cylinder (opoc) Engine for Military Ground Vehicles." In SAE 2005 World Congress & Exhibition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2005. http://dx.doi.org/10.4271/2005-01-1548.

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Nunes, Alexandre, and Francisco Brojo. "Development of a Novel 4-Stroke Spark Ignition Opposed Piston Engine." In ASME 2021 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2021. http://dx.doi.org/10.1115/imece2021-70504.

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Abstract This project aimed to develop a low-cost, 4-stroke gasoline-powered opposed piston engine (OPE), joining two conventional internal combustion engines with side valves on the block and removing the heads. This modified engine has a combustion chamber confined to the space inside the cylinder between the piston heads and the chamber between the valves. The pistons move on the cylinder shaft in opposite directions, a typical feature of OPE. It was studied the feasibility of building an engine from a different one already in use, to reduce the manufacturing and development costs. In addition, higher power can be obtained with better specific fuel consumption and reduced vibration. The engine performance was compared between the stock and opposed-piston engines. The engine performance parameters, such as rotational speed, torque and fuel consumption, were measured on an eddy currents dynamometer. With the collected data, power, specific consumption and overall efficiency were calculated. The performance of both stock and opposed-piston engines were compared, allowing to conclude that the opposed-piston engine is a cost-effective solution, delivers more power and has reduced vibration.
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Schneider, Stephan, Marco Chiodi, Horst Friedrich, and Michael Bargende. "Development and Experimental Investigation of a Two-Stroke Opposed-Piston Free-Piston Engine." In SAE/JSAE 2016 Small Engine Technology Conference & Exhibition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2016. http://dx.doi.org/10.4271/2016-32-0046.

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Indig, Harry, and Arthur C. Haman. "Experimental Analysis of an Inwardly-Opposed Piston Engine." In SAE International Congress and Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1985. http://dx.doi.org/10.4271/850362.

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Drallmeier, Joseph, Jason B. Siegel, Robert Middleton, Anna G. Stefanopoulou, Ashwin Salvi, and Ming Huo. "Modeling and Control of a Hybrid Opposed Piston Engine." In ASME 2021 Internal Combustion Engine Division Fall Technical Conference. American Society of Mechanical Engineers, 2021. http://dx.doi.org/10.1115/icef2021-67541.

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Abstract This paper presents the modeling and control of an opposed piston (OP) engine in a novel hybrid architecture. The OP engine was selected for this work due to the inherent thermody-namic benefits and the balanced nature of the engine. The typical geartrain required on an OP engine was exchanged for two electric motors, significantly reducing friction and decoupling the crankshafts. By using the motors to control the crankshaft motion profiles, this configuration introduces capabilities to dynamically vary compression ratio, combustion volume, and scavenging dynamics. To realize these opportunities, a model of the system capturing the instantaneous engine dynamics is essential along with methodology to regulate the crankshaft’s rotational dynamics utilizing the electric motors. The modeling presented here couples a 1D model capturing the gas exchange process during scavenging and a 0D model of the crankshaft dynamics and the heat release profile due to combustion. With the use of this model, a linear quadratic controller with reference feedforward was designed to track the crankshaft motion trajectory. Experimental results are used to validate the model and controller performance. These results highlight the sensitivity to model uncertainty at points with high cylinder pressure, leading to large differences in control input near minimum volume. The proposed controller is, however, still able to maintain tracking error for crankshaft position below ± 1 degree.
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Huo, Ming, Yuexin Huang, and Peter Hofbauer. "Piston Design Impact on the Scavenging and Combustion in an Opposed-Piston, Opposed-Cylinder (OPOC) Two-Stroke Engine." In SAE 2015 World Congress & Exhibition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2015. http://dx.doi.org/10.4271/2015-01-1269.

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Naik, Suramya, Fabien Redon, Gerhard Regner, and John Koszewnik. "Opposed-Piston 2-Stroke Multi-Cylinder Engine Dynamometer Demonstration." In Symposium on International Automotive Technology 2015. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2015. http://dx.doi.org/10.4271/2015-26-0038.

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Geca, Michal Jan, Grzegorz Baranski, Lukasz Grabowski, and Nanthagopal Kasianantham. "Vibration study of an Aircraft Diesel Opposed Piston Engine." In 2021 IEEE 8th International Workshop on Metrology for AeroSpace (MetroAeroSpace). IEEE, 2021. http://dx.doi.org/10.1109/metroaerospace51421.2021.9511710.

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Moser, Sean, Brian Gainey, Benjamin Lawler, and Zoran Filipi. "Thermodynamic Analysis of Novel 4-2 Stroke Opposed Piston Engine." In 15th International Conference on Engines & Vehicles. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2021. http://dx.doi.org/10.4271/2021-24-0096.

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Reports on the topic "Opposed piston engine"

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Edwards, K. Dean, Charles E. A. Finney, Clayton Naber, Siddhartha Banerjee, and Michael Tony Willcox. CRADA Final Report: Development of Opposed-Piston Variable Compression Ratio Engine for Automotive Applications. Office of Scientific and Technical Information (OSTI), February 2019. http://dx.doi.org/10.2172/1510582.

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Willcox, Michael A., and James M. Cleeves. Drive Cycle Fuel Economy and Engine-Out Emissions Evaluation Using an Opposed-Piston Sleeve-Valve Engine with Lean Operation and Ignition Delay for NOx Control. Warrendale, PA: SAE International, October 2013. http://dx.doi.org/10.4271/2013-32-9064.

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