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Conseil International
Prof. Günter Elsbett: Controlled shift-liners for optimized scavenging, improved thermal efficiency and multi- stroke capability for opposed piston engines and conventional engines Page 2 Prof. Günter Elsbett: Controlled shift-liners for optimized scavenging, improved thermal efficiency and multi- stroke capability for opposed piston engines and conventional engines INTRODUCTION they are guided and supported by the surrounding cylinder material, leading to Opposed Piston Engines (OPEs) are low oscillating liner masses during shifting. looking back to 120 years of history and have been produced as Otto and Diesel engines, offering a promising challenge in specific output and thermal efficiency. Diesel-OPEs have been used regularly for commercial aircraft due to excellent power/weight ratio, but powering also merchant ships with big engines of several thousands of kW. Already 75 years ago a brake efficiency of more than 40% could be achieved. In recent decades these Fig.1 Cross-section of the 4SOPE engines seem to be forgotten while the research and development engineers put The presented experimental-OPE was just their main focus on emission improvement. created demonstrating the functions of the Conventional OPE-technology is known for hydraulically shifted liners in a fired engine. emission problems, especially caused by The parts are machined from full pieces of scraping lubrication oil into in- and outlet material. This OPE is applied with a simple ports, as common OPEs scavenging is mechanical fuel injection system, single- limited for use in 2-stroke engines only. hole pintle-nozzles and electric governor. Any emission treatment is not applied. Now some new developments in OPE- Data: Single-cylinder, 4-stroke, natural technology show their relevance to future aspirated, 108mm bore, 2x118mm stroke, power-train challenges. -
The Recuperated Split Cycle – Experimental Combustion Data from a Single Cylinder Test Rig
2017-24-0169 The recuperated split cycle – experimental combustion data from a single cylinder test rig Author, co-author ( Do NOT enter this information. It will be pulled from participant tab in MyTechZone ) Affiliation ( Do NOT enter this information. It will be pulled from participant tab in MyTechZone ) Critical deadlines – Review ready 16 th March, final manuscript 10 th June Abstract research in the field. Significant benefits through vehicle and system measures, such as kinetic energy recovery and improved aerodynamics are expected to deliver substantial improvements but the primary The conventional Diesel cycles engine is now approaching the source of loss in the system, the prime mover, is more challenging. practical limits of efficiency. The recuperated split cycle engine is an Reductions in powertrain friction and improvements in combustion alternative cycle with the potential to achieve higher efficiencies than efficiency are likely to deliver brake efficiencies as high as 50% from could be achieved using a conventional engine cycle. In a split cycle conventional compression ignition technologies [1]. The addition of engine, the compression and combustion strokes are performed in waste heat recovery will also drive performance beyond 50%, but there separate chambers. This enables direct cooling of the compression is a broad consensus that brake efficiencies in the range of 50-55% cylinder reducing compression work, intra cycle heat recovery and low represents the technology limit from an advanced compression ignition heat rejection expansion. Previously reported analysis has shown that propulsion system with waste heat recovery. brake efficiencies approaching 60% are attainable, representing a 33% improvement over current advanced heavy duty diesel engine. -
The “Michell” Crankless Engine – Why Was It Not a Commercial Success?
The Piston Engine Revolution The “Michell” Crankless Engine – Why was it not a commercial success? John A. Anning At the beginning of the twentieth century, when the internal combustion engine was being developed for automobiles and aircraft, some designers arranged for the cylinders to be parallel to the output shaft. These became known as axial or barrel engines. They utilised either the swash plate or wobbleplate principles. The most promising was the Michell Crankless Engine, which was patented in 1917. AGM Michell FRS (1870-1959) was an Australian engineer best known for the design of the “Michell” tilting pad thrust bearing, patented in the UK and Australia in 1905. By the end of WWI Michell was a wealthy man from royalties and applied the tilting pad principle to an axial engine. The principle was first applied to compressors and by 1920 the first IC engine was made. An advantage is that perfect primary and secondary balance can be achieved at all rotational speeds. Michell formed Crankless Engines (Australia) Pty Ltd. A number of engines were built and installed in existing production vehicles. He realised that for the future commercialisation an overseas involvement was essential so offices were opened in London and New York. The Michell crankless principle still remains the most efficient method of converting linear into rotary motion. By the late 1920s with the world depression the Australian company was forced into receivership. A business analysis is given as to the possible reasons for its failure to achieve commercial success. It deserves its place in the panoply of IC engine history. -
Los Motores Aeroespaciales, A-Z
Sponsored by L’Aeroteca - BARCELONA ISBN 978-84-608-7523-9 < aeroteca.com > Depósito Legal B 9066-2016 Título: Los Motores Aeroespaciales A-Z. © Parte/Vers: 1/12 Página: 1 Autor: Ricardo Miguel Vidal Edición 2018-V12 = Rev. 01 Los Motores Aeroespaciales, A-Z (The Aerospace En- gines, A-Z) Versión 12 2018 por Ricardo Miguel Vidal * * * -MOTOR: Máquina que transforma en movimiento la energía que recibe. (sea química, eléctrica, vapor...) Sponsored by L’Aeroteca - BARCELONA ISBN 978-84-608-7523-9 Este facsímil es < aeroteca.com > Depósito Legal B 9066-2016 ORIGINAL si la Título: Los Motores Aeroespaciales A-Z. © página anterior tiene Parte/Vers: 1/12 Página: 2 el sello con tinta Autor: Ricardo Miguel Vidal VERDE Edición: 2018-V12 = Rev. 01 Presentación de la edición 2018-V12 (Incluye todas las anteriores versiones y sus Apéndices) La edición 2003 era una publicación en partes que se archiva en Binders por el propio lector (2,3,4 anillas, etc), anchos o estrechos y del color que desease durante el acopio parcial de la edición. Se entregaba por grupos de hojas impresas a una cara (edición 2003), a incluir en los Binders (archivadores). Cada hoja era sustituíble en el futuro si aparecía una nueva misma hoja ampliada o corregida. Este sistema de anillas admitia nuevas páginas con información adicional. Una hoja con adhesivos para portada y lomo identifi caba cada volumen provisional. Las tapas defi nitivas fueron metálicas, y se entregaraban con el 4 º volumen. O con la publicación completa desde el año 2005 en adelante. -Las Publicaciones -parcial y completa- están protegidas legalmente y mediante un sello de tinta especial color VERDE se identifi can los originales. -
US5507253.Pdf
|||||||||| USO05507253A United States Patent (19) 11 Patent Number: 5,507,253 Lowi, Jr. (45) Date of Patent: Apr. 16, 1996 54 ADABATIC, TWO-STROKECYCLE ENGINE ing,” SAE Paper 650007. HAVING PSTON-PHASING AND John C. Basiletti and Edward F. Blackburne, Dec. 1966, COMPRESSION RATO CONTROL SYSTEM "Recent Developments in Variable Compression Ratio Engines.” SAE Paper 660344. 76 Inventor: Alvin Lowi, Jr., 2146 Toscanini Dr., L. J. K. Setright, "Some Unusual Engines,” Dec. 1975, pp. Rancho Palos Verde, Calif. 90732 99-105, 109-111. R. Kamo, W. Bryzik and P. Glance Dec. 1987, "Adiabatic (21) Appl. No.: 311,348 Engine Trends-Worldwide,” SAE Paper 870018. (22 Filed: Sep. 23, 1994 S. G. Timony, M. H. Farmer and D. A. Parker, Dec. 1987, "Preliminary Experiences with a Ceramics Evaluation Related U.S. Application Data Engine Rig.” SAE Paper 870021. Paul and Humphrheys, Dec. 1952, SAE Transactions No. 6, 63 Continuation of Ser. No. 112,887, Aug. 27, 1993, Pat. No. 5,375,567. p. 259. (51) Int. Cl." ......................................... FO2B 75/26 Primary Examiner-Marguerite Macy I52 U.S. Cl. .................................... 123/S6.9 Attorney, Agent, or Firm-Bruce M. Canter 58) Field of Search .................................. 123/55.7, 56.1, 123/56.2, 56.8, 56.9, 51 B, 193.6 57) ABSTRACT An engine structure and mechanism that operates on various 56) References Cited combustion processes in a two-stroke-cycle without supple U.S. PATENT DOCUMENTS mental cooling or lubrication comprises an axial assembly of cylindrical modules and twin, double-harmonic cams that 1,127,267 2/1915 McElwain .............................. 123/56.8 operate with opposed pistons in each cylinder through fully 1,339,276 5/1920 Murphy ................................. -
Military Vehicle Options Arising from the Barrel Type Piston Engine
Journal of Power Technologies 101 (1) (2021) 22–33 Military vehicle options arising from the barrel type piston engine Pawe l Mazuro1 and Cezary Chmielewski1,B 1Warsaw University of Technology B [email protected] Abstract in terms of efficiency, meaning that piston engines can deliver enhanced range and endurance. This is benefi- The article reviews knowledge about requirements for engines in cial in missions requiring a stopover for refueling and state-of-the-art unmanned aerial vehicles and tanks. Analysis of particularly useful for unmanned supply, observation design and operational parameters was carried out on selected and maritime missions. turboshaft and piston engines generating power in the range of 500 - 1500 kW (0.5 - 1.5 MW). The data was compared In contrast, land combat vehicles have significantly with the performance of innovative, barrel type piston engines, different drive unit requirements. High mobility en- which are likely to become an alternative drive solution in the ables the vehicle to rapidly change location after de- target vehicle groups. tection. To this end, the torque curve as a function of the rotational speed of the shaft is of decisive im- portance. Keywords: military UAV, tanks, turboshaft engines, piston engines, barrel type piston engines The complexity of tank engines adds an additional layer of requirements, impacting the reliability and durability of the power unit, and they come with re- 1 Introduction lated manufacturing and operating costs. In military land vehicles, the engine should be as small This article consolidates knowledge on options and as possible; the space saved can be used for other capabilities arising from use of the barrel type piston purposes. -
Principles of an Internal Combustion Engine
Principles of an Internal Combustion Engine Course No: M03-046 Credit: 3 PDH Elie Tawil, P.E., LEED AP Continuing Education and Development, Inc. 22 Stonewall Court Woodcliff Lake, NJ 076 77 P: (877) 322-5800 [email protected] Chapter 2 Principles of an Internal Combustion Engine Topics 1.0.0 Internal Combustion Engine 2.0.0 Engines Classification 3.0.0 Engine Measurements and Performance Overview As a Construction Mechanic (CM), you are concerned with conducting various adjustments to vehicles and equipment, repairing and replacing their worn out broken parts, and ensuring that they are serviced properly and inspected regularly. To perform these duties competently, you must fully understand the operation and function of the various components of an internal combustion engine. This makes your job of diagnosing and correcting troubles much easier, which in turn saves time, effort, and money. This chapter discusses the theory and operation of an internal combustion engine and the various terms associated with them. Objectives When you have completed this chapter, you will be able to do the following: 1. Understand the principles of operation, the different classifications, and the measurements and performance standards of an internal combustion engine. 2. Identify the series of events, as they occur, in a gasoline engine. 3. Identify the series of events, as they occur in a diesel engine. 4. Understand the differences between a four-stroke cycle engine and a two-stroke cycle engine. 5. Recognize the differences in the types, cylinder arrangements, and valve arrangements of internal combustion engines. 6. Identify the terms, engine measurements, and performance standards of an internal combustion engine. -
Scuderi Split Cycle Engine: a Review
Int. J. Mech. Eng. & Rob. Res. 2013 Anshul Jangalwa et al., 2013 ISSN 2278 – 0149 www.ijmerr.com Vol. 2, No. 4, October 2013 © 2013 IJMERR. All Rights Reserved Review Article SCUDERI SPLIT CYCLE ENGINE: A REVIEW Anshul Jangalwa1*, Aditya Kumar Singh1, Akshay Jain1 and Ankit Barua1 *Corresponding Author: Anshul Jangalwa, [email protected] Internal Combustion engines have become a very important prime movers in today’s life, there study is also an active field of research for many automobile industries and also has its environmental concerns. IC engines are used not only in automobile industries but are also used in transportation in sea as well as air, as a prime mover for electric generators and in industrial applications. There efficiencies and there environmental impacts are very crucial. A new IC engine developed by the Scuderi group called ‘Scuderi Split Cycle Engine’ is described in this review paper. It is more efficient than a conventional engine and also have less emissions. Keywords: Conventional engine, Efficiency, Split cycle INTRODUCTION different groups all over the world. Various Scuderi Split-cycle engines divides the four engineers and scientists worked on it to strokes of intake, compression, power, and explore the possibility of the split cycle engine. exhaust into two separate but paired cylinders. But, none has matched the efforts and the The first cylinder is used for intake and results obtained by Late Carmelo J. Scuderi. compression. The compressed air is then He gave his entire life for the Scuderi split cycle transferred through a crossover passage from engine. The Scuderi Group, an engineering the compression cylinder into the expansion and licensing company based in West cylinder, where combustion and exhaust occur. -
Mathematical Modeling and Analysis of Gas Torque in Twinrotor Piston
J. Cent. South Univ. (2013) 20: 3536−3544 DOI: 10.1007/s117710131879y Mathematical modeling and analysis of gas torque in twinrotor piston engine DENG Hao(邓豪) 1, 2, PAN Cunyun(潘存云) 1, XU Xiaojun(徐小军) 1, ZHANG Xiang(张湘) 1 1. College of Mechatronic Engineering and Automation, National University of Defense Technology, Changsha 410073, China; 2. Naval Aeronautical Engineering Institute, Qingdao Branch, Qingdao 266041, China © Central South University Press and SpringerVerlag Berlin Heidelberg 2013 Abstract: The gas torque in a twinrotor piston engine (TRPE) was modeled using adiabatic approximation with instantaneous combustion. The first prototype of TRPE was manufactured. This prototype is intended for high power density engines and can produce 36 power strokes per shaft revolution. Compared with the conventional engines, the vector sum of combustion gas forces acting on each rotor piston in TRPE is a pure torque, and the combustion gas rotates the rotors while compresses the gas in the compression chamber at the same time. Mathematical modeling of gas force transmission was built. Expression for gas torque on each rotor was derived. Different variation patterns of the volume change of working chamber were introduced. The analytical and numerical results is presented to demonstrate the main characteristics of gas torque. The results show that the value of gas torque in TRPE falls to be less than zero before the combustion phase is finished; the time for one stroke is 30° in terms of the rotating angle of the output shaft; gas torque in one complete revolution of the output shaft has a period which is equal to 60° and it is necessary to put off the moment when gas torque becomes zero in order to export the maximum energy. -
ENRESO WORLD - Ilab
ENRESO WORLD - ILab Different Car Engine Types Istas René Graduated in Automotive Technologies 1-1-2019 1 4 - STROKE ENGINE A four-stroke (also four-cycle) engine is an internal combustion (IC) engine in which the piston completes four separate strokes while turning the crankshaft. A stroke refers to the full travel of the piston along the cylinder, in either direction. The four separate strokes are termed: 1. Intake: Also known as induction or suction. This stroke of the piston begins at top dead center (T.D.C.) and ends at bottom dead center (B.D.C.). In this stroke the intake valve must be in the open position while the piston pulls an air-fuel mixture into the cylinder by producing vacuum pressure into the cylinder through its downward motion. The piston is moving down as air is being sucked in by the downward motion against the piston. 2. Compression: This stroke begins at B.D.C, or just at the end of the suction stroke, and ends at T.D.C. In this stroke the piston compresses the air-fuel mixture in preparation for ignition during the power stroke (below). Both the intake and exhaust valves are closed during this stage. 3. Combustion: Also known as power or ignition. This is the start of the second revolution of the four stroke cycle. At this point the crankshaft has completed a full 360 degree revolution. While the piston is at T.D.C. (the end of the compression stroke) the compressed air-fuel mixture is ignited by a spark plug (in a gasoline engine) or by heat generated by high compression (diesel engines), forcefully returning the piston to B.D.C. -
Combustion Characteristics of a Spark-Ignited Split-Cycle Engine Fuelled with Methane
Article citation info: CAMERON I., SOBIESIAK A. Combustion characteristics of a spark-ignited split-cycle engine fuelled with methane. Combustion Engines. 2015, 161(2), 33-41. ISSN 2300-9896. Iain CAMERON PTNSS-2015-204 Andrzej SOBIESIAK Combustion characteristics of a spark-ignited split-cycle engine fuelled with methane This paper begins with a brief introduction to the operating principles of a split-cycle engine that utilizes a valved, intermediary volume to connect the two engine cylinders. Results from experimental testing of the engine fueled with pure methane are presented with a particular emphasis on the combustion duration and phasing. Two different methods of analysing the combustion duration – the mass fraction burn (MFB) and normalized pressure ratio (PRN) – are given. Testing was performed at wide open throttle (WOT) for engine speeds ranging from 850–1200 rpm, and air-fuel equiva- lence ratios from 0.8–1.0. The results indicate that the main combustion duration is very rapid for all conditions tested, despite late combustion phasing. Changes in spark timing were shown to have a considerable impact on IMEP but did not greatly effect the burn duration. Cyclic variability of IMEP was found to be less than 4% for all cases, except when operation was leaner than ø = 0.85, indicating good combustion stability. Key words: spark ignition engines, split-cycle, methane, natural gas, CNG, fast burn, turbulence 1. Introduction [9, 10]. The majority of these engines rely on squish vol- The use of natural gas (NG) as a transportation fuel is umes and/or specially designed piston cavities to generate supported by many appealing attributes associated with the turbulence at TDC. -
The Split Cycle Engine and Its Impact on the Vehicle Cooling System
The split cycle engine and its impact on the vehicle cooling system R E Morgan, G Dong, and M R Heikal Centre for Automotive Engineering, University of Brighton Abstract The split cycle engine represents a radical departure from conventional internal combustion engines. In the split cycle engine, the compression and combustion processes occur in different cylinders, enabling extreme charge air cooling, intra cylinder waste heat recovery and independent optimisation of the compression and combustion chambers. Combining these benefits, thermal efficiencies of over 50% and approaching 60% in some applications are theoretically possible. The split cycle engine is of particular interest in commercial vehicle applications where load factors are high and savings in fuel consumption of major economic benefit to end users. The energy balance of the split cycle engine is markedly different to conventional engines with significantly more energy being rejected through charge air cooling but correspondingly less through the engine cooling system. How the charge air is cooled will affect how thermal energy is rejected to the environment and the consequential impact on the vehicle cooling system. In this paper, the split cycle engine will be described and the energy balance compared with a conventional heavy duty diesel engines. Methods of charge air cooling; through multi stage compression with intercooling, direct cooling with a water spray and by the injection of a cryogenic liquid spray will be discussed. The overall energy balance, impact on powertrain efficiency and heat exchanger sizing for the water spray cooling case is compared with a comparable diesel engine. Finally, the consequences of the split cycle on component thermal loading will be discussed and strategies for controlling critical component temperatures described.