Sandia National Laboratories has been investigating a new, integrated approach to generating electricity with ultra low emissions and very high efficiency for low power (30 kW) applications such as hybrid vehicles and portable generators. Our approach utilizes a free piston in a double-ended cylinder. Combustion occurs alternately at each cylinder end, with intake/exhaust processes accomplished through a two stroke cycle. A linear alternator is mounted in the center section of the cylinder, serving to both generate useful electrical power and to control the compression ratio by varying the rate of electrical generation. Thus, a mechanically simple geometry results in an electronically controlled variable compression ratio configuration. The capability of the homogeneous charge compression ignition combustion process employed in this engine with regards to reduced emissions and improved thermal efficiency has been investigated using a rapid compression expansion machine. Eight different fuels, including propane, natural gas, hydrogen, methanol, n-pentane, hexane, n-heptane, and isooctane have been used at low equivalence ratio (φ ~ 0.35) and initial temperatures of 25°C, 50°C and 70°C. The results indicate that the cycle thermal efficiency can be significantly improved (56% measured) relative to current combustion systems, while low NO x emissions are possible (<10 PPM). HC and CO emissions must be controlled through some aftertreatment technology. The primary cause of
A free piston internal combustion (IC) engine operating on high compression ratio (CR) homogeneous charge compression ignition (HCCI) combustion is being developed by Sandia National Laboratories to significantly improve the thermal efficiency and exhaust emissions relative to conventional crankshaft-driven SI and Diesel engines. A two-stroke scavenging process recharges the engine and is key to realizing the efficiency and emissions potential of the device. To ensure that the engine's performance goals can be achieved the scavenging system was configured using computational fluid dynamics (CFD), zero-and onedimensional modeling, and single step parametric variations. A wide range of design options was investigated including the use of loop, hybrid-loop and uniflow scavenging methods, different charge delivery options, and various operating schemes. Parameters such as the intake/exhaust port arrangement, valve lift/timing, charging pressure and piston frequency were varied. Operating schemes including a standard uniflow configuration, a low charging pressure option, a stratified scavenging geometry, and an over-expanded (Atkinson) cycle were studied. The computational results indicated that a stratified scavenging scheme employing a uniflow geometry, and supplied by a stable, low temperature/pressure charge will best optimize the efficiency and emissions characteristics of the engine. The operating CR can be maximized through substantial replacement of the burned charge, while short-circuiting emissions can be controlled by late fuel introduction. The in-cylinder flows are important to both NOx and short-circuiting emissions with inadequate mixing (and resulting temperature stratification) the predominant driver of NO production, and fuel penetration to the exhaust valve region the main cause of unburned hydrocarbon emissions.
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