Developing a 55% BTE Commercial Heavy-Duty Opposed-Piston Engine without a Waste Heat Recovery System

Abani, Neerav; Nagar, Nishit; Zermeno, Rodrigo; Chiang, Michael; Thomas, Isaac

doi:10.4271/2017-01-0638

Cited by 23 publications

(15 citation statements)

References 24 publications

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“…Modern IC engines can achieve >50% thermal efficiency with ultra-low emissions under steady conditions. 6,67,68 Because of the high energy density of hydrocarbon fuels, a small increase in powertrain efficiency can translate into significantly higher energy conversion and lower GHG emissions. Further improvements to engine efficiency and hybridization can reduce the environmental impact of ICEVs and HEVs to match those of grid-powered BEVs while countering the energy F I G U R E 4 Current CO 2 emission regulations and future trends.…”

Section: The Present State Of Road Propulsion Systemsmentioning

confidence: 99%

“…Over the last few decades, the efficiency of IC engines has improved significantly. Modern IC engines can achieve >50% thermal efficiency with ultra‐low emissions under steady conditions 6,67,68 . Because of the high energy density of hydrocarbon fuels, a small increase in powertrain efficiency can translate into significantly higher energy conversion and lower GHG emissions.…”

Section: The Present State Of Road Propulsion Systemsmentioning

confidence: 99%

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Decarbonization potential of future sustainable propulsion—A review of road transportation

Leblanc

Sandhu

et al. 2023

Energy Science & Engineering

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Modern automotive propulsion technologies must achieve the highest CO2 reduction potential quickly to abide by the requirements of the Paris Climate Agreement. A collective utilization of renewable fuels, e‐fuels, hydrogen, and electrical energy will be able to meet different mobility and transport requirements in an optimal and CO2‐neutral approach. The well‐to‐wheel greenhouse gas emissions of a propulsion system are determined by two factors, that is, the energy efficiency of the system and the carbon intensity of the energy source. Regardless of the CO2 emission generated during the battery manufacturing and recycling process, the carbon intensity of the battery electric vehicles during operation is mainly decided by the carbon intensity of the electricity being consumed. The relatively low fleet ratios of battery electric and hydrogen‐powered vehicles and the massive remaining useful life of current internal combustion engine vehicle stock limit their impact on decarbonization in the near term. The expansion of charging infrastructure requires significant acceleration for the success of large‐scale and rapid electric vehicle adoption. For internal combustion engines, the focus is to further improve energy efficiency and the adoption of low‐to‐zero carbon renewable fuels. Hybrid and plug‐in hybrid vehicles are demonstrating the advantages of combining state‐of‐the‐art technologies to reduce both energy consumption and carbon emissions. In this review, the present status of propulsion systems is reviewed in detail, considering both the market penetration and well‐to‐wheel carbon emissions. The decarbonization potentials of various propulsion systems are then discussed.

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Section: The Present State Of Road Propulsion Systemsmentioning

confidence: 99%

Section: The Present State Of Road Propulsion Systemsmentioning

confidence: 99%

Decarbonization potential of future sustainable propulsion—A review of road transportation

Leblanc

Sandhu

et al. 2023

Energy Science & Engineering

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“…2 An opposed-piston, two-stroke (OP2S) diesel engine has attracted attention due to its simple structure, high power density, high thermal efficiency, and low heat transfer loss. 3,4 Jean-Pierre Pirault and Martin Flint pointed out that compared with engines of the same volume, the inherent characteristics of the OP2S diesel engine show strong operating and cost advantages, which are very suitable for the future demand for high-performance engines. 5 Therefore, using new technology to research OP2S diesel engines has a good development prospect to overcome its disadvantages, to achieve high-efficiency and low-emission combustion.…”

Section: Introductionmentioning

confidence: 99%

Numerical analysis of mixing and combustion characteristics of a lateral swirl combustion system in OP2S diesel engines

Yang

et al. 2022

Proceedings of the Institution of Mechanical Engineers, Part D:

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Opposed-Piston, Two-Stroke (OP2S) diesel engine is a potential powertrain to achieve efficient and clean combustion. However, its non-uniformity of mixing and combustion restricts performance improvement. To solve this problem, this work proposed a lateral swirl combustion system (LSCS) for the OP2S diesel engine. Applying CFD simulation, this work studied the effects of different combustion chamber parameters on the mixing and combustion performance, power, and emissions of the LSCS of the OP2S diesel engine. Furthermore, the combustion parameters were optimized by sensitivity analysis and parameter normalization methods. The results show that the LSCS helps improve the non-uniformity of mixing & combustion of the OP2S diesel engine, accelerate burning, improve the power of the OP2S diesel engine and reduce soot emissions. Besides, under certain fuel supply conditions, it is necessary to make good use of the space of the axial and radial sections of the combustion chamber and make the convex edge height realize the split-flow effect. Therefore the performance of the LSCS can be improved effectively in the OP2S diesel engine.

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“…After overcoming the architecture's historical challenges, the Achates Power Opposed-Piston Engine now delivers a step-wise improvement in BTE over the most advanced conventional four-stroke engines [2]. In addition, with the elimination of parts such as the cylinder head and valve train, it is also less complex and less costly to produce-making it even more appealing to manufacturers.…”

Section: Introductionmentioning

confidence: 99%

Cold Start HD FTP Test Results on Multi-Cylinder Opposed-Piston Engine Demonstrating Rapid Exhaust Enthalpy Rise to Achieve Ultra Low NOx

Patil¹,

Ghazi²,

Redon³

et al. 2018

SAE Technical Paper Series

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T he 2010 emission standards for heavy-duty diesel engines in the U.S. have established a limit for oxides of nitrogen (NOx) emissions of 0.20 g/bhp-hr., a 90% reduction from the previous emission standards. However, it has been projected that even when the entire on-road fleet of heavy-duty vehicles operating in California is compliant with the 2010 emission standards, the upcoming National Ambient Air Quality Standards (NAAQS) requirement for ambient particulate matter and ozone will not be achieved in California without further significant reductions in NOx emissions from the heavy-duty vehicle fleet. Given this, there is potential of further reduction in NOx emissions limit standards for heavy duty engines in the US. Recently there have been extensive studies and publications focusing on ultra-low NOx after treatment technologies that help achieve up to 0.02g/bhp-hr. at tailpipe [1].To achieve ultra-low NOx emission levels over the composite HD FTP cycle, rapid heat energy must be provided to the diesel exhaust after-treatment system during cold start portion of the cycle, and peak NOx reduction efficiency must be maintained during the hot-start portion of cycle. Delivering this has been the challenge for conventional four-stroke heavy duty diesel engines as these are competing demands. Ultra-low NOx system solutions involving the implementation of supplemental heat sources downstream in the exhaust system comes at CO 2 penalty and adds significant cost and complexity.The Achates Power Opposed-Piston Engine design provides an ideal solution to this challenge. The opposedpiston engine has several inherent advantages over conventional four-stroke engines, like higher BTE [2], low BMEP and internal EGR facilitating low engine out NOx and ability to provide rapid engine out temperature rise [3] for emission system while maintaining low engine out NOx. This paper highlights the results from cold-start HD FTP testing with the 4.9L Opposed-Piston Engine. The target of this testing was to evaluate the ability of the Achates Power Opposed-Piston Engine to provide rapid engine out temperature rise by operating the engine in the mode designed to deliver exhaust enthalpy, aiding fast catalyst light-off which enables early and peak NOx conversion in the exhaust after treatment system. Rapid exhaust heat and temperature rise that was delivered exceeded SCR catalyst light-off temperature thresholds (200°C) within the first 40 seconds in the cycle while controlling the engine out NOx levels.

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Developing a 55% BTE Commercial Heavy-Duty Opposed-Piston Engine without a Waste Heat Recovery System

Cited by 23 publications

References 24 publications

Decarbonization potential of future sustainable propulsion—A review of road transportation

Decarbonization potential of future sustainable propulsion—A review of road transportation

Numerical analysis of mixing and combustion characteristics of a lateral swirl combustion system in OP2S diesel engines

Cold Start HD FTP Test Results on Multi-Cylinder Opposed-Piston Engine Demonstrating Rapid Exhaust Enthalpy Rise to Achieve Ultra Low NOx

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