Opposed Piston Opposed Cylinder (opoc™) 5/10 kW Heavy Fuel Engine for UAVs and APUs

Kalkstein, James; Röver, Wulf; Campbell, B A Albert; Zhong, Lurun; Huang, Hua; Liu, Jing Ping; Tatur, Marek; Geistert, Andreas; Tusinean, Adrian

doi:10.4271/2006-01-0278

Cited by 22 publications

(9 citation statements)

References 2 publications

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“…For this purpose, many scientific institutions, design offices and enterprises have started developing innovative control, power, cooling systems or flue gas treatment plants. Apart from system modifications, new materials for engine parts are implemented, their geometry and mechanical, thermal and fatigue strength are improved [8,9,10]. However, to accelerate the optimization process and reduce the number of experiments or prototypes, the numerical modelling technique is commonly used [11].…”

Section: Introductionmentioning

confidence: 99%

Multibody analysis of the opposed-piston aircraft engine vibrations

Pietrykowski

Biały

2021

J. Phys.: Conf. Ser.

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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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Section: Introductionmentioning

confidence: 99%

Multibody analysis of the opposed-piston aircraft engine vibrations

Pietrykowski

Biały

2021

J. Phys.: Conf. Ser.

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“…Such methods are particularly desirable in aviation [7,8]. In addition to modifying the structure, new materials are introduced, their geometry and mechanical, thermal and fatigue strength are improved [9][10][11]. To optimize the design of engines, numerical methods of engine design are widely used and developed [1].…”

Section: Introductionmentioning

confidence: 99%

FEM analysis of the opposed-piston aircraft engine block

Pietrykowski

2021

J. Phys.: Conf. Ser.

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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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“…Alternative engine design methodologies have also been developed using novel techniques as discussed by Stone (2012), Hooper and Hooper (1996), Hooper (2001Hooper ( , 2005 and Hooper et al (2011Hooper et al ( , 2012. Opposed piston designs have been proposed by Kalkstein et al (2006) and there have been cases considering four stroke engines as presented by Cathcart et al (2005).…”

Section: Introductionmentioning

confidence: 99%

Experimental experience of cold starting a spark ignition UAV engine using low volatility fuel

Hooper

2017

AEAT

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Purpose -The purpose of this paper is to present results of practical experience of cold starting a gasoline engine on low volatility fuel suitable for Unmanned Air-Vehicle (UAV) deployment. Design/methodology/approach -Experimental research and development via dynamometer testing of systems capable of achieving cold start of a spark ignition UAV engine on kerosene JET A-1 fuel. Findings -Repeatable cold starts have been satisfactorily achieved at ambient temperatures of 5°C. The approximate threshold for warm engine restart has also been established Practical implications -For safety and supply logistical reasons the elimination of the use of gasoline fuel offers major advantages not only for UAVs but for other internal combustion engine powered equipment to be operated in military theatres of operation. For gasoline crankcase scavenged two stroke cycle engines this presents development challenges in terms of modification of the lubrication strategy, achieving acceptable performance characteristics and the ability to successfully secure repeatable engine cold start. Originality/value -The majority of UAVs still operate on gasoline based fuels. Successful modification to allow low volatility fuel operation would address single fuel policy objectives

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Opposed Piston Opposed Cylinder (opoc™) 5/10 kW Heavy Fuel Engine for UAVs and APUs

Cited by 22 publications

References 2 publications

Multibody analysis of the opposed-piston aircraft engine vibrations

Multibody analysis of the opposed-piston aircraft engine vibrations

FEM analysis of the opposed-piston aircraft engine block

Experimental experience of cold starting a spark ignition UAV engine using low volatility fuel

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