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Meeting Future Fuel
Efficiency and Emissions
Regulations with the
Opposed-Piston Engine
John Koszewnik
Chief Technical Officer
April 24, 2013
1©2013Achates Power, Inc. All rights reserved.
Key Questions To Be Addressed Today
 Who is Achates Power?
 Why can an opposed-piston, two-stroke diesel engine be more fuel
efficient than a four-stroke diesel?
 Why can an opposed-piston, two-stroke diesel engine have superior
emissions performance?
 What has been demonstrated via dynamometer testing?
 How are the historical challenges of opposed-piston, two-stroke
diesels addressed?
 How does this compare with four-stroke fuel efficiency and emission
improvement actions?
 How should you validate a game-changing, disruptive technology?
2©2013Achates Power, Inc. All rights reserved.
Key Questions To Be Addressed Today
 Who is Achates Power?
 Why can an opposed-piston, two-stroke diesel engine be more fuel
efficient than a four-stroke diesel?
 Why can an opposed-piston, two-stroke diesel engine have superior
emissions performance?
 What has been demonstrated via dynamometer testing?
 How are the historical challenges of opposed-piston, two-stroke
diesels addressed?
 How does this compare with four-stroke fuel efficiency and emission
improvement actions?
 How should you validate a game-changing, disruptive technology?
3©2013Achates Power, Inc. All rights reserved.
Achates Power
A company formed to design and develop clean, more
efficient, lower cost engines
 Founded in 2004
 Well supported, technically and financially
 Design and development of multiple variations
of opposed-piston, two-stroke diesel engines
 Demonstrated, validated results, 4,000+ test
hours on several engine generations
 State-of-the-art facilities and analytical tools
 Highly capable team
An intellectual property company
 We rely on existing OEMs to produce our engines for their
vehicles.
 Our revenue comes from a combination of professional
services and royalties.
4©2013Achates Power, Inc. All rights reserved.
Modernizing an Old Idea
“The simplicity and compactness of the OP
engine, combined with its potential for brake
fuel efficiency in excess of 45%, and low
emissions suggest this is a power unit that
needs re-evaluation.”
“Weight and cost comparisons indicate that
the two-stroke OP engine could be
approximately 34% lighter than the equivalent
performance four-stroke and cost 12% less.
Source:
JP Pirault, M. Flint, Opposed Piston Engines – Evolution, Use, and
Future Applications; SAE International 2009
5©2013Achates Power, Inc. All rights reserved.
Opposed-Piston, Two-Stroke Engine Operation
Source: JP Pirault, M. Flint, Opposed Piston Engine: Evolution, Use, and Future Applications, SAE International 2009
6©2013Achates Power, Inc. All rights reserved.
Key Questions To Be Addressed Today
 Who is Achates Power?
 Why can an opposed-piston, two-stroke diesel engine be more fuel
efficient than a four-stroke diesel?
 Why can an opposed-piston, two-stroke diesel engine have superior
emissions performance?
 What has been demonstrated via dynamometer testing?
 How are the historical challenges of opposed-piston, two-stroke
diesels addressed?
 How does this compare with four-stroke fuel efficiency and emission
improvement actions?
 How should you validate a game-changing, disruptive technology?
7©2013Achates Power, Inc. All rights reserved.
Engine Architectures with Comparable Friction
IVC IPC
IPC
Engine 4S
Cylinders 6
Trapped Volume/Cylinder 1.0 L
Bore 102.6 mm
Total Stroke 112.9 mm
Stroke per Piston 112.9 mm
Stroke/Bore Ratio 1.1
Trapped Comp. Ratio 15:1
Intake Valve Closure 180 bTDC
Engine OP2S
Cylinders 3
Trapped Volume/Cylinder 1.6 L
Bore 102.6 mm
Total Stroke 224.2 mm
Stroke per Piston 112.9 mm
Stroke/Bore Ratio 2.2
Trapped Comp. Ratio 15:1
Intake Port Closure 120 bTDC
Opposed-Piston, Two-Stroke
(OP2S) Engine
Four-Stroke
(4S) Engine
8©2013Achates Power, Inc. All rights reserved.
Quantifying the Surface Area / Volume Ratio Advantage
IVC IPC
IPC
Surface Area (mm2) 4.05*104
Volume (TDC) (mm3) 1.43*105
Surface area / Volume(mm-1) 0.28
Opposed-Piston, Two-Stroke
(OP2S) Engine
Four-Stroke
(4S) Engine
Surface Area (mm2) 2.07*104
Volume (TDC) (mm3) 1.14*105
Surface area / Volume(mm-1) 0.18
-49%
-20%
-36%
This surface area-to-volume advantage minimizes heat losses…i.e.,
more energy goes into work and improves fuel efficiency.
This comparison is conservative as the cylinder head of a four-stroke
typically runs 80-100o C less than the cylinder liner.
9©2013Achates Power, Inc. All rights reserved.
Fuel Injection System
 Unique and proprietary injector nozzle design and spray pattern
provides interdigitated fuel plumes with larger λ=1 isosurfaces
 Dual injectors per cylinder provide multiple injection events,
appropriate flow rates and mid-cylinder penetration
Patented Achates Power Combustion System
Port and Manifold Design
 Port design is optimized to provide optimal blow down, uniflow
scavenging, supercharging and swirl characteristics
Piston Bowl Shape
 Proprietary piston crown designs combine swirl with tumble
motion during compression
 Provides excellent mixing, air utilization and charge motion for
rapid diffusion and flame propagation
 Ellipsoidal shape of combustion chamber guarantees air
entrainment into spray of plumes coming from two sides into
center of cylinder
 Minimal flame-wall interaction during combustion
Result: Short burn duration, earlier auto-ignition timing, minimal heat transfer losses
10©2013Achates Power, Inc. All rights reserved.
Heat Release Rates
-1
-0.8
-0.6
-0.4
-0.2
0
0.2
0.4
0.6
0.8
1
0
100
200
300
400
500
600
700
800
900
1000
MassBurntFraction
HeatReleaseRate
Crank Angle
Typical 4S Engine
Measured OP2S Engine
11©2013Achates Power, Inc. All rights reserved.
Why Is an OP2S Diesel More Fuel Efficient?
Versus four-stroke engines
 30+% lower surface area-to-volume ratio
 No heat losses to cylinder head
 Shorter burn duration
 Earlier combustion phasing without
exceeding peak cylinder pressure
 Leaner combustion -- i.e., favorable
specific heat of air/fuel mixture
 Reduced pumping losses at low loads
leads to flat fuel map – can leave
residuals in reducing pumping work
0.1
0.15
0.2
0.25
0.3
0.35
0.4
0.45
0.5
0 2 4 6 8 10 12 14 16
SurfacetoVolumeRatioatTDC[1/mm]
4-Stroke Engine Displacement [L]
API OP6 2-stroke diesel
4-stroke diesel
30% lower
12©2013Achates Power, Inc. All rights reserved.
Key Questions To Be Addressed Today
 Who is Achates Power?
 Why can an opposed-piston, two-stroke diesel engine be more fuel
efficient than a four-stroke diesel?
 Why can an opposed-piston, two-stroke diesel engine have superior
emissions performance?
 What has been demonstrated via dynamometer testing?
 How are the historical challenges of opposed-piston, two-stroke
diesels addressed?
 How does this compare with four-stroke fuel efficiency and emission
improvement actions?
 How should you validate a game-changing, disruptive technology?
13©2013Achates Power, Inc. All rights reserved.
Why Does an OP2S Diesel Have Superior Emissions?
• By selecting an appropriate
power density, the OP2S diesel
has lower peak cylinder
pressures and lower peak
temperatures and, therefore, can
meet more stringent NOx
emissions limits without
significant calibration trade-offs
• In addition, our OP2S diesel has
a very high Exhaust Gas
Recirculation (EGR) tolerance.
EGR also reduces peak
temperatures and thereby
reduces NOx.
4-Stroke Disp.
4-Stroke
BMEP
0
5
10
15
20
25
0 2 4 6 8
BMEP(bar)
Displacement (L)
BMEP/Displacement Trade-Off
Comparison to 4-Stroke Engine at Rated Power
™
Source: Kaario O., Antila E. and Larmi M. Applying soot
phi‐T maps for engineering CFD applications in diesel
engines, SAE 2005‐01‐3856, 2005
14©2013Achates Power, Inc. All rights reserved.
Fuel Injection System
Piston Bowl Shape
Why Does an OP2S Diesel Have Superior Emissions?
By selecting the appropriate injection strategy (hole size, spray pattern, fuel rail
pressure, start of injection and duration timing) coupled with the appropriate piston
bowl shape, the opposed injection sprays can avoid impinging upon one another and
can avoid contact with the piston crown. This results in low particulate matter.
15©2013Achates Power, Inc. All rights reserved.
Key Questions To Be Addressed Today
 Who is Achates Power?
 Why can an opposed-piston, two-stroke diesel engine be more fuel
efficient than a four-stroke diesel?
 Why can an opposed-piston, two-stroke diesel engine have superior
emissions performance?
 What has been demonstrated via dynamometer testing?
 How are the historical challenges of opposed-piston, two-stroke
diesels addressed?
 How does this compare with four-stroke fuel efficiency and emission
improvement actions?
 How should you validate a game-changing, disruptive technology?
16©2013Achates Power, Inc. All rights reserved.
1.6L Single-Cylinder Measured Data
0
0.25
0.5
0.75
1
0
20
40
60
80
100
120
140
160
180
200
220
240
-30 0 30 60 90
nAMFB(-)
AHRR(J/deg)
Crank Angle (deg aMV)
1.6L Single Cylinder
INDICATEDRESULTS SUMMARY
OPERATING CONDITIONS HEAT RELEASE ANALYSIS
Speed 1203 (rpm) CA10 -3.4 (deg aMV)
Delivered AirFlow 141.3 (kg/hr) CA50 2.0 (deg aMV)
Fuel Mass 62.7 (mg/rev) CA90 14.4 (deg aMV)
SOI -6.0 (deg aMV) BurnDuration (10-90) 17.8 (deg aMV)
InjectionDuration 6.7 (deg) EnergyReleased 2701.1 (J)
InjectionPressure 1200 (bar)
CALCULATED OUTPUTS
AVERAGE GAS
TEMPERATURES
IMEP 8.8 (bar)
IntakeManifold Inlet 324.5 (K) Indicated Thermal Efficiency 53.2 (%)
Intake Manifold 323.3 (K) IndicatedPower 28.9 (kW)
ExhaustManifold 588.8 (K) IndicatedTorque 229.1 (N-m)
ExhaustManifold Outlet 566.0 (K) PeakPressure 142.0 (bar)
Loc.of Peak Pressure 5.0 (deg aMV)
AVERAGE GAS PRESSURES MPRR 8.4 (bar/deg)
IntakeManifold 2.10 (bar) Loc.of MPRR -1.0 (deg aMV)
ExhaustManifold 2.01 (bar) ISFC 156.8 (g/ikW-hr)
ISCO2 497.0 (g/ikW-hr)
EMISSIONS-BASED CALCULATIONS ISCO 0.08 (g/ikW-hr)
Delivered AF 28.4 (-) ISNOX 3.772 (g/ikW-hr)
ISHC 0.211 (g/ikW-hr)
Combustion Efficiency 99.9 (%)
EGR Rate 30.4 (%) ISSoot 0.005 (g/ikW-hr)
CylinderPressure(Bar)
17©2013Achates Power, Inc. All rights reserved.
 Out of 100% fuel energy, the single-cylinder test results cover heat losses and the air flow enthalpies.
 Indicated thermal efficiency doesn’t take into account pumping and friction.
 Pumping losses for a multi-cylinder includes Supercharger, Turbocharger, Charge Air Cooler and
Exhaust Aftertreatment System. Brake thermal efficiency is indicated efficiency minus pumping minus
friction losses.
0
20
40
60
80
100
Exhaust-
Intake
Enthalpy
Heat
Transfer
Indicated
Thermal
Efficiency
Pumping
Loss:
SC, TC, CAC, EATS
Friction
Brake
Thermal
Efficiency
PercentFuelEnergy
Single-Cylinder
Measurement
Multi-Cylinder
Prediction
Data Generation Process
From Indicated to Brake-Specific Values
18©2013Achates Power, Inc. All rights reserved.
Multi-Cylinder Interface Model Input Data
 Input data into GT-Power model are a combination of test cell data and a set of application-specific
assumptions.
 The multi-cylinder model also considers wave dynamics and tuning effects.
Geometry Data:
stroke/bore
displacement
number of cylinders
compression ratio
Air Charge
System:
scaled TC,
SC maps,
EGR system
Engine Cooling
System:
CAC and EGR cooler
performance,
coolant temperatures
Aftertreatment
System:
backpressure
representative of full
aftertreatment
Multi Cylinder
Performance Model
Single Cylinder
Test Data:
speed, fuel & air
mass, pressures &
temperatures
Performance Report:
Brake-specific data:
BSFC, BMEP, BSNOx, BS
PM, etc.
Friction:
Chen-Flynn model
parameterized
according internal
correlated model
Combustion
System:
rate of heat release,
excess air ratio
EGR rate
Test Data
Assumptions
Legend:
Data Generation Process
Scavenging
Characteristics:
measured with high-
speed sampling
19©2013Achates Power, Inc. All rights reserved.
OP Engine Performance Advantage
Comparison of optimized OP2S engine vs. conventional, state-
of-the-art medium-duty engine
 15% “best point” advantage
 22% cycle-average advantage (20.8% at equivalent engine-out NOx)
Best Point
48.5% BTE
Best Point
40.9% BTE
OP2S
20©2013Achates Power, Inc. All rights reserved.
Engine Speed (RPM)
Torque(n/m)
BSFC Map HD 2016
800 1000 1200 1400 1600 1800 2000 2200 2400
200
400
600
800
1000
1200
1400
1600
1800
2000
2200
BSFC(g/kW-hr)
160
170
180
190
200
210
220
230
240
250
260
270
280
290
300
310
320
Projected Heavy-duty OP2S BSFC Map
 11 Liter, 3-cylinder
 2000-2500 Nm Max Torque
 400-500hp Max Power
Best Point
51.5% BTE
21©2013Achates Power, Inc. All rights reserved.
Key Questions To Be Addressed Today
 Who is Achates Power?
 Why can an opposed-piston, two-stroke diesel engine be more fuel
efficient than a four-stroke diesel?
 Why can an opposed-piston, two-stroke diesel engine have superior
emissions performance?
 What has been demonstrated via dynamometer testing?
 How are the historical challenges of opposed-piston, two-stroke
diesels addressed?
 How does this compare with four-stroke fuel efficiency and emission
improvement actions?
 How should you validate a game-changing, disruptive technology?
22©2013Achates Power, Inc. All rights reserved.
Practical Considerations
Packaging
Wrist Pin Durability
-600000
-500000
-400000
-300000
-200000
-100000
0
100000
200000
-160000
-140000
-120000
-100000
-80000
-60000
-40000
-20000
0
20000
40000
60000
0 120 240 360 480 600 720
ForceinWristpin(N)
Crank Angle (deg)
Wristpin loads for typical 4-Stroke vs 2-Stroke
4-stroke
2-stroke
0
CompressiveTensile
Oil Consumption Versus
Power Cylinder Durability
Fuel specific oil consumption
Piston Thermal Mgmt.
23©2013Achates Power, Inc. All rights reserved.
Oil Control Design Parameters
 Liner temperature
 Bore texture, form after honing, form at
operating temperature
 Oil ring tension
 Scraper element conformability
 Ring end gaps, end chamfers and land
chamfers
 Groove tilt, pinch, keystone angle, texture
and flatness
 Ring side clearance, cross sealing and
side sealing
 Volume behind ring, volume between rings
24©2013Achates Power, Inc. All rights reserved.
Da Vinci Lubricant Oil Consumption (DALOC™)
Oil Measurement System
 Measures piston/ring/liner and turbocharger
lubricant losses
 Measurement principle:
 Sulfur free fuel (< 2 ppm)
 Oil with known sulfur (~3500 ppm)
 Excite SO2 in exhaust with ultraviolet light
 Quantify fluorescence
 Technology benefits:
 Real-time resolution
 Sensitivity: <0.1 g/hr. minimum detection limit
 Repeatability: <2% test-to-test
 Accuracy: <10% from other methods
 Non-intrusive, non-destructive
 Insensitive to air, fuel or soot dilution in the lubricant oil
25©2013Achates Power, Inc. All rights reserved.
OP2S Oil Consumption Results
Weighted cycle-average
Average of three runs.
Conclusion:
The OP2S engine achieved weighted, cycle-average, fuel-specific oil consumption of 0.11% with all
points in the operating map < 0.18%. This beats the best two-stroke results published in the literature
and is within the range of state-of-the-art, heavy-duty, four-stroke engines.
Best two-stroke in
literature
Modern heavy-duty
four-stroke
Best in class
26©2013Achates Power, Inc. All rights reserved.
-600000
-500000
-400000
-300000
-200000
-100000
0
100000
200000
-160000
-140000
-120000
-100000
-80000
-60000
-40000
-20000
0
20000
40000
60000
0 120 240 360 480 600 720
ForceinWristpin(N)
CrankAngle (deg)
Wristpin loads for typical 4-Stroke vs 2-Stroke
4-stroke
2-stroke
Wrist Pin
0
CompressiveTensile
27©2013Achates Power, Inc. All rights reserved.
Biaxial Wrist Pin Bearing
Ladder-type bearing and
corresponding biaxial bearing
28©2013Achates Power, Inc. All rights reserved.
Biaxial Bearing Analysis Tool
The bearing parameters (clearance, axis spacing, etc.) are optimized to provide adequate
MOFT, filling, film density and film pressure.
29©2013Achates Power, Inc. All rights reserved.
Piston Thermal Management Countermeasures
 Management of the “hot side” – that is, combustion strategy:
 Piston bowl geometry
 Injection – i.e., spray pattern, number of holes, hole size
 Calibration – start of injection, duration, air/fuel ratio
 Liner & manifold – port-to-port balance, swirl
 Management of the “cold side”
 Cooling gallery – geometry and fill ratio
 Oil jets – number and flow rate
 Oil flow through the connecting rod
 Material selections
 Crown and skirt
 Anti-oxidation coatings
 Appropriate power densities
 Etc.
30©2013Achates Power, Inc. All rights reserved.
Detailed CFD Results: Baseline vs. Best Candidate
Genetic
Algorithms
Best
31©2013Achates Power, Inc. All rights reserved.
5
Thermocouple Measurement / FEA Extrapolation
Bowl<520 C
Pin<180 C
Rings<285C
Undercrown<285C
Surface Temperature Limits
1 & 36 & 7
Templug
Model includes:
1. Temperature-dependent material properties
2. Epoxy thermal conductivity
3. Hot-side zones (flame contact)
4. Cold-side zones (impingement, gallery
shaking)
32©2013 Achates Power, Inc. All rights reserved.
Key Questions To Be Addressed Today
 Who is Achates Power?
 Why can an opposed-piston, two-stroke diesel engine be more fuel
efficient than a four-stroke diesel?
 Why can an opposed-piston, two-stroke diesel engine have superior
emissions performance?
 What has been demonstrated via dynamometer testing?
 How are the historical challenges of opposed-piston, two-stroke
diesels addressed?
 How does this compare with four-stroke fuel efficiency and emission
improvement actions?
 How should you validate a game-changing, disruptive technology?
33©2013Achates Power, Inc. All rights reserved.
0
200
400
600
800
1,000
1,200
1,400
1,600
0% 1% 2% 3% 4% 5% 6% 7%
Conventional Engine Efficiency Technology Roadmap
Waste heat recovery
Improved fuel injection system
$per%FuelConsumptionImprovement
Friction
reduction -
engine
Variable
displacement
pump
Accessory electrification
Improved
turbocharger
Sources: TIAX, National Academy of Engineering, Achates Power, Inc.
% Fuel Consumption Improvement
Increase cylinder pressure
Friction
reduction -
accessories
34©2013Achates Power, Inc. All rights reserved.
Key Questions To Be Addressed Today
 Who is Achates Power?
 Why can an opposed-piston, two-stroke diesel engine be more fuel
efficient than a four-stroke diesel?
 Why can an opposed-piston, two-stroke diesel engine have superior
emissions performance?
 What has been demonstrated via dynamometer testing?
 How are the historical challenges of opposed-piston, two-stroke
diesels addressed?
 How does this compare with four-stroke fuel efficiency and emission
improvement actions?
 How should you validate a game-changing, disruptive technology?
35©2013Achates Power, Inc. All rights reserved.
How To Validate a Game-Changing Technology
The opposed-piston, two-stroke engine
Provides a step-function efficiency improvement
Meets emissions requirements
Has fewer parts, less mass, lower costs
Demonstrated, enduring advantages…
…a game changer.


Key validation steps
Sound thermodynamic and combustion basis for claims
Published and peer-reviewed data backing up those claims
No unsolvable implementation issues


25 Companies to Watch in Energy Tech
For More Information
Contact:
koszewnik@achatespower.com
+1 858.535.9920, ext. 301
Visit:
www.achatespower.com

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CALSTART Webinar Series: Achates Power on Opposed Piston Two Stroke Engines 4-24-2013

  • 1. Meeting Future Fuel Efficiency and Emissions Regulations with the Opposed-Piston Engine John Koszewnik Chief Technical Officer April 24, 2013
  • 2. 1©2013Achates Power, Inc. All rights reserved. Key Questions To Be Addressed Today  Who is Achates Power?  Why can an opposed-piston, two-stroke diesel engine be more fuel efficient than a four-stroke diesel?  Why can an opposed-piston, two-stroke diesel engine have superior emissions performance?  What has been demonstrated via dynamometer testing?  How are the historical challenges of opposed-piston, two-stroke diesels addressed?  How does this compare with four-stroke fuel efficiency and emission improvement actions?  How should you validate a game-changing, disruptive technology?
  • 3. 2©2013Achates Power, Inc. All rights reserved. Key Questions To Be Addressed Today  Who is Achates Power?  Why can an opposed-piston, two-stroke diesel engine be more fuel efficient than a four-stroke diesel?  Why can an opposed-piston, two-stroke diesel engine have superior emissions performance?  What has been demonstrated via dynamometer testing?  How are the historical challenges of opposed-piston, two-stroke diesels addressed?  How does this compare with four-stroke fuel efficiency and emission improvement actions?  How should you validate a game-changing, disruptive technology?
  • 4. 3©2013Achates Power, Inc. All rights reserved. Achates Power A company formed to design and develop clean, more efficient, lower cost engines  Founded in 2004  Well supported, technically and financially  Design and development of multiple variations of opposed-piston, two-stroke diesel engines  Demonstrated, validated results, 4,000+ test hours on several engine generations  State-of-the-art facilities and analytical tools  Highly capable team An intellectual property company  We rely on existing OEMs to produce our engines for their vehicles.  Our revenue comes from a combination of professional services and royalties.
  • 5. 4©2013Achates Power, Inc. All rights reserved. Modernizing an Old Idea “The simplicity and compactness of the OP engine, combined with its potential for brake fuel efficiency in excess of 45%, and low emissions suggest this is a power unit that needs re-evaluation.” “Weight and cost comparisons indicate that the two-stroke OP engine could be approximately 34% lighter than the equivalent performance four-stroke and cost 12% less. Source: JP Pirault, M. Flint, Opposed Piston Engines – Evolution, Use, and Future Applications; SAE International 2009
  • 6. 5©2013Achates Power, Inc. All rights reserved. Opposed-Piston, Two-Stroke Engine Operation Source: JP Pirault, M. Flint, Opposed Piston Engine: Evolution, Use, and Future Applications, SAE International 2009
  • 7. 6©2013Achates Power, Inc. All rights reserved. Key Questions To Be Addressed Today  Who is Achates Power?  Why can an opposed-piston, two-stroke diesel engine be more fuel efficient than a four-stroke diesel?  Why can an opposed-piston, two-stroke diesel engine have superior emissions performance?  What has been demonstrated via dynamometer testing?  How are the historical challenges of opposed-piston, two-stroke diesels addressed?  How does this compare with four-stroke fuel efficiency and emission improvement actions?  How should you validate a game-changing, disruptive technology?
  • 8. 7©2013Achates Power, Inc. All rights reserved. Engine Architectures with Comparable Friction IVC IPC IPC Engine 4S Cylinders 6 Trapped Volume/Cylinder 1.0 L Bore 102.6 mm Total Stroke 112.9 mm Stroke per Piston 112.9 mm Stroke/Bore Ratio 1.1 Trapped Comp. Ratio 15:1 Intake Valve Closure 180 bTDC Engine OP2S Cylinders 3 Trapped Volume/Cylinder 1.6 L Bore 102.6 mm Total Stroke 224.2 mm Stroke per Piston 112.9 mm Stroke/Bore Ratio 2.2 Trapped Comp. Ratio 15:1 Intake Port Closure 120 bTDC Opposed-Piston, Two-Stroke (OP2S) Engine Four-Stroke (4S) Engine
  • 9. 8©2013Achates Power, Inc. All rights reserved. Quantifying the Surface Area / Volume Ratio Advantage IVC IPC IPC Surface Area (mm2) 4.05*104 Volume (TDC) (mm3) 1.43*105 Surface area / Volume(mm-1) 0.28 Opposed-Piston, Two-Stroke (OP2S) Engine Four-Stroke (4S) Engine Surface Area (mm2) 2.07*104 Volume (TDC) (mm3) 1.14*105 Surface area / Volume(mm-1) 0.18 -49% -20% -36% This surface area-to-volume advantage minimizes heat losses…i.e., more energy goes into work and improves fuel efficiency. This comparison is conservative as the cylinder head of a four-stroke typically runs 80-100o C less than the cylinder liner.
  • 10. 9©2013Achates Power, Inc. All rights reserved. Fuel Injection System  Unique and proprietary injector nozzle design and spray pattern provides interdigitated fuel plumes with larger λ=1 isosurfaces  Dual injectors per cylinder provide multiple injection events, appropriate flow rates and mid-cylinder penetration Patented Achates Power Combustion System Port and Manifold Design  Port design is optimized to provide optimal blow down, uniflow scavenging, supercharging and swirl characteristics Piston Bowl Shape  Proprietary piston crown designs combine swirl with tumble motion during compression  Provides excellent mixing, air utilization and charge motion for rapid diffusion and flame propagation  Ellipsoidal shape of combustion chamber guarantees air entrainment into spray of plumes coming from two sides into center of cylinder  Minimal flame-wall interaction during combustion Result: Short burn duration, earlier auto-ignition timing, minimal heat transfer losses
  • 11. 10©2013Achates Power, Inc. All rights reserved. Heat Release Rates -1 -0.8 -0.6 -0.4 -0.2 0 0.2 0.4 0.6 0.8 1 0 100 200 300 400 500 600 700 800 900 1000 MassBurntFraction HeatReleaseRate Crank Angle Typical 4S Engine Measured OP2S Engine
  • 12. 11©2013Achates Power, Inc. All rights reserved. Why Is an OP2S Diesel More Fuel Efficient? Versus four-stroke engines  30+% lower surface area-to-volume ratio  No heat losses to cylinder head  Shorter burn duration  Earlier combustion phasing without exceeding peak cylinder pressure  Leaner combustion -- i.e., favorable specific heat of air/fuel mixture  Reduced pumping losses at low loads leads to flat fuel map – can leave residuals in reducing pumping work 0.1 0.15 0.2 0.25 0.3 0.35 0.4 0.45 0.5 0 2 4 6 8 10 12 14 16 SurfacetoVolumeRatioatTDC[1/mm] 4-Stroke Engine Displacement [L] API OP6 2-stroke diesel 4-stroke diesel 30% lower
  • 13. 12©2013Achates Power, Inc. All rights reserved. Key Questions To Be Addressed Today  Who is Achates Power?  Why can an opposed-piston, two-stroke diesel engine be more fuel efficient than a four-stroke diesel?  Why can an opposed-piston, two-stroke diesel engine have superior emissions performance?  What has been demonstrated via dynamometer testing?  How are the historical challenges of opposed-piston, two-stroke diesels addressed?  How does this compare with four-stroke fuel efficiency and emission improvement actions?  How should you validate a game-changing, disruptive technology?
  • 14. 13©2013Achates Power, Inc. All rights reserved. Why Does an OP2S Diesel Have Superior Emissions? • By selecting an appropriate power density, the OP2S diesel has lower peak cylinder pressures and lower peak temperatures and, therefore, can meet more stringent NOx emissions limits without significant calibration trade-offs • In addition, our OP2S diesel has a very high Exhaust Gas Recirculation (EGR) tolerance. EGR also reduces peak temperatures and thereby reduces NOx. 4-Stroke Disp. 4-Stroke BMEP 0 5 10 15 20 25 0 2 4 6 8 BMEP(bar) Displacement (L) BMEP/Displacement Trade-Off Comparison to 4-Stroke Engine at Rated Power ™ Source: Kaario O., Antila E. and Larmi M. Applying soot phi‐T maps for engineering CFD applications in diesel engines, SAE 2005‐01‐3856, 2005
  • 15. 14©2013Achates Power, Inc. All rights reserved. Fuel Injection System Piston Bowl Shape Why Does an OP2S Diesel Have Superior Emissions? By selecting the appropriate injection strategy (hole size, spray pattern, fuel rail pressure, start of injection and duration timing) coupled with the appropriate piston bowl shape, the opposed injection sprays can avoid impinging upon one another and can avoid contact with the piston crown. This results in low particulate matter.
  • 16. 15©2013Achates Power, Inc. All rights reserved. Key Questions To Be Addressed Today  Who is Achates Power?  Why can an opposed-piston, two-stroke diesel engine be more fuel efficient than a four-stroke diesel?  Why can an opposed-piston, two-stroke diesel engine have superior emissions performance?  What has been demonstrated via dynamometer testing?  How are the historical challenges of opposed-piston, two-stroke diesels addressed?  How does this compare with four-stroke fuel efficiency and emission improvement actions?  How should you validate a game-changing, disruptive technology?
  • 17. 16©2013Achates Power, Inc. All rights reserved. 1.6L Single-Cylinder Measured Data 0 0.25 0.5 0.75 1 0 20 40 60 80 100 120 140 160 180 200 220 240 -30 0 30 60 90 nAMFB(-) AHRR(J/deg) Crank Angle (deg aMV) 1.6L Single Cylinder INDICATEDRESULTS SUMMARY OPERATING CONDITIONS HEAT RELEASE ANALYSIS Speed 1203 (rpm) CA10 -3.4 (deg aMV) Delivered AirFlow 141.3 (kg/hr) CA50 2.0 (deg aMV) Fuel Mass 62.7 (mg/rev) CA90 14.4 (deg aMV) SOI -6.0 (deg aMV) BurnDuration (10-90) 17.8 (deg aMV) InjectionDuration 6.7 (deg) EnergyReleased 2701.1 (J) InjectionPressure 1200 (bar) CALCULATED OUTPUTS AVERAGE GAS TEMPERATURES IMEP 8.8 (bar) IntakeManifold Inlet 324.5 (K) Indicated Thermal Efficiency 53.2 (%) Intake Manifold 323.3 (K) IndicatedPower 28.9 (kW) ExhaustManifold 588.8 (K) IndicatedTorque 229.1 (N-m) ExhaustManifold Outlet 566.0 (K) PeakPressure 142.0 (bar) Loc.of Peak Pressure 5.0 (deg aMV) AVERAGE GAS PRESSURES MPRR 8.4 (bar/deg) IntakeManifold 2.10 (bar) Loc.of MPRR -1.0 (deg aMV) ExhaustManifold 2.01 (bar) ISFC 156.8 (g/ikW-hr) ISCO2 497.0 (g/ikW-hr) EMISSIONS-BASED CALCULATIONS ISCO 0.08 (g/ikW-hr) Delivered AF 28.4 (-) ISNOX 3.772 (g/ikW-hr) ISHC 0.211 (g/ikW-hr) Combustion Efficiency 99.9 (%) EGR Rate 30.4 (%) ISSoot 0.005 (g/ikW-hr) CylinderPressure(Bar)
  • 18. 17©2013Achates Power, Inc. All rights reserved.  Out of 100% fuel energy, the single-cylinder test results cover heat losses and the air flow enthalpies.  Indicated thermal efficiency doesn’t take into account pumping and friction.  Pumping losses for a multi-cylinder includes Supercharger, Turbocharger, Charge Air Cooler and Exhaust Aftertreatment System. Brake thermal efficiency is indicated efficiency minus pumping minus friction losses. 0 20 40 60 80 100 Exhaust- Intake Enthalpy Heat Transfer Indicated Thermal Efficiency Pumping Loss: SC, TC, CAC, EATS Friction Brake Thermal Efficiency PercentFuelEnergy Single-Cylinder Measurement Multi-Cylinder Prediction Data Generation Process From Indicated to Brake-Specific Values
  • 19. 18©2013Achates Power, Inc. All rights reserved. Multi-Cylinder Interface Model Input Data  Input data into GT-Power model are a combination of test cell data and a set of application-specific assumptions.  The multi-cylinder model also considers wave dynamics and tuning effects. Geometry Data: stroke/bore displacement number of cylinders compression ratio Air Charge System: scaled TC, SC maps, EGR system Engine Cooling System: CAC and EGR cooler performance, coolant temperatures Aftertreatment System: backpressure representative of full aftertreatment Multi Cylinder Performance Model Single Cylinder Test Data: speed, fuel & air mass, pressures & temperatures Performance Report: Brake-specific data: BSFC, BMEP, BSNOx, BS PM, etc. Friction: Chen-Flynn model parameterized according internal correlated model Combustion System: rate of heat release, excess air ratio EGR rate Test Data Assumptions Legend: Data Generation Process Scavenging Characteristics: measured with high- speed sampling
  • 20. 19©2013Achates Power, Inc. All rights reserved. OP Engine Performance Advantage Comparison of optimized OP2S engine vs. conventional, state- of-the-art medium-duty engine  15% “best point” advantage  22% cycle-average advantage (20.8% at equivalent engine-out NOx) Best Point 48.5% BTE Best Point 40.9% BTE OP2S
  • 21. 20©2013Achates Power, Inc. All rights reserved. Engine Speed (RPM) Torque(n/m) BSFC Map HD 2016 800 1000 1200 1400 1600 1800 2000 2200 2400 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 BSFC(g/kW-hr) 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300 310 320 Projected Heavy-duty OP2S BSFC Map  11 Liter, 3-cylinder  2000-2500 Nm Max Torque  400-500hp Max Power Best Point 51.5% BTE
  • 22. 21©2013Achates Power, Inc. All rights reserved. Key Questions To Be Addressed Today  Who is Achates Power?  Why can an opposed-piston, two-stroke diesel engine be more fuel efficient than a four-stroke diesel?  Why can an opposed-piston, two-stroke diesel engine have superior emissions performance?  What has been demonstrated via dynamometer testing?  How are the historical challenges of opposed-piston, two-stroke diesels addressed?  How does this compare with four-stroke fuel efficiency and emission improvement actions?  How should you validate a game-changing, disruptive technology?
  • 23. 22©2013Achates Power, Inc. All rights reserved. Practical Considerations Packaging Wrist Pin Durability -600000 -500000 -400000 -300000 -200000 -100000 0 100000 200000 -160000 -140000 -120000 -100000 -80000 -60000 -40000 -20000 0 20000 40000 60000 0 120 240 360 480 600 720 ForceinWristpin(N) Crank Angle (deg) Wristpin loads for typical 4-Stroke vs 2-Stroke 4-stroke 2-stroke 0 CompressiveTensile Oil Consumption Versus Power Cylinder Durability Fuel specific oil consumption Piston Thermal Mgmt.
  • 24. 23©2013Achates Power, Inc. All rights reserved. Oil Control Design Parameters  Liner temperature  Bore texture, form after honing, form at operating temperature  Oil ring tension  Scraper element conformability  Ring end gaps, end chamfers and land chamfers  Groove tilt, pinch, keystone angle, texture and flatness  Ring side clearance, cross sealing and side sealing  Volume behind ring, volume between rings
  • 25. 24©2013Achates Power, Inc. All rights reserved. Da Vinci Lubricant Oil Consumption (DALOC™) Oil Measurement System  Measures piston/ring/liner and turbocharger lubricant losses  Measurement principle:  Sulfur free fuel (< 2 ppm)  Oil with known sulfur (~3500 ppm)  Excite SO2 in exhaust with ultraviolet light  Quantify fluorescence  Technology benefits:  Real-time resolution  Sensitivity: <0.1 g/hr. minimum detection limit  Repeatability: <2% test-to-test  Accuracy: <10% from other methods  Non-intrusive, non-destructive  Insensitive to air, fuel or soot dilution in the lubricant oil
  • 26. 25©2013Achates Power, Inc. All rights reserved. OP2S Oil Consumption Results Weighted cycle-average Average of three runs. Conclusion: The OP2S engine achieved weighted, cycle-average, fuel-specific oil consumption of 0.11% with all points in the operating map < 0.18%. This beats the best two-stroke results published in the literature and is within the range of state-of-the-art, heavy-duty, four-stroke engines. Best two-stroke in literature Modern heavy-duty four-stroke Best in class
  • 27. 26©2013Achates Power, Inc. All rights reserved. -600000 -500000 -400000 -300000 -200000 -100000 0 100000 200000 -160000 -140000 -120000 -100000 -80000 -60000 -40000 -20000 0 20000 40000 60000 0 120 240 360 480 600 720 ForceinWristpin(N) CrankAngle (deg) Wristpin loads for typical 4-Stroke vs 2-Stroke 4-stroke 2-stroke Wrist Pin 0 CompressiveTensile
  • 28. 27©2013Achates Power, Inc. All rights reserved. Biaxial Wrist Pin Bearing Ladder-type bearing and corresponding biaxial bearing
  • 29. 28©2013Achates Power, Inc. All rights reserved. Biaxial Bearing Analysis Tool The bearing parameters (clearance, axis spacing, etc.) are optimized to provide adequate MOFT, filling, film density and film pressure.
  • 30. 29©2013Achates Power, Inc. All rights reserved. Piston Thermal Management Countermeasures  Management of the “hot side” – that is, combustion strategy:  Piston bowl geometry  Injection – i.e., spray pattern, number of holes, hole size  Calibration – start of injection, duration, air/fuel ratio  Liner & manifold – port-to-port balance, swirl  Management of the “cold side”  Cooling gallery – geometry and fill ratio  Oil jets – number and flow rate  Oil flow through the connecting rod  Material selections  Crown and skirt  Anti-oxidation coatings  Appropriate power densities  Etc.
  • 31. 30©2013Achates Power, Inc. All rights reserved. Detailed CFD Results: Baseline vs. Best Candidate Genetic Algorithms Best
  • 32. 31©2013Achates Power, Inc. All rights reserved. 5 Thermocouple Measurement / FEA Extrapolation Bowl<520 C Pin<180 C Rings<285C Undercrown<285C Surface Temperature Limits 1 & 36 & 7 Templug Model includes: 1. Temperature-dependent material properties 2. Epoxy thermal conductivity 3. Hot-side zones (flame contact) 4. Cold-side zones (impingement, gallery shaking)
  • 33. 32©2013 Achates Power, Inc. All rights reserved. Key Questions To Be Addressed Today  Who is Achates Power?  Why can an opposed-piston, two-stroke diesel engine be more fuel efficient than a four-stroke diesel?  Why can an opposed-piston, two-stroke diesel engine have superior emissions performance?  What has been demonstrated via dynamometer testing?  How are the historical challenges of opposed-piston, two-stroke diesels addressed?  How does this compare with four-stroke fuel efficiency and emission improvement actions?  How should you validate a game-changing, disruptive technology?
  • 34. 33©2013Achates Power, Inc. All rights reserved. 0 200 400 600 800 1,000 1,200 1,400 1,600 0% 1% 2% 3% 4% 5% 6% 7% Conventional Engine Efficiency Technology Roadmap Waste heat recovery Improved fuel injection system $per%FuelConsumptionImprovement Friction reduction - engine Variable displacement pump Accessory electrification Improved turbocharger Sources: TIAX, National Academy of Engineering, Achates Power, Inc. % Fuel Consumption Improvement Increase cylinder pressure Friction reduction - accessories
  • 35. 34©2013Achates Power, Inc. All rights reserved. Key Questions To Be Addressed Today  Who is Achates Power?  Why can an opposed-piston, two-stroke diesel engine be more fuel efficient than a four-stroke diesel?  Why can an opposed-piston, two-stroke diesel engine have superior emissions performance?  What has been demonstrated via dynamometer testing?  How are the historical challenges of opposed-piston, two-stroke diesels addressed?  How does this compare with four-stroke fuel efficiency and emission improvement actions?  How should you validate a game-changing, disruptive technology?
  • 36. 35©2013Achates Power, Inc. All rights reserved. How To Validate a Game-Changing Technology The opposed-piston, two-stroke engine Provides a step-function efficiency improvement Meets emissions requirements Has fewer parts, less mass, lower costs Demonstrated, enduring advantages… …a game changer.   Key validation steps Sound thermodynamic and combustion basis for claims Published and peer-reviewed data backing up those claims No unsolvable implementation issues  
  • 37. 25 Companies to Watch in Energy Tech For More Information Contact: koszewnik@achatespower.com +1 858.535.9920, ext. 301 Visit: www.achatespower.com

Hinweis der Redaktion

  1. So here’s our game changer.Like so many other “new ideas”, ours is an old and proven idea that needed to be dusted off, re-invented, modernized. Problems and challenges that we, we the industry, thought were insurmountable, had to be addressed. That’s what we’ve been up to since 2004. The authors of this 2010 book had a similar good idea. We appreciate their affirmation of the quest our founder initiated in 1998 and which became Achates Power in 2004.
  2. Opposed piston engines are not new. The first two stroke opposed engine in fact dates back to the late 1800’s. In fact, the many design iterations of opposed piston engines have been captured in a recent SAE publication by JP Pirault and Martin Flint, from which I borrowed this illustration.The first thing you’ll immediately notice about opposed piston engines is that there is no cylinder head. Instead, they essentially look like two bottom halves of a conventional engine somehow “stuck together”. So let me explain quickly how they operate because it is not obvious.-- When the pistons come together, fuel is directly injected and as the case with every compression ignition engine, it autoignites.-- This then creates the expansion event during which time force on each piston is translated by the crank-slider mechanism into torque. A geartrain connecting together both cranks then transmits this torque to the engine’s output shaft.-- As the distance between the pistons increase, intake and exhaust ports (essentially holes in the cylinder liner) are exposed… and part of the combustion gas is expelled. A crank drive supercharger provides the boost pressure or “muscle” to drive the exhaust gases out and replace it with fresh air. This process is called scavenging.-- When the ports close (with the exhaust closing a bit earlier than the intake), there is a supercharging or pressure building event in the cylinder and this then begins the compression stroke which brings the pistons together, thereby increasing cylinder pressure.One of the most well known compression ignition two-stroke opposed piston engines was the Junker’s Jumo, which set world records for fuel efficiency.Unfortunately, it suffered from durability and poor oil consumption… so much so that when women in Germany would hear the distinctive sound of a Jumo Junkers plane overhead, they would run outside to remove their clean clothes from their clotheslines.
  3. A quick re-cap of how this works:Reducing the combustion chambers surface area to volume ratio reduces heat losses, increases efficiency.Leaner is better. We run leaner than the best diesels.Shorter and better timed combustion is more efficient. Ours is. And we match pressure rise rates of benchmark engines, as well as engine out emissions.Efficient breathing… no throttling, ports that breath more freely than poppet valves, efficient uni-flow scavenging, especially at part loads…
  4. So the first questions you may ask are:-- What virtues do all opposed piston engines have in common.. . And why?, and-- What special features on the Achates engine set it apart from other opposed piston engines?First, let’s discuss fuel efficiency.As discussed earlier, all opposed piston engines have no cylinder head.-- On non-opposed-piston engines, you need a cylinder head with poppet valves for the gas exchange. An opposed piston engine simply moves gases in and out of the combustion chamber through ports in the cylinder liner.-- Each unit of diesel fuel has a given energy value.-- When combusted, that energy goes into either work or heat. That heat can go into coolant system or out the exhaust.-- When you have a cylinder head, you add a heat path… more heat to coolant… and that reduces the work transmitted into the engine output shaft.-- Without that heat path on an opposed piston engine, an increased percentage of fuel energy goes to the output shaft and that means increased fuel economy.Secondly, in a conventional four-stroke, there is a pumping loop… essentially you have half the strokes (an exhaust followed by an intake stroke) used to evacuate the combustion gas from the cylinder.-- To achieve low NOx in a conventional four-stroke engine, this exhaust gas is then cooled and recirculated back into the intake.-- In our case, when we want more external recirculated exhaust gases, we can simply reduce the boost pressure from the supercharger. That is, leave the combustion gases only partially scavenged.-- And yes, we do have an external recirculated exhaust gas loop on our engine as well, but it is there only to manage trapped temperatures in the cylinder.-- This is an advantage for all two stroke engines.Thirdly, our Achates opposed piston engine also has a relatively long stroke-to-bore ratio… notably between 2.2 and 2.6 depending upon the application… which reduces its surface area to volume relationship versus other engines.-- This also reduces the percentage energy from the fuel that finds a heat transfer path to coolant.-- Unfortunately, you can’t do this with a non-opposed-piston or cylinder head engine, because with such a stroke-to-bore ratio, you would end up with a high mean piston speed, small bore diameter, small valves… and therefore the engine can’t breath well enough.Also unique to the Achates Power two-stroke, we have done much work using the latest computed aided engineering tools to get the combustion right. By this, we mean getting the right combination of cylinder liner ports, injector spray patterns, piston bowl shapes, and calibration to get a very rapid combustion with the right timing while maintaining an unacceptable rate of pressure rise.-- Some not familiar with our work have made statements about not being able to “make good combustion take place in a pancake shaped combustion chamber”.-- To this, I would just say “we don’t do it in a pancake”… and with the freedom we have with two pistons coming together and two opposed injectors, we actually have shown opposed piston engine architectures to be a combustion advantage.-- More precisely, we have been able to get large λ (or air/fuel ratio) = 1 isosurfaces at the point of autoignition… with the right combination of tumble and swirl charge motion to ensure rapid propagation of the diffusion flame.-- That plus the fact that we expand more rapidly (1/V dV/dT) than with a single piston… so we don’t have quite the same concern with maximum rate of pressure rise… which is a limiting factor due to noise.Our engine also offers the advantage of lower NOx. -- Torque is a function of BMEP (or brake mean effective pressure) times displacement. -- On the lower left, the x-axis is engine displacement volume and the y-axis is BMEP or (brake mean effective pressure).-- Keep in mind that BMEP is related to peak cylinder pressure and incylinder temperatures… and that nitrous oxide generation is a function of high pressure and high temperature.-- The blue line shows possible combinations of BMEP and displacement that result in equivalent torque output to a medium duty four-stroke diesel of roughly 6-1/2 liters of displacement. -- Since a 2 stroke fires on every crank revolution (compared with a 4 stroke that fires every other crank revolution), we can achieve the same power at either 1.) the same 4-stroke BMEP and half the displacement or 2 2.) the same 4-stroke displacement and half the BMEP.-- In execution, we have chosen a “sweet spot” for fuel efficiency and package somewhere in the middle. -- The result? Lower BMEP, lower peak cylinder pressures, lower temperatures  less NOx-- And yes, we see some increased friction from going in at a larger displacement than running with the 4 stroke BMEP, but we more than regain the friction penalty by having to pump less exhaust gas during our scavenging.Lastly, why do have lower cost and weight? Well the biggest contributor is the lack of cylinder head with all its valvetrain, camshaft, lubrication, and cooling components.
  5. And our advantages are demonstrated, documented and highly scrutinized…About 10% better at the best pointAbout 20% better on a cycle average basisWe are approaching 50% BTE on a very small engine and without any exotic or expensive technologies, such as waste heat recovery.And that’s versus the very best diesel engines with comparable performance on all other attributes, torque, hp, emissions, noise…
  6. Considering therefore our definition of game changing technology, the OP2S fits the definition:Big improvementLess costNo back sliding on other attributesCompatible with conventional engine improvement roadmap