CFD-Based Optimization of a Diesel-fueled Free Piston Engine Prototype for Conventional and HCCI Combustion

Bergman, Miriam; Fredriksson, Jonas; Golovitchev, Valeri

doi:10.4271/2008-01-2423

Cited by 29 publications

(11 citation statements)

References 21 publications

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“…Locating the exhaust valves in the cylinder head ensures better flushing at the top of the combustion chamber, but increases the mechanical complexity of the engine because the valves must be actuated. Twostroke FPLEs using the uniflow scavenging method are also found in other studies [34][35][36][37].…”

Section: Number Of Strokesmentioning

confidence: 60%

A review of free-piston linear engines

2016

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Section: Number Of Strokesmentioning

confidence: 60%

A review of free-piston linear engines

2016

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“…Also, advancing the start of injection was found to advance combustion phasing, minimize spray-wall impingement, and increase the peak cylinder temperature, NO x formation, combustion efficiency, and indicated efficiency. 81 Shoukry et al used 0D modeling to simulate the performance of a diesel FPE. They found that by increasing the piston mass they could reduce piston velocity and frequency, and that retarding the start of injection position (from 5 to 3 mm before top dead center (bTDC)) increased peak pressure and thermal efficiency.…”

Section: Combustionmentioning

confidence: 99%

“…Earlier injection led to early heat release and lower compression ratio, while later injection led to higher spray-wall impingement. 81 Kleemann et al utilized a combination of 0D, 1D, and 2-D CFD modeling to simulate PCCI combustion in an FPLA. The authors used DI of n-heptane and showed that advancing injection timing improved mixing, increased the percentage of heat release in the premixed phased, and reduced peak pressure.…”

Section: Ltcmentioning

confidence: 99%

Advanced combustion free-piston engines: A comprehensive review

Zhou

Sofianopoulos

Lawler

et al. 2018

International Journal of Engine Research

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A reciprocating engine without a crank-slider mechanism is called a free-piston engine. If the piston is directly connected to a linear alternator, it is called a free-piston linear alternator. Free-piston engines and free-piston linear alternators have the potential to offer solutions for future hybrid electric vehicles and stationary power generation, by enabling direct conversion of mechanical energy to electricity. They benefit from reduced friction losses compared to conventional engines and can have variable compression ratio, which enables combustion control and optimization. Their widespread application has been limited by the necessity for high-speed control strategies. However, their operating characteristics can provide high efficiency, especially when used with low temperature combustion strategies. Low temperature combustion combines the high thermal efficiency of diesel engines, with the low soot emissions of spark-ignition engines, and low NO x emissions because of low burned gas temperatures. This article provides a comprehensive review of free-piston engine technology, with a focus on advanced combustion processes and their potential for use in future powertrain systems.

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“…The piston motion profile was described with two arrays of numbers, one of which represented the ECA (Here ECA is equivalent crank angle which is used to note the port timings. However, it is only a time notation since the free-piston engine does not have a crankshaft to define the piston's motion and ECA= t·f·360 [23,24,25]) and the other represented the displacement of the piston, and then the file was imported into the CFD code directly. Since there was no coupling between CFD code and free piston's motion, the dynamics was adjusted depending on the desired operating frequency and the stroke of the free-piston engine in the zero-dimensional FPLA simulating program.…”

Section: Combustion Modeling Of Fplamentioning

confidence: 99%