Opposed Piston Engine 2019-2020

ABSTRACT
This Report presents the advantages of opposed-piston engines, paying particular attention to
the thermodynamic benefits, multifuel potential (petroleum, gasoline, methane, biogas in one
engine), lower maintenance and production cost. We indicate current challenges connected
with such machines like: high thermal load, piston ring wearing and effective ways of
changing pistons linear to shaft’s rotary motion. We also include a short historical review
together with a presentation of the current situation. The proposed future application utilizing
the full potential of power-to-bulk ratio, efficiency and simplicity (like distributed power
generation, range-extenders, military applications) are likely to lead to the renaissance of the
opposed-piston, which probably has already began.. Opposed-piston (OP) engines were once
widely used in ground and aviation applications and continue to be used today on ships.
Offering both fuel efficiency and cost benefits over conventional, four-stroke engines, the OP
architecture also features size and weight advantages. Despite these advantages, however,
historical OP engines have struggled with emissions and oil consumption. Using modern
technology, science and engineering, Achates Power has overcome these challenges. The
result: an opposed-piston, two-stroke diesel engine design that provides a step-function
improvement in brake thermal efficiency compared to conventional engines while meeting
the most stringent, mandated emissions requirements.

Prepared by: Page 1

Opposed Piston Engine 2019-2020

CHAPTER 1
INTRODUCTION
Opposed-piston engines (OP) are the engines in which pistons are arranged in such a way that
two pistons are reciprocating opposite to each other, both working in one cylinder. Most often
such machines work as 2-stroke engines. A combustion chamber is formed between pistons
near the top dead centre. There are no classical poppet valves, scavenging (the process of
pushing fumes out of the cylinder and taking in a fresh charge) is usually controlled by
piston-ported valves. The development of industry and technology had led to a massive
energy crisis, environmental pollution and consequently, high levels of fuel prices present a
great challenge for internal combustion engine designers.

More research efforts are put into engine technology to explore and study more efficient
unconventional engines, aiming at reducing engine emissions and improving efficiency. The
opposed piston engine is a kind of unconventional engine with the characteristics of
simplicity and operational flexibility, which draw a great amount of attention from engine
researchers. The advanced microprocessor-based control systems and modern engine
technologies significantly promote the development of this research as a result of improved
operational control of the free piston engine, along with enhanced optimization possibilities
for various operating conditions

An engine that uses two crank shafts at opposite ends of what’s called an Opposed Piston
Engine. New Technologies and discoveries have a habit of making us re-evaluate established
norms, except in this instance the technology involved isn’t new at all, it’s over 100 years
old.  Variants of the design found limited use in various applications since its creation in the
very late 1800’s - most notably in military aircraft during World War II, after which it fell out
of use almost completely for reasons unknown.

The modern and increasingly common inline engine has cut down on the number parts an
engine needs, thereby saving weight and increasing reliability by needing only one cylinder
head and valve train - without any sacrifice in performance.The Opposed Piston Engine goes
beyond this by having no cylinder heads at all – but then comes back around by needing to
have two crank shafts instead. It seems a bit like robbing Peter to pay Paul, except it isn’t
because you gain in other areas.

Prepared by: Page 2

Opposed Piston Engine 2019-2020

CHAPTER 2

Literature Review

The opposed piston engine, proposed by Pescara, during 1930‟s was a successful alternative
to conventional engines and gas turbines as it was suitable to be used as air compressors or
gas generators. However, as conventional engine and gas turbine technology matured, the
free-piston engine concept was abandoned in the early 1960s. After being abandoned, free-
piston engines are being investigated by a number of research groups worldwide as an
alternative to conventional enginegenerator sets or for generating hydraulic power in off-
highway vehicles. The experimental analysis on hydraulic free piston engine. and free piston
engine generator a wide scope for such an unconventional engine in the future.

Integrated design of linear alternator/engine system for HEV auxiliary power unit.

For a cleaner environment and efficient operation, vehicles rely more and more heavily on
electrical power generation for success, and the advent of the hybrid electric vehicle has
emphasized the need to re-examine efficient, compact generators for use in vehicle
propulsion. Crankless linear engines coupled to linear alternators have gained recent visibility
and West Virginia University (WVU) has already enjoyed success in the research of spark-
ignited and compression ignition linear engines coupled to permanent magnet alternators.
This research will provide an integrated design approach for the alternator which accounts for
the characteristics of the engine used as the prime mover and the interactions between the
engine and the alternator.

The control of a free-piston engine generator. Part 1: Fundamental analyses

Free-piston engines are under investigation by a number of research groups due to potential
fuel efficiency and exhaust emissions advantages over conventional technology. The main
challenge with such engines is the control of the piston motion, and this has not yet been fully
resolved for all types of free-piston engines. This paper discusses the basic features of a
single piston free-piston engine generator under development at Newcastle University and
investigates engine control issues using a full-cycle simulation model. Control variables and
disturbances are identified, and a control strategy is proposed. It is found that the control of

Prepared by: Page 3

Opposed Piston Engine 2019-2020

the free-piston engine is a challenge, but that the proposed control strategy is feasible. Engine
speed control does, however, represent a challenge in the current design.

Fundamental Explorations of Spring-Varied, Free Piston Linear Engine Devices 

The conventional crank-based internal combustion engine faces many challenges to remain a
viable option for electric power generation. Limitations in mechanical, thermal, and
combustion efficiencies must be overcome by innovations in existing technologies and
progress towards new ones. The free piston linear engine (FPLE) is a device with the
potential to meet these challenges. Friction losses are reduced by avoiding rotational motion
and linkages. Instead, electrical power is generated by the oscillation of the translator through
a stator. Meanwhile, naturally variable compression ratio provides a unique platform to
employ advanced combustion regimes. Possibly high variations in stroke length also result in
unknown dead center piston positions and greater difficulties in compression control as
compared to conventional engines. Without control, adverse occurrences such as misfire,
stall, over-fueling, and rapid load changes pose greater complications for stable system
operation. Based on previous research, it is believed that incorporating springs will advance
former designs by both increasing system frequency and providing a restoring force to
improve cycle-to-cycle stability.

Optimizing the Scavenging System for a Two-Stroke Cycle, Free Piston

Engine for High Efficiency and Low Emissions: A Computational
Approach 

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 one-
dimensional 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.

Design

Prepared by: Page 4

Opposed Piston Engine 2019-2020

The most common layout was to use two crankshafts, with the crankshafts geared together (in
either the same direction or opposing directions). The Koreyvo, Jumo and Napier Deltic
engines used one piston per cylinder to expose an intake port, and the other to expose an
exhaust port. Each piston is referred to as either an intake piston or an exhaust
piston depending on its function in this regard. This layout gives superior scavenging, as gas
flow through the cylinder is axial rather than radial, and simplifies design of the piston
crowns. In the Jumo 205 and its variants, the upper crankshaft serves the exhaust pistons, and
the lower crankshaft the intake pistons. In designs using multiple cylinder banks, each big
end bearing serves one inlet and one exhaust piston, using a forked connecting rod for the
exhaust piston.

The above image shows schematic of a supercharged opposed-piston engine.

1. Intake for fuel-air mixture

2. Supercharger
3. Airbox
4. Boost relief valve
5. Outlet crankshaft
6. Inlet crank mechanism
7. Cylinder with inlet and outlet slots
8. Exhaust
9. Water cooling jacket
10. Spark plug

Prepared by: Page 5

Opposed Piston Engine 2019-2020

Advantages of Opposed Piston Engine over conventional Engine

1)No cylinder

This investigation presents arguments for the implementation of an emerging building

typology, the vertical farm, as potential solution to the conflict between ecological stability
and humanity‘s persistent and economic growth.

Fig 2 Comparison of heat rejected to the cooling system of 4 OP engines and a classical spark ignition

No poppet valves

Eliminating poppet valves reduces the cost of engine (fewer parts), improves the
serviceability (fewer moving parts) and improves mechanical efficiency (no need to propel
the camshafts). Moreover, the volumetric efficiency is improved, because pressure loses in
the inlet and outlet are reduced by larger cross-sections.

Prepared by: Page 6

Opposed Piston Engine 2019-2020

Fig.1.1 A schematic view of the opposed-piston engine during scavenging. Blue is inlet-side piston, red is
exhaust-side piston. 1 – air chamber, 2 – inlet canals, 3 – exhaust canals, 4 – exhaust manifold.

Multifuel technology
Multifuel engines are particularly interesting for the military in case of main fuel shortage, but there is
also a wide potential in non-military usage like distributed generation or emergency power generators.
To be able to run on multiple fuels the engine must meet two basic conditions:

 Variable Compression Ratio (VCR), permits firing fuel with the highest octane rating;
 It must be strengthened to withstand widely changing working conditions.

Both of these conditions are met in OP engines. VCR is incomparably easier to adapt in OP than in
conventional engines, where a moving cylinder head or complicated shaft system must be adapted.
Also, fewer moving parts, simple combustion.

Prepared by: Page 7

Opposed Piston Engine 2019-2020

Possibility of full engine symmetry

With an opposed-piston barrel type engine there is a possibility to achieve a full engine
symmetry which leads to:

Cheaper parts – turning is faster and cheaper than milling;

• Simple, axisymmetric pistons (no need for a piston pin), which can rotate during work –
wear occurs evenly over the entire circumference of the piston;

• Spherical bearings with high capacity (proven by Sulzer’s practice);

• Every cylinder has the same working conditions (crucial for Controlled Auto Ignition –
burning with reduced fuel consumption and emissions);

• Perfect engine balancing;

• Lower vibration level.

Prepared by: Page 8

Opposed Piston Engine 2019-2020

Challenges connected with opposed piston

As opposed-piston engines are a relatively fresh idea and still not fully explored, there are
still non-trivial problems to be solved.

3.1. High thermal load

2-stroke engines have no additional 2 strokes to exchange the charge (during which the
engine is ’cooled’). Also, high power concentration leads to problems with exhaust ports
durability (they have to be water cooled) and piston head wear.

3.2. Changing linear to rotary motion

Classic engines inherently have one shaft. The problem with OP is to take the power from 2
pistons and put it on one shaft. Below the most popular ways of changing the reciprocating
motion of the pistons into the rotation of the output shaft presented together with existing
examples

(Pirault and Flint, 2010):

• crankless free piston (GM Hyprex),

• single crankshaft (Atkinson, Doxford, Zoller, Trojan, Puch, M.A.P, Boxer OPOC),

• double crankshaft (Jumo 204, 205,207, Witzky),

• multi crankshafts (Napier Deltic, Tekon Stellar, Jumo 223, GE Orion),

• rotary (Mukherjee, Tschudi),

• barrel engines(after (Mazuro et al., 2007)): –

There is a variety of choices. According to P. Mazuro’s doctoral dissertation the wobble plate
mechanism blocked by bevel gear has the highest possible mechanical efficiency and a great
potential for further research, but its advantages can be fully utilized only in multi-cylinder
barrel engines.

Prepared by: Page 9

Opposed Piston Engine 2019-2020

3.3. Need for better materials

Modern engines are supposed to have high efficiency which is inextricably linked to the
temperature of the upper heat source. Cylinders have to be made from high quality steel or
cast iron to withstand demanding work conditions. Unfortunately, heat resistance and creep
resistance do not go hand in hand with good tribological parameters like oil wettability or low
piston-cylinder friction. There is a great potential in the development of various surface
coating to improve piston work quality.

3.4. Possibility of increased piston ring wearing

Operational practice shows that piston porting leads to faster piston ring wear due to local
bending and distortion. Piston rings must be specially treated; moreover, ports cannot be too
big. Some examples can be found in Pirault and Flint (2010). Moreover, rings are heavily
loaded as there is no ’cooling’ stroke and no load reversal.

3.5. Oil losses

2-strokes are traditionally identified with high oil consumption which leads to two main
problems. The first problem is of course the cost of oil. The second problem, even more
costly nowadays, is increased particulate emissions. One solution is to design such interfaces
(piston-liner and ring-liner) that can work with little oil by using special cylinder finishing,
piston rings or cylinder materials. Another solution is effective oil impingement systems (an
area, where marine engines are unsurpassed). The third direction of development is new
synthetic oils.

3.6. Side injection In OP engines

injection is made perpendicularly to the piston motion in comparison to standard

symmetrical central injection 4-stroke. Such injectors have problems with even fuel
distribution in the combustion chamber and can lead to inefficient combustion. Moreover,
there is a risk of cylinder liner/piston rings fuel impingement, which results in non-uniform
charges and generates local high thermal loads. What is even worse, such fuel impingement
can destroy the lubricant film, leading to increased emission, oil consumption, and faster
piston-cylinder wear.

Prepared by: Page 10

Opposed Piston Engine 2019-2020

Fig. 5. Examples of barrel engine

The Present: What is currently developed

Currently, there are several companies which develop an opposed-piston engine:

2.1 FairDiesel

A UK company established in 2000 is developing an opposed-piston, barrel engine.

The linear-to-rotary motion is possible by using a non-sinusoidal cam mechanism.

Their main aim is to produce engines for industrial and aviation use. According to

Diesel (2010) they are designing from a 2-cylinder up to a 32-cylinder version (120

kW – 24 MW).

2.2. OPOCTM EcoMotorsTM

EcoMotors, a company founded in 2008, is (currently) commercializing an opposedpiston,

opposed cylinder (OPOC) engine for cars and light trucks. What is worthmentioning: the
main investors are Khosla Ventures (venture capital focused i.a. onclean technology) and Bill
Gates. EcoMotors Inc., who is the developer of “efficient,clean, lightweight and powerful

Prepared by: Page 11

Opposed Piston Engine 2019-2020

opposed-piston opposed-cylinder (opoc§) engine” informed on 13 March 2014 that they

established a joint research and development center with Huhan University (HNU) in
Changsha EcoMotors (2014). The main market for EcoMotor is supposed to be China, so the
reason for creating an R&D unit there is to adapt the technology and the engine to the local
reality. Moreover, in April 2013 they have announced that they will be cooperating with
Chinese auto parts giant Zhongding Power, who will build a $200 million factory in China.
Planned production volume is 150 000/year, production launch is expected in 2014

2.3. Pinnacle Engines

A start-up with an idea of commercializing a 4-stroke, SI, opposed-engine. Using sleeve

valves can enable a 4-stroke work – a possible way to reduce emission in OP engines. Their
industrial partner is FEV (design and development company). Pinnacle engines are mainly
sold to the developing countries, with natural aspiration, fixed-compression-ratio, fixed-
valve-timing – reducing fuel consumption and emission without increasing vehicle cost.
According to Engines (2014) it uses ’Cleeves’ cycle, changing constant volume combustion
to constant pressure combustion depending on the operating conditions. Production of 110cc
scooter engines will be launched in Asia in 2014.

2.4. AchatesPower

A USA company founded in 2004, started engine testing in 2005, received a DARPA
contract to design a light-weight, compact UAV engine in 2007, in 2014 reached 5000 hours
of dynamometer testing. They are developing a 2-stroke, 3-cylinder, OP diesel engine (205
kW power). What is interesting, they have a single cylinder engine on dyno and using a GT-
Power interface simulate a 3-cylinder engine response (Power,2014).

Prepared by: Page 12

Opposed Piston Engine 2019-2020

3. The Future: Proposed application

We believe there are three main areas where opposed piston can win the competition.

3.1. Range Extenders

Growing popularity of hybrids has made a place for highly efficient small engines.Opposed-
piston engines with a good power-to-weight (and power-to-bulk) ratio, together with
simplicity and potentially higher fuel efficiency can be a good alternative to conventional
engines. Probably the biggest problem of this implementation is related to (still) significant
level of emission, and in small engines installation of additional filters is pointless.

4.2. Distributed power generation

Same as before, good power-to-weight ratio, simplicity, easier maintenance, and a more
robust construction give broad perspectives. In comparison to small range extenders
controlling emissions is easier. Additionally, thanks to a variable compression ratio, there is a
possibility of introducing a controlled auto ignition on a variety of fuels.

4.3. Highly flexible piston power plant

Piston engines are much more flexible than turbines. Their start-up time (from 0 to 100 %
load) is 5 min, while turbines need 25 min, and CHP systems 25 – 50 min. Moreover, piston
engines have higher efficiency under partial loads. A power plant consisting of opposed-
piston engines with variable compression ratio would be able to work efficient on one, main
fuel, and, if needed, switch to another. For example, the main fuel could be biogas from local
farms. In case of a need for additional power some engines could switch to natural gas or
even petroleum.

Prepared by: Page 13

Opposed Piston Engine 2019-2020

CHAPTER 3

CASE STUDIES

The fuel efficiency and exhaust gas emissions of a low heat rejection
free-piston diesel engine.

This article investigates the in-cylinder heat transfer losses of a free-piston diesel engine
and compares the results with those of a conventional engine, using a multidimensional
simulation model. In-cylinder heat transfer, fuel efficiency, and nitrogen oxides (NO)
emissions formation are studied, along with the suitability of the free-piston engine to use
a low heat rejection combustion chamber design. It is found that the high piston
acceleration around top dead centre and the fast power stroke expansion in the free-piston
engine lead to reduced heat transfer losses and reduced NO emissions formation, the latter
in the order of 17 per cent compared with conventional engines. Even for highly insulated
combustion chambers, the free-piston engine is predicted to have lower NO emissions
than the conventional engine in the original configuration. The use of a low heat rejection
combustion chamber is found to benefit engine fuel efficiency in both free-piston and
conventional engines, with a 30 per cent heat loss reduction improving the indicated
efficiency by approximately 3 percentage points. With a simpler implementation of
combustion chamber insulation due to the low side forces on the piston, it is argued that
the free-piston engine should be well suited for such an operation.

The control of a Opposed Piston engine generator. Part 2: Engine

dynamics and piston
Free-piston engines are under investigation by a number of research groups due to potential
fuel efficiency and exhaust emissions advantages over conventional technology. The main
challenge with such engines is the control of the piston motion, and this has not yet been fully
resolved for all types of free-piston engines. This paper builds on the fundamental
investigations presented in the accompanying paper and investigates the dynamics of the
engine and the feasibility of classical control approaches. The response of the engine to rapid
load changes are investigated using decentralised PID, PDF and disturbance feedforward. It is
found that the engine is sensitive to rapid load changes but that in constant power
applications standard control techniques provide satisfactory performance. The influence of

Prepared by: Page 14

Opposed Piston Engine 2019-2020

cycle-to-cycle variations in the combustion process are investigated, but not found to be
critical for engine operation.

Simulation on the effect of the combustion parameters on the piston

dynamics and engine performance using the Wiebe function in a free piston
engine.

Numerical simulations were conducted to observe the relationship between the combustion
phase and the piston dynamics in a free piston engine. The simulations were conducted with
commercial software, MATLAB/SIMULINK®. The Wiebe function was used to simulate the
combustion process. The combustion parameters such as combustion duration and the spark
timing were varied at various piston initial velocities at compression stroke. The indicated
mean effective pressure (IMEP) and the mass fraction burned (MFB) were analyzed as
indicators of the engine performance.

Under given combustion duration conditions, the minimum ignition advance for best torque
(MBT) timing was first retarded towards top dead center (TDC) and consequently advanced
away from TDC as the piston initial velocity increased. An MBT timing curve was plotted
against various spark timings and piston initial velocities in a map. There existed a peak
IMEP value along this MBT curve. Longer combustion duration brought negative effects on
the IMEP due to larger deviation from the quasi-constant volume combustion, thus lowering
the efficiency.

Prepared by: Page 15

Opposed Piston Engine 2019-2020

CHAPTER 4

CONCLUSION

In this paper, we have reviewed and summarized the literature on FPLEs with varied designs
and operating features. For piston stroke type, two-stroke FPLEs are most-commonly
investigated and developed because of their advantages in structure and control. Published
results show that dual-piston FPLEs have a higher power/weight ratio than other piston
arrangements. However, the combustion process occurs alternately in each cylinder in a dual-
piston engine, which leads to varied combustion pressure at each cylinder and engine cycle.
Meanwhile, single-piston FPLEs have a simple design with higher controllability than the
other FPLEs ; however, the dynamic balance is not good because they have only one piston.
Unlike single-piston FPLEs, a perfectly balanced design is the main advantage of opposed-
piston FPLEs, but those designs make engines complicated. Besides description of various
piston types, we also described different linear alternator designs for FPLEs. Namely, we
classified linear alternators into three main groups, including linear alternator shapes (flat-
type and tubular-type linear alternators), phase structure (single-phase and three-phase linear
alternators), and arrangements of magnets (moving - magnet, moving-iron, and moving-coil
linear alternators). In a simulation study, flat-type linear alternator is considered to be better
than tubular one in efficiency, specific power, output voltage and current; however, it needs
to be further examined by both simulation and experiment. For phase structure, much
research has shown that three-phase linear alternators are appropriate for high-power FPLEs,
whereas single-phase linear alternators are suitable for small power FPLEs. In addition to the
designed features, we classified FPLEs by their operating characteristics, such as piston
dynamics, combustion, and electric power generation characteristics. For piston dynamics,
FPLEs decrease heat transfer loss in the cylinder by increasing piston acceleration, compared
with conventional engines. The implementation of springs in FPLEs shows benefits for
increasing piston velocity and engine performance. In addition to benefit of piston dynamics,
published results show that the thermal efficiency of FPLEs is higher than that of
conventional engines. Furthermore, the simulation results of FPLEs show benefits for
reducing temperature-dependent emissions (NO) because the in cylinder gas temperature of
FPLEs is generally lower than that of conventional engines. X The variable compression ratio
in FPLEs is a great benefit for combustion. By changing the compression ratio, FPLEs can
optimize the combustion process and operate with various kinds of fuels and HCCI

Prepared by: Page 16

Opposed Piston Engine 2019-2020

combustion. To obtain successful HCCI combustion in a freepiston engine, simulation studies

have utilized the transition from SI to HCCI combustion. Published results show that the
engine performance in HCCI combustion is higher than in SI combustion, while the in-
cylinder peak temperature in HCCI combustion is much lower than that in SI combustion,
which results in decreasing NO emissions. A free-piston engine can not only be operated as a
conventional xinternal combustion engine. It can also be integrated with a linear alternator to
generate electric power. The electric power can be optimized by adjusting parameters such as
piston assembly mass, ignition timing, equivalence ratio, electrical resistance, and air gap.
Much research has shown that a linear alternator with a high efficiency power source is an
excellent power-unit candidate for HEVs. With the potential offered by high-efficiency linear
alternatorsin FPLEs, we expect integrated systems to be further developed applied in the near
future

Prepared by: Page 17

Opposed Piston Engine 2019-2020

BIBLOGRAPHIES

Mikalsen R, Roskilly AP. The control of a freepiston engine generator. Part 2: engine dynamics and
piston motion control. Appl Energy 2010; 87:1281–7.

Robinson MC, Clark N. Fundamental analysis of spring-varied, free piston Otto engine device. SAE Int
J Eng 2014. 2014-01-1099.

Kim J, Bae C, Kim G. Simulation on the effect of the combustion parameters on the piston dynamics
and engine performance using the Wiebe function in a free piston engine. Appl Energy 2013;
107:446–55.

Tian CL, Feng HH, Zuo ZX. Oscillation characteristic of single free piston engine generator. Adv Mater
Res 2011;383–390:1873–8. [21] Feng HH, Song Y, Zuo ZX, Shang J, Wang YD, Roskilly AP. Stable
operation and electricity generating characteristics of a single-cylinder free piston engine linear
generator: simulation and experiments. Energies 2015; 8:765–85.

Hung NB, Lim O, Iida N. The effects of key parameters on the transition from SI combustion to HCCI
combustion in a two-stroke free piston linear engine. Appl Energy 2015; 137:385–401.

Chiang CJ, Yang JL, Lan SY, Shei TW, Chiang WS, Chen BL. Dynamic modelling of SI/HCCI

Li QF, Xiao J, Huang Z. Simulation of a twostroke free-piston engine for electrical power generation.
Energy Fuel 2008; 22:3443–9.

Lin J, Xu Z, Chang S, Yin N, Yan Thermodynamic simulation and prototype testing of a four-stroke
free-piston engine. J Eng Gas Turbines Power2014; 136:1–8.

Li L, Luan Y, Wang Z, Deng J, Wu Z. Simulations of key design parameters and performance

optimization for a free-piston engine. SAE paper 2010-01-1105; 2010.

Prados MA. Towards a linear engine PhD thesis. Stanford University; 2002.

Clark NN, Nandkumar S, Famouri P. Fundamental analysis of a linear twocylinder internal

combustion engine. SAE paper 982692; 1998.

Mikalsen R, Roskilly AP. The fuel efficiency and exhaust gas emissions of a low heat rejection free-
piston diesel engine. Proc IMech Part A: J Power Energy 2009; 223:379–84.

Johnson TA, Leick MT. Experimental evaluation of the free piston engine-linear alternator (FPLA),
Sandia report no. SAND2015-2095. Albuquerque, United States: Sandia National Laboratories; 2015.

Prepared by: Page 18

Opposed Piston Engine 2019-2020

BRIEF-BIODATA

VARUN PATHAK
varun.beme.15@acharya.ac.in
85653819139
Permanent address : L-2/146 Vinay Khand Gomti Nagar Lucknow

Personal details
Date of Birth : 03/10/1997
Place of Birth : Lucknow, India
Father Name : Shanti Swaroop
Mother Name : Meenesh Sharma
Sex : Male
Nationality : Indian
Languages Known : Hindi, English

Prepared by: Page 19