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Fuel Injection System for Opposed-Piston Gasoline Compression-Ignited (OP-GCI) Engines

Achates Power Inc.-Rodrigo Zermeno, Donovan Quimby, Clark Klyza, Fabien Redon
Delphi Technologies Inc.-Kevin Hoyer, Jean Herve Petot, Erol Kahraman, Guillaume Meissonnier
Published 2019-04-02 by SAE International in United States
Opposed-piston engines have been in production since before the 1930’s because of their inherent low heat losses and high thermal efficiency. Now, opposed-piston gasoline compression ignition (OP-GCI) engines are being developed for automotive transportation with stringent emissions targets. Due to the opposed-piston architecture and the absence of a cylinder head, fuel injection requirements and packaging are significantly different than conventional 4-stroke engines with central-mounted injectors. The injection process and spray characteristics are fundamental to achieving a successful combustion system with high efficiency, low emissions, and low combustion noise.In this paper, the fuel injection system for the Achates 2.7L, 3-cylinder OP-GCI engine is described. The fuel system was designed for 1800 bar maximum fuel pressure with two injectors mounted diametrically opposed in each cylinder. Two fuel rails were mounted on each side of the engine and were supplied independently from two crank-driven unit pumps mounted at the front of the engine. CFD tools were used to investigate nozzle design and spray characteristics for minimal wall wetting and good air utilization. Simulation results indicated that relatively narrow…
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Developing a 55% BTE Commercial Heavy-Duty Opposed-Piston Engine without a Waste Heat Recovery System

Achates Power Inc-Nishit Nagar, Rodrigo Zermeno, Michael chiang, Isaac Thomas
Achates Power Inc.-Neerav Abani
Published 2017-03-28 by SAE International in United States
Heavy-duty vehicles, currently the second largest source of fuel consumption and carbon emissions are projected to be fastest growing mode in transportation sector in future. There is a clear need to increase fuel efficiency and lower emissions for these engines. The Opposed-Piston Engine (OP Engine) has the potential to address this growing need. In this paper, results are presented for a 9.8L three-cylinder two-stroke OP Engine that shows the potential of achieving 55% brake thermal efficiency (BTE), while simultaneously satisfying emission targets for tail pipe emissions. The two-stroke OP Engines are inherently more cost effective due to less engine parts. The OP Engine architecture presented in this paper can meet this performance without the use of waste heat recovery systems or turbo-compounding and hence is the most cost effective technology to deliver this level of fuel efficiency.In this paper, engine performance results are presented for the 9.8L two-stroke OP Engine that employs currently available engine components, such as supercharger, turbocharger and after-treatment and features a uniquely designed piston bowl shape to enhance mixing with a…
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