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Free-piston engine

Free-piston engine used as a gas

generator to drive a turbine

A free-piston engine is a linear, 'crankless' internal combustion engine, in which the piston
motion is not controlled by a crankshaft but determined by the interaction of forces from the
combustion chamber gases, a rebound device (e.g., a piston in a closed cylinder) and a load
device (e.g. a gas compressor or a linear alternator).

The purpose of all such piston engines is to generate power. In the free-piston engine, this
power is not delivered to a crankshaft but is instead extracted through either exhaust gas
pressure driving a turbine, through driving a linear load such as an air compressor for
pneumatic power, or by incorporating a linear alternator directly into the pistons to produce
electrical power.

The basic configuration of free-piston engines is commonly known as single piston, dual
piston or opposed pistons, referring to the number of combustion cylinders. The free-piston
engine is usually restricted to the two-stroke operating principle, since a power stroke is
required every fore-and-aft cycle. However, a split cycle four-stroke version has been
patented, GB2480461 (A) published 2011-11-23.[1]

First generation

Modern applications
 Modern applications

Modern applications of the free-piston engine concept include hydraulic engines, aimed for
off-highway vehicles, and free-piston engine generators, aimed for use with hybrid electric
vehicles.

Hydraulic

These engines are commonly of the single piston type, with the hydraulic cylinder acting as
both load and rebound device using a hydraulic control system. This gives the unit high
operational flexibility. Excellent part load performance has been reported.[8][9]

Generators
Main article: Free-piston linear generator

Free-piston linear generators that eliminate a heavy crankshaft with electrical coils in the
piston and cylinder walls are being investigated by multiple research groups for use in hybrid
electric vehicles as range extenders. The first free piston generator was patented in 1934.[10]
Examples include the Stelzer engine and the Free Piston Power Pack manufactured by
Pempek Systems based on a German patent.[11] An opposed piston Free-piston linear
generator was demonstrated in 2013 at the German Aerospace Center (Deutsches Zentrum
fr Luft- und Raumfahrt; DLR).[12]

These engines are mainly of the dual piston type, giving a compact unit with high power-to-
weight ratio. A challenge with this design is to find an electric motor with sufficiently low
weight. Control challenges in the form of high cycle-to-cycle variations were reported for dual
piston engines.[13][14]

In June 2014 Toyota announced a prototype Free Piston Engine Linear Generator (FPEG). As
the piston is forced downward during its power stroke it passes through windings in the
cylinder to generate a burst of three-phase AC electricity. The piston generates electricity on
both strokes, reducing piston dead losses. The generator operates on a two-stroke cycle,
using hydraulically activated exhaust poppet valves, gasoline direct injection and
electronically operated valves. The engine is easily modified to operate under various fuels
including hydrogen, natural gas, ethanol, gasoline and diesel. A two-cylinder FPEG is
inherently balanced.[15]
Toyota claims a thermal-efficiency rating of 42% in continuous use, greatly exceeding today's
average of 25-30%. Toyota demonstrated a 24 inch long by 2.5 inch in diameter unit
producing 15hp (greater than 11kW).[16]

Features

The operational characteristics of free-piston engines differ from those of conventional,

crankshaft engines. The main difference is due to the piston motion not being restricted by a
crankshaft in the free-piston engine, leading to the potentially valuable feature of variable
compression ratio. This does, however, also present a control challenge, since the position of
the dead centres must be accurately controlled in order to ensure fuel ignition and efficient
combustion, and to avoid excessive in-cylinder pressures or, worse, the piston hitting the
cylinder head.

Advantages

Potential advantages of the free-piston concept include

Simple design with few moving parts, giving a compact engine with low maintenance costs
and reduced frictional losses.

The operational flexibility through the variable compression ratio allows operation
optimisation for all operating conditions and multi-fuel operation. The free-piston engine is
further well suited for homogeneous charge compression ignition (HCCI) operation.[17]

High piston speed around top dead centre (TDC) and a fast power stroke expansion
enhances fuel-air mixing and reduces the time available for heat transfer losses and the
formation of temperature-dependent emissions such as nitrogen oxides (NOx).[18][19]

Challenges

The main challenge for the free-piston engine is engine control, which can only be said to be
fully solved for single piston hydraulic free-piston engines. Issues such as the influence of
cycle-to-cycle variations in the combustion process and engine performance during transient
operation in dual piston engines are topics that need further investigation. Crankshaft
engines can connect traditional accessories such as alternator, oil pump, fuel pump, cooling
system, starter etc.
Rotational movement to spin conventional automobile engine accessories such as
alternators, air conditioner compressors, power steering pumps, and anti-pollution devices
could be captured from a turbine situated in the exhaust stream.

Opposing piston engine

Most free piston engines are of the opposed piston type with a single central combustion
chamber. A variation is the Opposing piston engine which has two separate combustion
chambers. An example is the Stelzer engine.

Recent developments

References

Sources

External links

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Last edited on 2 December 2015, at 04:50

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