hydraulic free piston engines

8/11/2019 Hydraulic Free Piston Engines

1/23

NORTH MAHARASHTRA UNIVERSITY,

JALGAON.

AN

SEMINAR REPORT

AT

HYDRAULIC FREE PISTON ENGINES

SUBMITTED BY

Mr. KALPESH D. PATIL

DEPARTMENT OF MECHANICALENGINEERING(*N.B.A.* ACCREDITED)

P.S.G.V.P.MANDALS

D.N.PATEL COLLEGE OF ENGINEERING

SHAHADA, DIST: NANDURBAR (M.S.) 4!4"#

(ACADEMIC YEAR "$"%"$$)

1


2/23

P.S.G.V.P. MANDALS

D.N.PATEL COLLEGE OF ENGINEERINGSHAHADA, DIST. NANDURBAR (M.S.) 4!4"#

CERTIFICATE

This is to be certify thatthe seminar report at

HYDRAULIC FREE PISTON ENGINES

SUBMITTED BY

Mr. KALPESH D. PATIL

As a part of syllabus of

NORTH MAHARASHTRA UNIVERSITY, &ALGAON

For the partial fulfillment

FINAL YEAR OF ENGINEERING IN ME!ANIAL IN T!E AA"EMI

YEAR #$1$%#$11

H.O.D. GUIDE PRINCIPAL

Pr'. S. U. PATEL Pr'. S. U. PATEL Pr'. P. D. PATIL

#


3/23

ABSTRACT

The !IRON is a hy&raulic free piston en'ine &e(elope& by the "utch companies

NOA) an& Innas* In the !IRON the ener'y of the combustion process is almost &irectly

con(erte& into hy&raulic ener'y* The !IRON features a &irect electronic control of the

in+ection parameters, the flo- an& the compression ratio* The flo- output is controlle& by

means of .ulse .ause Mo&ulation of the piston fre/uency* The !IRON is &esi'ne& for

application in common pressure rail systems* In these systems the hy&raulic ener'y is

supplie& throu'h a common rail* This paper &escribes the &esi'n of the !IRON* 0pecial

attention -ill be pai& on the specific characteristics of the !IRON compare& tocon(entional en'ines an& pumps*


4/23

ABSTRACT

The !IRON is a hy&raulic free piston en'ine &e(elope& by the "utch companies

NOA) an& Innas* In the !IRON the ener'y of the combustion process is almost &irectly

con(erte& into hy&raulic ener'y* The !IRON features a &irect electronic control of the

in+ection parameters, the flo- an& the compression ratio* The flo- output is controlle& by

means of .ulse .ause Mo&ulation of the piston fre/uency* The !IRON is &esi'ne& for

application in common pressure rail systems* In these systems the hy&raulic ener'y is

supplie& throu'h a common rail* This paper &escribes the &esi'n of the !IRON* 0pecial

attention -ill be pai& on the specific characteristics of the !IRON compare& to

con(entional en'ines an& pumps*

2


5/23

INTRODUCTION

A Free .iston En'ine % almost e(erybo&y has some i&ea -hat it coul& be, but -hat are typical

features of the free piston en'ines3 There are t-o &efinitions, -hich are typical for all free

piston en'ines4

A combustion en'ine, -hich piston motion is not restricte& by any mechanical

lin5a'es*

The po-er is ta5en out by me&ia, not by shaft

The reason -hy en'ineers ha(e been intereste& in free piston en'ines since &eca&es is the

basic i&ea of a (ery simple en'ine* The simple &esi'n enables minimum amount of ener'y

transformations from fuel ener'y into form, -hich is use& by actuators*

The research in free piston en'ines has recently concentrate& on hy&raulic (ersions but some

&e(elopment in electric (ersion has also been reporte&* !y&raulic free piston en'ine &esi'ns

are possible an& are &i(i&e& into three cate'ories accor&in' to the number an& location of the

pistons4

0in'le piston

Oppose& piston

"ual piston

The basic operation principle of each concept is similar i*e* the ener'y of the fuel is

transforme& into hy&raulic ener'y by means of linearly mo(in' piston assembly* "ifferences

bet-een the concepts are the number of combustion chambers an& hy&raulic pistons an&

compression stro5e reali6ation* The schematic &ra-in's of the concepts are sho-n in fi'ure

on the ne7t pa'e*

8


6/23

The hydraulic free i!"#$ e$%i$e c#$ce"!& a'#(e) The !i$%le i!"#$& *iddle) The ##!ed

i!"#$& 'el#+) The dual i!"#$, Par" $u*'er!) -) C#*'u!"i#$ cyli$der& .) C#*re!!i#$

cyli$der& /) Pu* cyli$der,

The combustion en'ine part is a t-o%stro5e &iesel en'ine because this 5in& of an en'ine

re/uires po-er stro5e once per each cycle* In or&er to achie(e hi'h combustion of the en'ine

units un&er efficiency, &iesel process -ith &irect fuel in+ection is utili6e&* The po-er le(els

&e(elopment are 18 9 8$ 5:, the total po-er is possible to raise by increasin' the number of

the en'ine units* The &iameter of the combustion piston is ;$ 9 18$ mm an& operation

fre/uency is up to 8$ !6*


7/23

FREE PISTON ENGINE V CONVENTIONAL ENGINES

Reasons, -hy there are research an& &e(elopment acti(ities concernin' the hy&raulic free

piston en'ine, are base& on the benefits -hich coul& be achie(e& by the free piston concept*

The !F.E=!y&raulic Free .iston En'ine> has some fascinatin' a&(anta'es o(er the

con(entional cran5shaft en'ine 9 hy&raulic pump combination, 0E.=ran5 0haft .iston

En'ine>

The po-er &ensity of the !F.E is hi'her than the 0E.? this means less -ei'ht an&

less space re/uire& by the en'ine*

Lo-er friction losses, because of fe-er parts an& piston has no si&e forces, -hich are

in&uce& by cran5 mechanisms*

The last but not least is the price of the en'ine because of pro&uction costs, -hich are

much lo-er in the !F.E because of simple &esi'n*

The efficiency of the !F.E is in the same le(el as in 0E. or e(en better* The lac5 of cran5

mechanism creates some &isa&(anta'es as -ell, the control system ha(e to be more

complicate& than in the con(entional en'ines* The compression ratio is in&efinite an& it

&epen&s on the ener'y balance of each stro5e* The lo- emission le(el an& efficient burnin're/uire controlle& piston motion* On the other han& reliable compression ratio control enables

the optimi6ation of the compression ratio in &ifferent operation con&itions, -hich is not

possible -ith con(entional en'ines* The other &isa&(anta'e of the !F.E is the lac5 of

controllability of the output of the !F.E compare& to con(entional en'ine%pump

combination because the pump is constant &isplacement or step -isely (ariable &isplacement

pump*

@


8/23

A BRIEF INTRODUCTION

This seminar mainly &iscusses the stu&y of the !IRON =.ronunciation 5yrahn>

Free .iston En'ines, -hich is a hy&raulic free piston en'ine* !IRON in Gree5 mytholo'y

-as a centaur? neither a horse nor a man but a synthesis of both* 0imilarly, the !IRON

&iscusse& in here is neither an en'ine nor a pump? but an inte'ration of an en'ine an& a pump*

In !IRON the combustion ener'y is &irectly con(erte& into hy&raulic ener'y* The !IRON

features &irect electronic control of the in+ection parameters, the flo- an& the compression

ratio* The !IRON is &esi'ne& for ommon .ressure Rail =.R> systems* In these systems,

the hy&raulic ener'y is supplie& throu'h a common rail* 0pecial attention -ill be pai& to

specific characteristics of the !IRON compare& to con(entional en'ines an& pumps .

The hiron free piston en'ine is an inte'rate& combination of an internal combustion en'ine

an& a hy&raulic pump* The core of this en'ine is a combustion piston &irectly couple& to a

hy&raulic plun'er* The piston is not connecte& to any mechanism but is free to mo(e -ithin

the limitations of the cylin&ers* In this -ay the ener'y of the combustion process is almost

&irectly con(erte& into hy&raulic ener'y* ompare& to a con(entional combination of a pump

an& a combustion en'ine, the number of parts isre&uce& to appro7imately 2$B*

;


9/23

Fi'* Cie- of !IRON =len'th, -i&th D hei'ht of en'ine is $*;#mm, $*mmD$*8mm>

1> ylin&er !ea&*

#> ombustion ylin&er D sca(en'e pump*

> .iston*

2> 0ealin' rin' bet-een hy&raulic D combustion part*

8> !y&raulic part*


10/23

+ORKING PRINCIPLE

A cycle starts -ith the piston9plun'er combination in the bottom &ea& centre4 most to

the ri'ht* The electronic control opens the fre/uency control (al(e* This increases the

pressure in the compressor cylin&er, mo(in' the piston%plun'er to the left* 0imultaneously, air

is compresse& in the combustion cylin&er an& oil is suc5e& into the po-er cylin&er*

:hen the piston%plun'er arri(es in the top &ea& centre the fuel is in+ecte& an& i'nites,

the e7pan&in' 'ases -ill force the piston plun'er to mo(e bac5 to the bottom &ea& centre* Oil

is pumpe& to the hi'h pressure si&e*

The burne& 'ases are replace& by fresh air &ue to the loop sca(en'in' process* In the

bottom &ea& centre the piston%plun'er -ill -ait until the electronic control 'i(es a ne-

startin' si'nal to the fre/uency control (al(e*

1$


11/23

FUEL INJECTION

The !IRON is t-o%stro5e &iesel en'ine D &irect fuel in+ection system* For the

hiron a !EI =!y&raulic%Electronic nit In+ector*> of aterpillar Inc* -as chosen* The

control of the in+ector is inte'rate& in the control mo&ule of the hiron* The !EI in+ector is

hy&raulically actuate& an& the ener'y is ta5en from the hy&raulic ener'y &eli(ere& by the

hy&raulic pump part*

The use& !EI in+ector pressures up to 1


12/23

CONTROL

The control of the hiron is reali6e& by means of sensors, actuators an& electronics*

0ynchroni6ation of piston mo(ement an& fuel in+ection can only be reali6e& by electronic

control* T-o simple an& robust in&ucti(e sensors are use& to &etermine the position of the

plun'er* The control har&-are is built aroun& an off the shelf 0IEMEN0 2$ M!6 1< bit

processor*

The compression ratio is controlle& by chan'in' the pressure le(el in the

compression accumulator? the "%position of the piston is 5ept as constant as possible* A

pilot operate& &i'ital (al(e is use& to start each pump cycle* This (al(e initiates the po-er

control -hich is calle& .ulse .ause Mo&ulation*

1#


13/23

PULSE PAUSE MODULATION (PPM) F'- C'/r':

The principle of pulse%pause%mo&ulation can be illustrate& by loo5in' at the piston

&isplacement cur(es4 at ma7imum fre/uency an& at re&uce& fre/uency*

At ma7imum fre/uency, each pulse =mar5e& yello-> is &irectly follo-e& by a ne- pulse* At a

re&uce& fre/uency, e7actly the same pulses can be seen, but in bet-een these pulses, a pause

is intro&uce&* The &uration of this perio& can be (arie&* y increasin' the pause the number

of pulses -ill be re&uce&, thus &ecreasin' the flo- output of the hiron* y re&ucin' the

pause%perio& -e can increase the fre/uency an& therefore also increase the flo- output* In

this -ay the flo-%output can be (arie& bet-een 6ero an& ma7imum flo- output, only by

controllin' a small electronically operate& pilot (al(e* The result is a (ery fle7ible, hi'hly

&ynamic electronic control of the flo- output*

Fi'* !y&ro pneumatic bla&&er

accumulator*

1


14/23

DIGITALLY CONTROLLED VALVE

To (ary the en'ines po-er output, the stro5e fre/uency is (arie& by the fre/uencycontrol (al(e* Innas &e(elope& a lar'e (al(e -ith an e7tremely fast openin' response time*

The (al(e is pilot operate&* The main (al(e consists of t-o (al(e bo&ies* After s-itchin' the

pilot (al(e the main (al(e opens -ithin 1*8 millisecon&s*

12


15/23

COMBUSTION

The combustion part of the hiron is t-o%stro5e naturally aspire& &iesel en'ines -itha simple port controlle& sca(en'e process =loop sca(en'in'>* The bac5si&e of the combustion

piston is use& as the sca(en'e pump* This results in a compact an& cost%effecti(e

construction* If the combustion in !IRON en'ine ha(e a &uration of 8 millisecon&s, -hich

-oul& ha(e normal for an en'ine of this si6e*

on(entional compression is starte& -ith an electrical starter motor, at a spee& of 1$$%

18$ rpm* This spee& 'i(es t-o problems4 'as lea5a'e throu'h the 'aps of the piston rin's an&

slo- piston mo(ement lea&in' to hi'her heat losses* oth effects lea& to a &ecrease of the

cylin&er pressure an& temperature at the en& of the compression, an& therefore startin'

problems*

18


16/23

Fi'* onstruction of the ompression section in the hy&raulic part of the !IRON*

In the hiron the compression accumulator pro(i&es the ener'y to the 'ases of the

combustion cylin&er* At a col& start, the hy&ro%mechanical losses are hi'her* This can be

compensate& by choosin' a hi'her pressure in the accumulator* The pressure is e(en ele(ate&

e7tra to raise the compression ratio a little more at col& start* This compensates the effect of a

lon'er i'nition &elay as an effect of the col&er combustion air* Asi&e from this compensation,

the piston mo(ement at col& start is the same &urin' normal operation* ol& start problems as

mentione& abo(e are not rele(ant for the hiron4 the en'ine starts -ithout startin' ai&*

1


17/23

COOLING

The combustion cylin&er an& cylin&er hea& are li/ui& coole&* The coolin' channels

are inte'rate& in the castin's* The li/ui& is supplie& at the bottom si&e, coolin' the e7haust

ports first* :ater can be use& as coolin' me&ium

1@


18/23

CHARACTERISTICS

EFFICIENCY

This graph of efficiency (%) Vs Flow (liter/min) compares the CHIRON with the

reglar !iesel engine"

1;


19/23

APPLICATIONS

The

hiron free

.iston

En'ine is

&e(elope& as a po-er source for all 5in&s of mobile machinery li5e for e7ample lift truc5s,

e7ca(ators etceteras* The a&(anta'es of the hiron are put to an optimal effect -hen

applie& in a ommon .ressure Rail =.R>* This .R is a ne- approach in the &esi'n of

hy&raulic net-or5s* In these systems all hy&raulic loa&s can be connecte& to a sin'le

pressure rail* !y&raulic transformers=I!T> enable the control of the loa&s almost -ithout

ener'y loss* In these systems, the po-er source only has to maintain a certain =semi%>

constant pressure in the po-er line* "ue to its hi'h &ynamic control possibilities, the

hiron is the i&eal lo-%cost ener'y source for .R systems*

1
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20/23

COMMON PRESSURE RAIL (CPR)

The ommon pressure Rail or .R can be seen as a hy&raulic e/ui(alent of the

electricity 'ri&* It is easy to attach an& a&& &ifferent loa&s to the po-er 'ri&* The common

pressure rail separates the hy&raulic po-er plants =the pumps> from the loa&s =motors an&

cylin&ers>* Loa&s &o not influence each other* y means of hy&ro pneumatic accumulators thepressure le(el of the common pressure rail can be (arie& in a controlle& -ay* The ener'y that

is store& in these accumulators can be use& for po-er mana'ement an& ener'y recuperation*

The pressure &oes not necessarily ha(e to be constant, as !y&raulic Transformersare use& as

control &e(ices* The transformers can transform hy&raulic ener'y almost -ithout ener'y loss*

.R technolo'y enables a much simpler an& more fle7ible Hplu'%an&%play approach of

hy&raulic circuits, in analo'y to the ease of use of an electricity 'ri&*

Actually, any type of pump can be use& for the .R system* !o-e(er, for mobile

applications, the !IRON offers most effecti(e Hpo-er plant* This en'ine can also utili6e

the same techni/ue as use& by the cran5shaft en'ines li5e the hi'h%pressure in+ection,

alternati(e fuels, superchar'in' an& the after treatment of e7haust 'ases* Abo(e all, the

!IRON pro(i&es controlle& compression ratio as -ell as intrinsically &ifferent

combustion processes*

#$
http://www.innas.com/IHT.htmlhttp://www.innas.com/IHT.html


21/23

FORKLIFTS

In or&er to &emonstrate an& test the technolo'ies Innas an&NOA) fitte& a Lift

truc5 -ith a .Rsystem* T-o transformers -ere use& in this &ri(e system, one four%

/ua&ranttransformer for the hy&rostatic -heel &ri(e, an& a #%/ua&rant for the control of the

lift cylin&ers* Throttle (al(es are use& for the other cylin&ers* Althou'h this results in some

ener'y losses, the ener'y consumption of these loa&s is lo- compare& to the liftin' an&

&ri(e functions* The po-er source consists of a hiron Free .istonEn'ine&eli(erin' 1@

5: net hy&raulic ener'y* rea5in' ener'y an& ener'y of lo-erin' the loa& are recuperate&*

This combine& -ith po-er mana'ement =pea5 sha(in'> ma&e it possible to re&uce the

installe& En'inepo-er -ith $B*

The .R%system has a&(anta'e only if multiple hy&raulic loa&s ha(e to be

controlle& in the hy&raulic system* This a&(anta'e is use& in the for5lift truc5* This system

has been foun& to -or5 effecti(ely, in this t-o hy&raulic transformers are use&, one for the

hy&rostatic -heel &ri(e an& one for the lift cylin&er* Althou'h this results in ener'y losses,

#1
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22/23

the ener'y consumption of these loa&s is lo- compare& to the other loa&s, an& the throttle

losses -ill not ha(e a lar'e effect on the total fuel consumption of the lift truc5*

CONCLUSION

Althou'h much -or5 still has to be &one, it has been pro(en that it is possible to a(oi& the

mechanical comple7ity of the current cran5shaft en'ines an& hy&raulic pumps an& to buil& a

ne- hy&raulic unit -ith e7tra electronic control possibilities* These en'ines allo- a better

optimi6ation to-ar&s lo-er fuel consumption an& re&uce& e7haust emissions than the current

&ri(e lines* Lea&in' companies in the fiel&s of construction machines an& hy&rauliccomponents no- continue the &e(elopment of these Free .iston En'ines* These Free .iston

En'ines -ill turn out to be the best alternati(e for the I en'ine &ri(en pumps an& -ill

re(olutioni6e the ol& concept of usin' a rotatin' shaft or pump -here a much simpler piston

an& plun'er arran'ement can suffice*

##


23/23

REFERENCES

1* Achten .*A** JA re(ie- of .iston En'ine onceptsK 0AE paper 21@@

hydraulic free piston engines

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