Opposed-piston (OP) engines were used in many applications in the 1930s–1960s, largely because their high thermal efficiency was important in applications that valued long-range, like aviation, marine vessels, and military vehicles. The engine architecture largely fell into disuse when modern emissions standards began in the 1960s.
Recently, OP engines have enjoyed a renaissance, driven by three primary factors:
The inherent efficiency of OP engines remains valuable because of concerns about climate change and energy security
Recent advances in design and calibration show that the OP engines can achieve near-zero levels of criteria emissions with conventional aftertreatment system configurations
Research and development of OP engines has yielded practical advances in cost, lower complexity, packaging, competitive oil consumption, NVH (noise, vibration, harshness), and other factors.
These factors together suggest that the OP engine is a superior architecture for providing near-zero criteria emissions and lower CO2 in a cost-effective and robust manner.
This chapter provides an overview of OP engine design characteristics and summarizes recent test results for heavy-duty diesel engines. Results include:
Peak brake thermal efficiency greater than 49%
Engine-out soot 75% lower than a benchmark 15 L four-stroke conventional engine
Tailpipe NOX is 96% lower than 2020 EPA regulations; 65% lower than California’s 2027 ultralow NOX regulation (on the FTP cycle)
All while using a conventional [DOC/DPF/SCR/ASC (Diesel Oxidation Catalyst, Diesel Particulate Filter, Selective Catalyst Reduction, Ammonia Slip Catalyst)] underfloor aftertreatment system.
Opposed-Piston Engine Potential: Low CO2 and Criteria Emissions
Energy, Environment, and Sustainability
2021-12-14
16 pages
Article/Chapter (Book)
Electronic Resource
English
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