Dr.K.N.

Modi Institute of Engineering & Technology, Modinagar

Towards partial fulfillment of the requirement of Dr.K.N.M.I.E.T for bachelor of technology in mechanical engineering

SYNOPSIS ON

OPPOSED PISTON OPPOSED CYLINDER RECIPROCATING ENGINE

Under Guidance Of : Mr. Pushpendra Singh SUBMITTED TO : Mr. Lalit Nagar (HOD MECHANICAL) SUBMITTED BY: Vivek Srivastava Manasvi Tripathi Ritul Prajapati Ayush Pratap Singh

Acknowledgement
I would like to express my gratitude and appreciation to all those who gave me the

possibility to complete this report. A special thanks to our final year project coordinator Mr. Lalit Nagar, whose help, stimulating suggestion and encouragement, helped me to coordinate my project. I would also like acknowledge with much appreciation the crucial role of the staff of mechanical laboratory, who gave the permission to use all required machinery and the necessary material to complete the OPPOSED PISTON OPPOSED CYLINDER ENGINE. Last but not least, many thanks go to guide of the project, Mr. Pushpendra Singh who have given his full effort in guiding the team in achieving the goal as well as his encouragement to maintain our progress in track. I would to appreciate the guidance given by other faculty members as well as batch mates. Especially in our project presentation that has improved our presentation by their comment and tips.

Abstract
The present project on OPOC ENGINE is yet another contribution by VIVEK SRIVASTAVA (Roll No.1007740055), MANASVI TRIPATHI (Roll No.1007740027), AYUSH PRATAP SINGH (Roll No.1007740019) & RITUL PRAJAPATI (Roll No.1007740039) students of 7th semester. Dr. KNMIET Modinagar, in their efforts to develop basic informative and instructive material for analysis and design of OPPOSED

PISTON OPPOSED CYLINDER RECIPROCATING ENGINE.

Writing a report on technical aspect is indeed a very challenging task. The student has to possess not only expertise in the subject matter but also the technique of selecting appropriate material from the vast fund of knowledge they have to have regarding the subject of project and present it in a way which the readers can easily understand. Judging from the remarks of the experts who reviewed the report and also on the basis of earlier projects by these students in the Mechanical field. I have no doubt in my mind that they had done an excellent job.

The institute will, therefore fell amply rewarded if the other students and teachers may go through this report for enlarging their know how of the

OPPOSED PISTON

OPPOSED CYLINDER RECIPROCATING ENGINE. Any suggestions for the

improvement of this project and the report from all quarters will be most welcome

Table of Content
Topic
1. Introduction 2. Project idea 3. Overview opoc engine 4. Engine design 5. Engine family 6. Assembly and function 7. Working of opoc engine 8. Difference between opoc & common engine 9. Advantages 10. Future scope 11. Environmental issues 12. References

Pg.No.
5 7 8 9 10 11 12 13 14 15 16 17

INTRODUCTION

Normal engines causing great threat to environment

Better internal combustion engines are on the way. And when we say better we mean lighter, more fuel efficient and less polluting. Internal combustion engines pollute the air. Internal combustion engines rob the planet of precious and non-renewable resources. And internal combustion engines aren't going away anytime soon. Oh, sure, you've heard about all the new technologies that should be replacing the internal combustion engine any day now, technologies like electric motors, hybrid power trains, hydrogen fuel cells and even cars that run on compressed air, but none of these technologies is ready to save the auto industry from the internal combustion engine quite yet. Electric motors are probably our best bet for the immediate future and there are even some cars on the market now that use them as a power source, but they take time to recharge, have a limited driving range, and they can't simply be fueled up in five minutes at the local service station. Besides, do you really want to get stuck in the middle of East Nowhere, Middle America, with a dead lithium-ion battery array and nobody around who has the foggiest notion how to recharge it? They just postpone the day when we'll finally need to get rid of this antiquated technology. Hydrogen fuel cell cars will be really amazing when they're available in vehicles that can be bought and driven by the average consumer. This should be, oh, about 20 to 30 years from now, around the time you'll invest in your first set of false teeth. And compressed air cars? Nobody really knows when those will be ready to hit the road, but it'll probably be a good while yet before you can refuel your car using a bicycle pump. These technologies are important. Think tanks and auto manufacturers are researching them right now. The transportation your children's children use will depend on them. Someday one or all of these technologies will free the world from its out-of-control addiction

to fossil fuels. But in the meantime what we really need is something that can realistically be ready for practical use within the next few years: a better internal combustion engine. Here's the good news: Better internal combustion engines are on the way. And when we say better we mean lighter, more fuel efficient and less polluting. If we can't put internal combustion engines out to pasture quite yet, we can at least make them behave a little more politely while they're still galloping around on the public streets. One of the most exciting new types of internal combustion engines is the opposed-piston opposed-cylinder engine, and if you can't remember all those tongue-twisting syllables you can just call it an OPOC engine. (Don't feel bad. Everybody else calls it that too.) OPOC engines aren't really new -- the idea's been around for a while -- but a company called Ecomotor is finally getting serious about building OPOCs that will be ready for consumer vehicles long before hydrogen fuel cells are the rage of the nation. And as proof that Ecomotors is offering serious technology that really could revolutionize the way we use gasoline in the near future, a fellow named Bill Gates has already invested in the company. Yes, that Bill Gates, and nobody can say that the co-founder of Microsoft doesn't know a thing or two about the practical aspects of cutting-edge technology. But what exactly is an OPOC engine and how does it differ from the internal combustion engines that all of us love and hate? To answer that question, we'll first give you a refresher course in standard car engines, and then we'll show you how OPOCs do pretty much the same thing but just a little differently -and a little better.

Opoc engine diagram

ref 4

Project idea
Problem with conventional engines: High frictional losses Low efficiency High fuel consumption Scavenging High material cost Low power density More delay time

When Two Pistons Face Off, They Both Win

What if we could stick two pistons in one cylinder and coordinate their actions so that they face one another -- hence the term "opposed piston" but do not collide?

Each of these cylinders would only take up half the length of the cylinder, so that it would only have to move half the distance of a cylinder in a standard engine providing the same rotating effect on the crankshaft.

OPOC ENGINE
An opposed-piston engine is a reciprocating internal combustion engine in which each cylinder has a piston at both ends, and no cylinder head. The first opposed piston engine

Gobron-Brilli opposed-piston engine, with overhung yoke, from 1900 The first opposed piston engine commercially produced was by the French company Gobron-Brilli in 1900. The engine had one crankshaft and is very similar in mechanical design to the EcoMotors OPOC engine which is currently under development. In 1903 a Gobron-Brilli car powered by the opposed piston engine was the first car ever to reach 100 mph.[1]

Engine Design

Top view and front view of opoc engine cylinder

Opposed-Piston Opposed-Cylinder Engine This patented design creates a ground-breaking internal combustion engine family architecture that will run on a number of different fuels, including gasoline, diesel and ethanol. The opoc's new opposed piston-opposed cylinder direct gas exchange operation provides the well known emissions benefit of 4-cycle engines, the simplicity benefits of 2cycle engines, the power density of the less well known opposed piston engine, and the extraordinary developments in computer and thermodynamics all tied together in a new and proprietary engine architecture. It comprises two opposing cylinders per module, with a crankshaft between them, each cylinder has two pistons moving in opposite directions. This innovative design configuration eliminates the cylinder-head and valve-train components of conventional engines, offering an efficient, compact and simple core engine structure. The result is an engine family that is lighter, more efficient and economical, with lower exhaust emissions. Here you can see this revolutionary engine in operation, which helps to illustrate the simplicity, elegance and compactness of its design.

The Engine Family

At this time, EcoMotors International is developing several versions of the opoc engine, listed below is the topline specifications for the EM100 in a single-module configuration using diesel fuel. EM100 Cylinder bore 100 mm Dry weight 296 lb. Dimensions LxWxH (inches) 22.8 x 41.3 x 18.5 Horsepower 325 @ 3,500 rpm Torque 664 lb.-ft @ 2,100 rpm 1.1 hp per lb. Power density

O.P.O.C ENGINE

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Assembly and function

Assembly diagram

1. Intake for fuel-air mixture 2. Supercharger (here: rotary vane pump; original: Centrix) 3. Airbox to buffer and distribute the mixture 4. Waste valve to limit the pressure level 5. Outlet crank mechanism (runs app. 20 before inlet to achieve an asymmetric control diagram) 6. Inlet crank mechanism 7. Cylinder with inlet and outlet slots 8. Exhaust 9. Water cooling jacket 10. Sparkplug

There were two versions: one with a displacement of 250 cm3 (15 cu in), and one with 350 cm3 (21 cu in) displacement. The engine had two cylinders with four pistons, two crankshafts and a supercharger. The crankshafts were connected by gears. The supercharger takes in the fuel-air mixture, compressing it and pushing it into the airbox. From here it reaches the crank housings. On the outlet side it cools the thermically high loaded piston. After ignition the pistons move outwards, performing the power stroke. At first, the outlet piston opens its slots in the cylinder. The remaining pressure accelerates the gas column towards the exhaust. Then the other piston opens the inlet slots. The pressurized fresh mixture pushes the remaining waste gas out. While the inlet is still opened, the outlet is closed. The supercharger forces additional gas into the cylinder until the inlet slots are closed by the piston. Then the compression stroke starts and the cycle repeats.

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WORKING OF OPOC ENGINE

Chances are that your car's engine has either four or six cylinders in it.An engine cylinder is just what it sounds like -- a cylindrical hole in the engine into which you can place a moveable tube, called a piston. And it's that piston, when combined with gasoline, air and a spark plug that provides the motive power that makes your car go zooming down the road. That's the quickand-dirty version of the story, anyway. The cylinders in an automobile's internal combustion engine are capped so that the gases held in the area between the top of the piston and the top of the cylinder can't escape. However, there are also two valves at or near the top of each cylinder that can be opened and closed mechanically. These are designed, respectively, to allow air and gasoline into the cylinder (the intake valve) and to release exhaust from the cylinder (the exhaust valve) after the engine's combustion process is complete. These valves open and close in a manner carefully timed with the piston's motion so that the exhaust is released before a new supply of fresh air flows in. It's the motion of the piston that drives the car. Pistons slide neatly up and down in the cylinder because that's what they're designed to do. Most cars use a four- stroke (or Otto cycle) engine, in which there are four stages to the piston's motion. In the first, called the intake stroke, the intake valve opens and the piston moves downward. The vacuum created by the downward moving piston sucks air along with a small amount of gasoline into the upper portion of the cylinder. Once the mixture has filled the available space left by the descending piston, the intake valve closes and the piston rises again in the compression stroke, squeezing the air- fuel mixture into a tight mass packed with so much potential energy that it qualifies as an explosive. Then comes the part of the process that really gives the engine its kick: the combustion stroke, where the spark plug flashes and ignites that potential energy like a firecracker in a tin can, pushing the piston back down again. Finally, in the exhaust stroke, the exhaust valve opens, and the piston rises back to the top of the cylinder, pushing out the useless, gassy residue of the explosion of combustible materials. As soon as the exhaust valve closes, the process begins all over again. While the piston rises and falls, it turns the crankshaft, a long, rotating rod that converts the up and down motion of the pistons into the circular motion that makes the car's gears and wheels spin. In most standard engine arrangements, cylinders come in pairs, so that the downward motion of one piston during one stroke creates the upward stroke of the other, a cycle that could theoretically go on forever ... or at least until the gasoline runs out. This isn't exactly perpetual motion, but if you think about it you might ask how the motion of the pistons got started in the first place. The answer is that the four-stroke cycle usually begins with a short burst of rotational energy to the crankshaft from an electric starter motor.
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Difference between common and opoc engine

Difference between common and OPOC two stroke engines:

Sl.no 1. common Piston moves till the TDC. OPOC Piston moves only till the center of the cylinder.

2.
3. 4. 5. 6.

Only one piston inside the cylinder.

Less efficient. Sensors are not required. Electrical clutch is absent. One cylinder on the side of the crankshaft.

Two pistons inside the cylinder.

More efficient. Sensors are required and important. Electrical clutch is present. Consists of two cylinders on either side of a crankshaft.

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Advantages:

Lightweight with high power density o produces more than 1 hp per pound of engine weight Low emissions High fuel economy Simplicity of design for manufacturing efficiency, economy and operating durability o 50-percent fewer parts than a conventional engine o straightforward assembly o no cylinder heads or valve train o uses conventional components, materials and processes Inherently low noise and vibration o all engine forces counteract each other o runs as a fully balanced 4-cylinder 4-stroke engine o Putting two pistons inside each cylinder also means that each piston only travels half as far as it normally would in a two-stroke engine, allowing the engine to run faster. o Delivers twice as many power strokes per revolution o Requires few parts compared 4-stroke engine. o High power-to-weight ratio o High power-to-volume ratio o Use of a variety of fuels including gasoline, diesel, natural gas, JP8 and hydrogen o Assisted HCCI combustion using proprietary diesel fuel system o Conventional parts, materials and maintenance

Modular Benefits
To meet a wide range of power output needs, these engines can be teamed in multiple modules, connected to each other via an electrically controlled clutch. This provides a variable displacement engine that offers significant fuel savings, optimized engine map performance and reduced emissions for real-world applications. Here you can see an engine with a second module added, which will double the power output for larger vehicles, but that can be de-coupled to provide significant fuel savings.

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Future scope
Power density 1.1 hp/lb so it can be used for war vehicles, marine engine, racing cars, locomotive purposes.

Non conventional fuel i.e. L.P.G & C.N.G and conventional fuel like petrol diesel can be used in this type of engine.

Wide range of application in automobile industries owing to greater efficiency

& low smoke emission.

Detailed diagram of opoc engine

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Environmental issues
40% less smoke emission. the all environmental norms of Environmental Summit 2002 are satisfied by this engine. Lowers the dependency on fossil fuels. Less noise pollution. Emits less toxic gases such as NO,CO & SO2 due to the presence of scrubber.

Survey regarding various gases emission in citie and urban areas

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Reference Engine Efficiency: The Ecomotors Solution Joey Daubert,Andy Lawniczak Twelfth Annual Freshman Conference Paper #2308 www.ecomotors.com www.navistar.com http://thekneeslider.com/archives/2009/12/21/ecomot ors-opoc-two-stroke-engines-opposed-pistonopposed-cylinder www.wikipedia.com www.brupt.com www.motordesign.com www.fadooengineers.com www.youtube.com www.google/documents.com www.reciprocatingengines.com www.futureengines.com

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