Two-stroke Free Piston Linear Engine: Dynamic Analysis

of Single and Dual Combustion Models

S. Fonna1, N. A. N. Mohamed2, and A. K. Ariffin3

Computational Mechanic Research Group
Department of Mechanical and Materials Engineering
Universiti Kebangsaan Malaysia
Bangi, 43600 Selangor, Malaysia
Phone.: +60-03-89216500/89216517
e-mail: 1syarizal@ukm.eng.my, 2enikkei@eng.ukm.my,
3
kamal@eng.ukm.my

Abstract

Two-stroke spark ignition free piston linear engine concept is analyzed and simulated in this paper. The
main components of the engine that take part in analysis are combustion chamber, scavenging chamber,
kickback chamber, and slider-piston. Dynamic and thermodynamic models for slider-piston motion are
presented. The intake and exhaust port are also considered to the simulation. The results show that high
slider-piston acceleration is involved, due to high combustion force and low moving mass, especially at
chambers dead point. The velocities of piston profiles are also far from sinusoidal. The comparison
between both simulation, i.e. for single combustion model and dual combustion model, reveal that the
slider-piston velocity and displacement profiles to complete one stroke for each simulation is not similar
as expected. The dual combustion maximum velocities during slider-piston move from left to right and
from right to left respectively are higher about 4.5% and 1.1% then single combustion. Thus, it takes less
time to complete one engine cycle. It also reveals that the dual combustion working frequency is 2%
higher than single combustion.

Keywords: Free piston engine; Two-stroke engine; Dynamics; Thermodynamics

1. Introduction research focus on free piston linear engine type

three, replace one combustion chamber with air
The free piston linear engine is the machine that kickback chamber.
the primary motion of engine is linear motion. The This paper analyzes dynamic of free piston
crankshaft that present on the conventional engine linear engine and to compare engine cycle motion
has been eliminated. This has benefit in efficiency, between single and dual combustion models.
weight reduction, variable compression operation Mathematical model for linear piston motion has
and multi-fuel possibilities [1]. generated. And by using this model, the
There are three common models have been simulation of linear piston motion has developed.
developed on free piston linear engine system
(figure 1) i.e. (a) both of chamber are combustion
chamber [2][3][5]; (b) one chamber is combustion
chamber and other is using spring [6]; and (c). One a. dual combustion
chamber is combustion chamber and the opposite
one is air kickback chamber [7].
First type is the common model that has been
developed. This model has advantage that the b. combustion and air-kickback
piston velocity profile is equal between
compression stoke and expansion stroke, but
because this use two combustion chamber, much
c. combustion and spring
of fuel will be used. And others model are
developed to reduce the consumption of fuel
Figure 1. Free piston linear engine models
without decreasing on machine output. And our
2. Engine Model
The description of the engine model in this study
is showed in figure 2. The model is two-stroke
spark ignition engine. The free piston linear engine
model consists of five main parts, i.e. combustion
chamber, scavenging chamber, air-kickback
chamber, generator, and slider-piston. The term of
slider-piston is used to describes combustion
piston (two piston for dual combustion), air-
kickback piston (for single combustion only),
connecting rod, and permanent magnet. The rod
connects the two oppositely placed pistons and
also acts as a prime mover for linear engine. The
permanent magnet is placed at certain position of
the rod. The two opposed pistons have different
diameter. Kickback piston diameter is larger than
combustion piston diameter to ensure the
generated pressure in kickback chamber satisfy to
pushback slider-piston.
Combustion chamber Scavenging chamber
of the combustion chamber (dual combustion
only), left scavenging force (FLs), the friction
force (Ff), and the counteracting electromagnetic
force (Fl). The free-body diagram for each slider
piston is showed in figure 3. The acceleration of
the moving unit (of mass m) for single and dual
combustion models are thus given by equations
(1)-(2) and (3)-(4) respectively.
d 2 x FLc − Fk − FLs − F f − Fl
a = &x& = = (1)
dt 2 m
PLc (x) Ac − Pk (x) Ak − PLs (x) As − Ff − Fl = m&x& (2)
d 2x
a = &x& =
dt 2
FLc + FRs − FRc − FLs − F f − Fl
= (3)
m
PLc (x) Ac + PRs (x) As − PRc (x) Ac
− PLs ( x) As − F f − Fl = m&x& (4)
Kickback chamber

Transfer duct
where Pc is instantaneous combustion chamber
pressure, Pk is instantaneous air-kickback
chamber pressure, Ps is instantaneous scavenging
chamber pressure, Ac is combustion piston area,
Ak is air-kickback piston area, As is scavenging
Exhaust port area, m is mass of slider-piston and x is slider-
Generator housing Slider-piston piston position.
a. single combustion
Combustion chamber Scavenging chamber Ac
m
Transfer duct Ps
Pc Pk

x As
Ak
a. single combustion
Exhaust port Ac Ac
Generator housing Slider-piston m
Ps Ps
b. dual combustion Pc Pc
Figure 2. Free piston linear engine model
x As As
3. Mathematical Model
b. dual combustion
In order to simulate slider piston motion for the Figure 3. Slider-piston free-body diagram
free piston linear engine, a simplified modeling of
the combustion chamber and air-kickback chamber Single combustion free piston linear engine
processes have been carried out. Considering model that is developed in this paper use different
slider-piston move from left to right, the force that diameter between combustion piston and air-
drives the slider-piston is the left combustion force kickback piston. Air-kickback piston is bigger
(FLc) of the combustion chamber and right than combustion piston so pressure in air-
scavenging force (FRs, dual combustion only). The kickback chamber can reach optimum value to
forces that oppose this motion are; the kickback stop slider-piston motion and push it back.
force (Fk) of the air-kickback chamber (single
combustion only), the right combustion force (FRc)
3.1. Single combustion
Several assumptions have been taken in order to
develop mathematical model for slider-piston
motion. The compression and expansion of each
cylinder will be modeled adiabatically and
internally reversible. The process in combustion
chamber is represented by Otto cycle while in air-
kickback and scavenging chamber by ideal gas
adiabatic process (figure 4). All process occurs
simultaneously.
For the initial analysis, the slider is considered
to move from the left (combustion chamber dead
point) to the right in positive x direction i.e.
expansion process. Then, combustion chamber is
chosen as reference. At these conditions, the
pressure in combustion chamber is Pc3 as the result
L5
L4
of instantaneous heat addition in combustion
process, while the pressure in kickback chamber
and scavenging chamber are free-air pressure (Pk1
and Ps1 respectively). When the slider is moving
to the right, the combustion pressure will follows
3-4 curve in PcVc diagram and at point 4 the
exhaust port starts to open, thus the pressure
suddenly drop to Pc1 cause of instantaneous heat
rejection. The scavenging pressure will increase
along 1-2 curve in PsVs diagram and the pressure
drop to Ps1 from point 2 cause of the intake port
start to open. While the kickback pressure is
remain at Pk1 along L4 cause of the port is still
open and start from point 1 in PkVk diagram, the
pressure will increase follow 1-2 curve.

b3
b1 b2

a L1 L3
L4 L2 c
L L L
x x
3
Pc Ps Pk
2

2
4
1
1
1

a. combustion chamber Vc b. scavenging chamber Vs c. air-kickback chamber Vk

Figure 4. The dimension of engine and pressure volume diagrams for single combustion engine
L5
L4

b3
b1

a L1 L3
L L
x
x
3
Pc Ps

2
4
1
1

a. combustion chamber
Vc b. scavenging chamber Vs
Figure 5. The dimension of engine and pressure volume diagrams for dual combustion engine
 Considering the slider move from right to left
after expansion stroke i.e. compression stroke, the
combustion pressure is Pc1 along L3 and the
pressure increase as 1-2 curve in PcVc diagram
starting from point 1. The kickback pressure will
take the same path as expansion stroke; while the
scavenging pressure is remain at Ps1 along
compression stroke.
3.2. Dual combustion
between the pressure (P) and the volume (V) for
polytropic process and/or the relationship between
pressure (P), volume (V), and temperature (T) for
ideal gases. Equations (5)-(6) respectively
represent the force balance equations for after
combustion condition or expansion process and
for after air-kickback condition or compression
process in single combustion modeled engine.
Equation (7) represents the force balance equation
for dual combustion engine model.

As explaining before, the compression and ⎧ ⎛L +a⎞ ⎫

⎪ n Qin ⎜ 1 ⎟(n − 1) ⎪
⎛ L1 + a ⎞
n
expansion of each cylinder are modeled ⎪ ⎝ a ⎠ ⎪⎛ a ⎞
⎨ Patm ⎜ ⎟ + ⎬⎜ ⎟ Ac
adiabatically and internally reversible and the ⎪ ⎝ a ⎠ ( L1 + a ) Ac ⎪⎝ a + x ⎠
process in combustion chamber is represented by ⎪⎩ ⎪⎭
Otto cycle, while in scavenging chamber by ideal n
⎛L +c⎞ ⎛ ⎞
n
c
gas adiabatic process (figure 5). All process occurs − Patm ⎜ 2 ⎟ ⎜⎜ ⎟⎟ Ak
simultaneously. ⎝ c ⎠ ⎝ 2
L + L 4 + c − x ⎠
n
Similar to single combustion model, the slider ⎧ (b3 ) 2 L5 + (b1 ) 2 2 L ⎫
is considered to move from the left to the right in − Patm ⎨ ⎬ As
⎩ (b3 ) L5 + (b1 ) (2 L − x) ⎭
2 2

positive x direction i.e. expansion process. At these

d 2x
conditions, the pressure in left combustion − F f − Fe = m 2 (5)
chamber is Pc3 as the result of instantaneous heat dt
addition in combustion process, while the pressure
in right combustion chamber and scavenging
n
⎛L +c⎞ ⎛ ⎞
n
chambers are free-air pressure (Pc1 and Ps1 c
Patm ⎜ 2 ⎟ ⎜⎜ ⎟⎟ Ak
⎝ L2 + L4 + c − x ⎠
respectively). When the slider is moving to the ⎝ c ⎠
right, the combustion pressure will follows 3-4
⎛L +a⎞ ⎛ a ⎞
n n
curve in PcVc diagram and at point 4 the pressure − Patm ⎜ 1 ⎟ ⎜ ⎟ Ac
suddenly drop to Pc1 cause of instantaneous heat ⎝ a ⎠ ⎝a+ x⎠
rejection. The left scavenging pressure will d 2x
increase along 1-2 curve in PsVs diagram and + Patm As − F f − Fe = m 2 (6)
dt
suddenly drop to Ps1 at point 2 when intake port
start to open meanwhile the right scavenging ⎧ ⎛L +a⎞ ⎫
pressure remain at Ps1 along the stroke. The right ⎪ n Qin ⎜ 1 ⎟(n − 1) ⎪
⎛ L1 + a ⎞
n
⎪ ⎝ a ⎠ ⎪⎛ a ⎞
combustion chamber pressure is still at Pc1 along ⎨ Patm ⎜ ⎟ + ⎬⎜ ⎟ Ac
⎪ ⎝ a ⎠ ( L1 + a ) Ac ⎪⎝ a + x ⎠
L3 (exhaust port still open) and will increase
⎪⎩ ⎪⎭
follow 1-2 curve in PcVc diagram after exhaust port
⎛L +a⎞ ⎛ a ⎞
n n
start to close.
− Patm ⎜ 1 ⎟ ⎜ ⎟ Ac
Considering the slider-piston move from right ⎝ a ⎠ ⎝a+ x⎠
to left, all process occur the same as when slider- n
⎧ (b3 ) 2 L5 + (b1 ) 2 2 L ⎫
piston move from left to right but all in reverse. − Patm ⎨ ⎬ As
⎩ (b3 ) L5 + (b1 ) (2 L − x) ⎭
2 2
The processes in right combustion and scavenging
chamber are the same as left combustion and d 2x
+ Patm As − Ff − Fe = m 2 (7)
scavenging chamber while moving from left to dt
right. In the similar way, the processes in left
combustion and scavenging chamber take path the where Patm is atmospheric pressure, Qin is heat
same as right combustion and scavenging chamber addition to combustion chamber during
while moving from left to right. combustion process, and n is specific heat ratio.
In order to generate free piston linear engine
4. Results and Discussion motion simulation, some engine specifications for
single and dual combustion engine model have
The equations describe the pressures of each been chosen. These specifications are given in
chambers are derived from the relationship table 1 and including the geometry of modeled
engines.

Table 1. Simulated engine specifications
Parameter
L 0.076 m
L1
L2
Exhaust length (L3)
Intake length (L4)
Back-scavenging length (L5)
Specific heat ratio (n)
Mass of slider-piston (m)
Free air pressure (P1)
Combustion bore diameter (b1)
Kickback bore diameter (b2)
Back-scavenging diameter (b3)
Heat addition (Qin)
By using the force balance equations, the
simulations of slider-piston motion are derived.
The slider-piston velocity profiles of both modeled
engines are shown in figure 6. These velocity
profiles are far from sinusoidal as conventional
engine. It shows that high slider-piston
acceleration is involved, due to high combustion
force and low moving mass, in chambers dead
point area. Comparing the velocity profile between
simulation of dual combustion model and single
combustion model in figure 6 show that dual
combustion model gives higher maximum
velocity than single combustion model about
Value 4.5% during slider-piston move from left to right.
Thus, dual combustion model take less time
0.04 m needed to complete one cycle. This condition
0.055 m happen because of lower generated pressure in
0.036 right combustion chamber of dual combustion
0.021 m model before combustion occurs. When exhaust
0.05 m
port is starting to close, the generated pressure in
1.4
6.6 kg right combustion chamber follow 1-2 curve of
100 kPa PcVc diagram (figure 5). This pressure is lower
0.076 m comparing to air-kickback pressure of single
0.11 m combustion model that take path 1-2 curve of
0.114 m PkVk diagram (figure 4).
300 J Figure 6 also shows that, during slider piston
moving from left to right, the dual combustion
slider velocity decrease rapidly a moment after
reach maximum point meanwhile the single
combustion slider velocity decrease gradually. It
occurs because combustion starts to ignite in right
combustion chamber of dual combustion.
While slider-piston moving from right to left,
the peak points of velocity between both models
also different. Velocity of dual combustion slider-
piston is slightly higher about 1.1% then single
combustion slider-piston.

15000
Combustion ignition

10000
piston velocity (mm/s)

5000

dual comb.
0
single comb.
0 0.005 0.01 0.015 0.02 0.025

-5000

-10000
Combustion ignition

-15000
time (s)

Figure 6. Piston velocity versus stroke time

 90

80

70

60
piston position (mm)
50
dual comb.
40
single comb.
30

20

10

0
0 0.005 0.01 0.015 0.02 0.025
-10
tim e (s)

Figure 7. Piston position versus stroke time

15000 Combustion ignition

10000
piston velocity (mm/s)

5000

dual comb.
0
single comb.
-10 0 10 20 30 40 50 60 70 80

-5000

-10000

Combustion ignition
-15000
piston position (mm)

Figure 8. Piston velocity versus piston position

Figure 7 shows the slider-piston position versus model. Figure 7 also shows that the stroke time is
stroke time for both modeled engine. It reveals less for dual combustion model since its slider-
that, the both modeled engine give approximately piston velocity higher than single combustion.
the same stroke length, i.e. ~76mm, although have
different slider-piston velocity. Table 2. Both engine simulation results
The generated pressures/forces due to Dual comb. Single comb.
combustion process in right combustion chamber Stroke 76 mm 76 mm
of dual combustion model is higher than air- Max. slider velocity
9.3 m/s 8.9 m/s
kickback chamber of single combustion. The (moving left to right)
higher velocity of dual combustion model is Max. slider velocity
9.2 m/s 9.1 m/s
compensated by the higher combustion pressure of (moving right to left)
Time for 1 cycle 0.0212 s 0.0216 s
right combustion chamber, so the slider-piston
Working frequency 2830 cpm 2777 cpm
stroke remains the same as single combustion
 The relationship between the slider-piston
velocity and the slider-piston position for both
modeled engines is illustrated in figure 8. It gives a
clear description that dual combustion model
slider-piston velocity is higher than single
combustion model and the stroke length for both
modeled engine is approximately the same. Table
2 gives the resume of both model simulation
results.
Conclusions
In this paper, dynamic and thermodynamic models
of free piston spark ignition linear free piston
engine have been presented. The velocity and
displacement profiles of slider-piston motion with
respect to time and velocity profile with respect to
displacement are investigated for both modeled
engine i.e. dual combustion engine model and
single combustion engine model. The results show
that the velocities of slider-piston profiles are far
from sinusoidal. The comparison between the both
simulations reveals that the slider-piston velocity
and displacement profiles to complete one stroke
for each simulation is not similar as expected. The
dual combustion maximum velocities during
slider-piston move from left to right and from right
to left respectively are higher about 4.5% and
1.1% then single combustion. Thus, it takes less
time to complete one engine cycle. It also reveals
that the dual combustion working frequency is 2%
higher than single combustion. These differences
are not significant enough. Then, it can say that the
dynamic performances of both engine models are
almost similar. In the other hand, single
combustion model has advantage in less fuel
consumption.
Acknowledgments
The project was sponsored by Malaysian Ministry
of Science, Technology, and Environment under
project IRPA 03-02-02-0056 PR0025/04-03.
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