Abstract: A combustion chamber for an opposed-piston engine is defined between a pair of pistons disposed for opposing reciprocal movement in a cylinder. The combustion chamber is formed between crowns of the pistons and has a radius that decreases from the longitudinal axis of the cylinder. Each crown includes a periphery, a bowl within the periphery defining a concave surface with a first portion curving inwardly toward the interior of the piston and a second portion curving outwardly from the interior, and a convex surface within the periphery curving outwardly and meeting the second portion of the concave surface to form a ridge. Each ridge has a height that decreases with the distance from a longitudinal axis.

Abstract: An opposed-piston engine includes a ported cylinder and a pair of pistons disposed to reciprocate in the bore of the cylinder. A combustion chamber is defined by opposing shaped piston end surfaces as the pistons approach respective top dead center (TDC) locations in the bore. At the end of scavenging, the shaped end surfaces of the pistons interact with swirl to produce turbulence in the charge air motion in the combustion chamber; the additional bulk motions include tumble. Fuel is injected into the turbulent charge air motion along a major axis, of the combustion chamber.

Abstract: An opposed-piston engine includes a ported cylinder and a pair of pistons disposed to reciprocate in the bore of the cylinder. A combustion chamber is defined by opposing shaped piston end surfaces as the pistons approach respective top dead center (TDC) locations in the bore. At the end of scavenging, the shaped end surfaces of the pistons interact with swirl to produce turbulence in the charge air motion in the combustion chamber; the additional bulk motions include tumble. Fuel is injected into the turbulent charge air motion along a major axis, of the combustion chamber.

Abstract: Integrated, multi-cylinder opposed engine constructions include a unitary support structure to which cylinder liners are removeably mounted and sealed and on which crankshafts are rotatably supported. The unitary support structure includes cooling manifolds that provide liquid coolant to the cylinder liners. Exhaust and intake manifolds attached to the support structure to serve respective ports in the cylinder liner. The engine constructions may also include certain improvements in the construction of cooled pistons with flexible skirts, and in the construction of cylinders with sealing structures mounted outside of exhaust and inlet ports to control lubricant in the cylindrical interstice between the through bore and the pistons.

Abstract: An apparatus and a method for controlling swirl of air in a ported, two-stroke internal combustion engine include deflecting air into the intake port of a ported cylinder by an array of vanes disposed around the cylinder's intake port. The angle of deflection establishes the swirl of air in the cylinder. Swirl is varied by changing the angular positions of the vanes under the control of a vane drive mechanism coupled to an actuator. A swirl control mechanization controls vane angular position in response to engine operating parameters.

Abstract: Integrated, multi-cylinder opposed engine constructions include a unitary support structure to which cylinder liners are removeably mounted and sealed and on which crankshafts are rotatably supported. The unitary support structure includes cooling manifolds that provide liquid coolant to the cylinder liners. Exhaust and intake manifolds attached to the support structure to serve respective ports in the cylinder liner. The engine constructions may also include certain improvements in the construction of cooled pistons with flexible skirts, and in the construction of cylinders with sealing structures mounted outside of exhaust and inlet ports to control lubricant in the cylindrical interstice between the through bore and the pistons.

Abstract: A method for determining the flow of a fluid (60) in a gap (64) between a pad (48) and a substrate (12) includes the step of utilizing a hybrid Navier-Stokes/lubrication formulation to calculate the flow of the fluid (60) in the gap (64) at a plurality of time steps. The gap (64) can be divided into a plurality of elements (700). The hybrid Navier-Stokes/lubrication formulation can be used to calculate the fluid flow and the pressure of the fluid (60) at each element (700) at the plurality of time steps. Additionally, a method for tracking and estimating the composition of the fluid (60) at various locations in the gap (64) and a material removal rate model that attempts to account for the effects of the fluid flow in the gap (64), the hydrostatic pressure in the gap (64) and the composition of the fluid (60) in the gap (64) are provided herein.

Abstract: A method for determining the flow of a fluid (60) in a gap (64) between a pad (48) and a substrate (12) includes the step of utilizing a hybrid Navier-Stokes/lubrication formulation to calculate the flow of the fluid (60) in the gap (64) at a plurality of time steps. The gap (64) can be divided into a plurality of elements (700). The hybrid Navier-Stokes/lubrication formulation can be used to calculate the fluid flow and the pressure of the fluid (60) at each element (700) at the plurality of time steps. Additionally, a method for tracking and estimating the composition of the fluid (60) at various locations in the gap (64) and a material removal rate model that attempts to account for the effects of the fluid flow in the gap (64), the hydrostatic pressure in the gap (64) and the composition of the fluid (60) in the gap (64) are provided herein.