An engine unit controller (EUC) in connection with a hybrid opposed piston engine can receive real-time movement data of a crankshaft via a crank position sensor. It can simultaneously receive current data of an electric motor that partially controls the crankshaft. With the known engine constants, the EUC can determine instantaneous combustion pressure data based on the movement data and the current data. Such combustion pressure data can be used to optimize the engine's performance in real-time.

A two cycle-opposed piston, two cycle, homogenous charge compression ignition engine with cylinder sets, each cylinder set having a first cylinder with an intake port; a second cylinder coaxially aligned with the first cylinder and having an exhaust port; a first piston engaged within the first cylinder; a second piston engaged within the second cylinder; a combustion chamber formed between the first piston and the second piston; a first cam mechanically engaged with the first piston; a mechanical device to convert reciprocating motion to rotational motion connected to the second piston; and a charge pump connected to the intake port by an intake passage.

A cylinder for opposed-piston engines includes a liner with a bore and longitudinally displaced intake and exhaust ports near respective ends thereof. An intermediate portion of the liner between the exhaust and intake ports contains a combustion chamber formed when the end surfaces of a pair of pistons disposed in opposition in the bore are in close mutual proximity. A compression sleeve encircles and reinforces the intermediate portion of the liner. An annular grid of pegs disposed between the intermediate portion and the compression sleeve supports the compression sleeve against the liner and defines a turbulent liquid flow path extending across the intermediate portion in a direction that parallels the longitudinal axis of the liner.

A cylinder for opposed-piston engines includes a liner with a bore and longitudinally displaced intake and exhaust ports near respective ends thereof. An intermediate portion of the liner between the exhaust and intake ports contains a combustion chamber formed when the end surfaces of a pair of pistons disposed in opposition in the bore are in close mutual proximity. A compression sleeve encircles and reinforces the intermediate portion of the liner. An annular grid of pegs disposed between the intermediate portion and the compression sleeve supports the compression sleeve against the liner and defines a turbulent liquid flow path extending across the intermediate portion in a direction that parallels the longitudinal axis of the liner.

An opposed-piston engine includes: a cylinder; a one-side piston disposed inside the cylinder on one side in an axial direction; and an other-side piston disposed inside the cylinder on another side in the axial direction. Atop surface of the one-side piston has a one-side cavity recessed in a central portion. A top surface of the other-side piston has an other-side cavity recessed in a central portion. An outer peripheral edge of the one-side cavity is at least 0.1D1 away from an outer peripheral edge of the top surface of the one-side piston over the entire circumference, where D1 is a diameter of the top surface of the one-side piston. An outer peripheral edge of the other-side cavity is at least 0.1D2 away from an outer peripheral edge of the top surface of the other-side piston over the entire circumference, where D2 is a diameter of the top surface of the other-side piston.

An opposed-piston engine includes: a cylinder; a one-side piston disposed inside the cylinder on one side in an axial direction; and an other-side piston disposed inside the cylinder on another side in the axial direction. Atop surface of the one-side piston has a one-side cavity recessed in a central portion. A top surface of the other-side piston has an other-side cavity recessed in a central portion. An outer peripheral edge of the one-side cavity is at least 0.1D1 away from an outer peripheral edge of the top surface of the one-side piston over the entire circumference, where D1 is a diameter of the top surface of the one-side piston. An outer peripheral edge of the other-side cavity is at least 0.1D2 away from an outer peripheral edge of the top surface of the other-side piston over the entire circumference, where D2 is a diameter of the top surface of the other-side piston.

A cylinder assembly with a cylinder liner and a sleeve is provided that includes features that reduce coolant flow stagnation. The sleeve encloses a center section of the cylinder liner to form cooling channels that removes excess heat from the combustion area of the cylinder. The cylinder liner includes features for cooling between bridges in the cylinder's exhaust port.

A hybrid engine having a plurality of combustion power assemblies disposed about an engine driveshaft on which is mounted spaced apart cams, each combustion power assembly disposed between the cams radially outward of the driveshaft and having a combustion cylinder with a fuel injector mounted thereon and with a reciprocating piston assembly disposed in each end of the combustion cylinder. A cam follower is attached to each piston assembly and engages a respective cam. An electric power assembly may be mounted radially outward from the driveshaft and adjacent at least one cam as a radial power assembly or may be mounted along the driveshaft between the two cams as an axial power assembly.

A hybrid engine having a plurality of combustion power assemblies disposed about an engine driveshaft on which is mounted spaced apart cams, each combustion power assembly disposed between the cams radially outward of the driveshaft and having a combustion cylinder with a fuel injector mounted thereon and with a reciprocating piston assembly disposed in each end of the combustion cylinder. A cam follower is attached to each piston assembly and engages a respective cam. An electric power assembly may be mounted radially outward from the driveshaft and adjacent at least one cam as a radial power assembly or may be mounted along the driveshaft between the two cams as an axial power assembly.

An exhaust manifold assembly with a thermal barrier coating for an opposed-piston engine reduces heat rejection to coolant, while increasing exhaust temperatures, fuel efficiency, and quicker exhaust after-treatment light-off. The exhaust manifold assembly can include a coating on the inside surface of the manifold assembly. The coated exhaust manifold assembly can ensure structural robustness of the exhaust manifold assembly over a larger range of operating temperatures.