Combustion Cycle Research Articles

Parametric Analysis of the Combustion Cycle of a Diesel Engine for Operation on Natural Gas

The publication research task is related to one of the solution aspects in reference to decarbonization of transport by transferring the operation of diesel engines to natural gas. The results of converted diesel engines into operation with dual-fuel (D-NG) without significant constructive modifications are focused on forecasting the energy efficiency parameters of in-service engine models and evaluation of the reserves improvement. This paper presents energy efficiency parameters and characteristics of the combustion cycle methodological optimization of high-speed 79.5/95.5 mm diesel engine with a conventional fuel injection system. Interrelations between the indicated efficiency (ηi), combustion cycle performance parameters (excess air ratio (α), compression ratio (ε), degree of pressure increase in the cylinder (λ), maximum cycle pressure (pmax), air pressure (pk), air temperature (Tk) after compression, etc.), and heat release characteristics were determined and researched. Directions of the optimization when the engines were operating in a wide range of load (pmi) modes were also obtained: the low energy efficiency in the low-load mode were due to reduced heat release dynamics (combustion time increased up to 200° CA). The main influencing factors for ηi were the pilot-injection portion phase (φinj) and α, optimization of ε was inefficient. To avoid exceeding the permissible limits of reliability for pmax, the realized reserve of ηi increase was estimated as 10%. Methodological tools for the practical application of parametric analysis to the conversion of diesel to dual-fuel operation have been developed and adapted in the form of a numerical modeling algorithm, which was presented in nomogram form. For improvement of initial energy parameters for a specific engine models heat release characteristics identification, accurate methods must be used. The proposed methodology is seen as a theoretical tool for a dual-fuel conversion models for in-service engines and has benefit of a practical use of a fast application in the industrial field.

Research of Exhaust Gas Recirculation on Commercial Turbocharged Gasoline Direct Injection Engine With Intense Tumble Flow

Abstract The application of exhaust gas recirculation (EGR) technology on gasoline direct injection (GDI) engines can suppress knocking, reduce fuel consumption, and reduce NOx emissions. The effects of EGR with enhanced intake tumble flow, on the combustion phase, combustion duration, knock index and combustion cycle variation of the engine, were studied at two speeds of 1500 r/min and 2000 r/min from low to medium and to full load. The research shows that although the commercial engine has been well calibrated and optimized, the optimization of EGR and enhanced tumble flow together with the optimization of the ignition angle can improve the engine's economy and emission characteristics, while maintaining relatively fast burning speed and low combustion cycle variation. From medium to heavy load, the economy can be improved by 2.6–10%, and the minimum fuel consumption can be reduced to 213 g/kW. h. Under heavy load conditions (brake mean effective pressure (BMEP) more than 14 bars), power performance deteriorates due to insufficient boost performance. The 5–20% EGR rate brings 10% power loss. EGR combined with tumble intake has a significant effect on reducing the engine's NOx and CO, with average reductions of 60% and 22%, but HC increased by 32%.

CFD Modelling of Soot Formation and Entrainment Processes in Diesel Engine Combustion of Soy, Palm and Coconut Methyl Esters

The aim of this work is to employ computational fluid dynamics (CFD) modelling to elucidate the soot formation and entrainment processes when diesel as well as soy, palm and coconut methyl esters (biodiesel) are used in a light-duty diesel engine under varying operating conditions. ANSYS FLUENT 13, which is linked to a chemical kinetic model via CHEMKIN-CFD, a plug-in chemistry solver, is utilised. The soot entrainment focuses on thermophoretic soot deposition on the cylinder liner and soot transport into the crevice region via blowby. During the closed cycle combustion process, the mass of soot deposited on liner via thermophoresis is more significant than that transported into the crevice region through blowby, representing at least 95% of the total soot entrained. The percentage of entrained soot from the net amount of exhaust soot is dependent on the methyl ester type. Diesel results in the maximum soot entrainment with the largest averaged diameter while coconut methyl esters with short hydrocarbon chain length produces the smallest amount and size of entrained soot. Different saturation levels give rise to different soot entrainment processes under varying operating conditions. Overall, this work provides detailed insights into the main in-cylinder processes controlling soot entrainment for biodiesels.

Thermodynamic Assessment of Membrane-Assisted Premixed and Non-Premixed Oxy-Fuel Combustion Power Cycles

Abstract This study focuses on the investigations of gas turbine power generation system that works on oxy-combustion technology utilizing membrane-assisted oxygen separation. The two investigated systems are (i) a premixed oxy-combustion power generation cycle utilizing an ion transport membrane (ITM)-based air separation unit (ASU) which selectively allows oxygen to permeate from the feeding air and (ii) a non-premixed oxy-fuel combustion power cycle, where oxygen separation takes place, with cogeneration of hydrogen in an integrated combustor. A gas turbine combined cycle that works on conventional air–methane combustion was considered as the base case for this work. Commercial software package Hysys V8 was utilized to conduct the process simulation for the proposed cycles. The two novel cycle designs were proposed and evaluated in comparison with that of the conventional cycle. The first law efficiency of the premixed combustion power cycle was calculated to be 45.9%, a loss of 2.4% as an energy penalty for the oxygen separation. The non-premixed cycle had the lowest first law efficiency of 39.6%, which was 8.7% lower than the efficiency of the base cycle. The lower effectiveness of the cycle could be attributed to the highly endothermic H2O splitting reaction for oxygen production. High irreversibility in the H2O-splitter and the reactor was identified as the main cause of exergy losses. The overall second law efficiency of the non-premixed power cycle was around 50% lesser than that of the other cycles. The energy penalty related to air separation is dominated as the parameter that reduces the efficiencies of the oxy-fuel combustion cycles; however, the premixed combustion cycle performance was found to be comparable to that of the conventional air-combustion cycle.

Investigating Trajectory-Based Combustion Control Using a Controlled Trajectory Rapid Compression and Expansion Machine

Abstract This study presents a systematic framework for the real-time implementation of a new combustion control strategy—trajectory-based combustion control—for the operation of free piston engines (FPEs). The free piston engine is an alternative architecture of internal combustion (IC) engines, which does not have a mechanical crankshaft and hence allows extreme operational flexibility in terms of piston trajectory. The key idea of trajectory-based combustion control is to modulate the autoignition dynamics by tailoring the pressure and temperature history of the fuel–air mixture inside the combustion chamber, using the piston trajectory as the control input, for the optimal operation of the free piston engine. Here, we present the experimental investigation of trajectory-based combustion control using a novel instrument called controlled trajectory rapid compression and expansion machine (CT-RCEM) that can be used for studying a single combustion cycle of an internal combustion engine with precisely controlled initial and boundary conditions. The effect of the shape of the piston trajectory on the combustion phasing, combustion efficiency, and the indicated thermal efficiency has been found to be significant. The experimental results indicate that the trajectory-based combustion control is an effective strategy for combustion phasing control for FPE operation.

Investigating the combustion stability of shale gas engines under HHO

Brown gas (HHO) contains H2 and O2, as well as a small amount of active oxygen radical hydroxyl (·OH), which not only promotes the flame propagation process, but also affects the stability of the shale gas engine combustion process. In this paper, we investigate the combustion stability of shale gas engines by adjusting the HHO blending ratio. In particular, the influence of HHO content on the in-cylinder pressure and heat release process of a shale gas engine is analyzed, the combustion cycle trends are discussed, and the dynamic characteristics of the combustion process are evaluated. The influence of HHO content on the stability of the flame propagation process in the cylinder is then determined. Results demonstrate that the in-cylinder pressure increases, heat release rate and the engine combustion stability increase with the HHO blending ratios, while the average indicated pressure distribution range, and pressure coefficient of variation in the combustion phase decrease. Furthermore, the increase in HHO content leads to the gradual tightening of the reconstructed phase space trajectory distribution, improves the periodicity of the engine working process, enchances the certainty of the front and back cycles in the combustion process, and improves the stability of the engine working process. Moreover, an increase in the HHO content enhances the cylinder heat release rate, the combustion temperature, the temperature distribution area, the fire core radius, the peak flame surface density, and the flame propagation.

Experimental study the impacts of the key operating and design parameters on the cycle-to-cycle variations of the natural gas SI engine

High cycle-to-cycle variations (CCV) in the spark ignition (SI) engine will not only lead to incomplete combustion and even misfire, but also affect the fuel economy and even influence the drivability and conformability of a vehicle, particularly at the lean-burn condition. However, the detail information about the root causes of CCV are still relatively limited, particularly the natural gas SI engine. In this paper, the impacts of the key operating and design parameters were investigated on the CCV of the high compression ratio SI natural gas engine under lean mixture condition. The results indicated that the in-cylinder pressure distribution tended to be concentrated, the number of partial burning or incomplete combustion cycles also reduced with increasing the engine speed. With increasing the load, the in-cylinder pressure distribution, peak combustion pressure and its location were tended to be concentrated. Furthermore, the number of the partial combustion or post combustion cycles declined from low-load to medium- and high-load zones. Moreover, the relationship between the peak combustion pressure and its location was almost linear with increasing the engine load. Unfortunately, with further increasing engine load, in-cylinder pressure traces started to disperse slightly. Under the low-load condition, in-cylinder pressure traces were tended to be concentrated with increasing compression ratio (CR). As CR continually increased, its influence on the in-cylinder pressure distribution decreased. In addition, the number of the partial combustion or post combustion cycles decreased with increasing CR. However, under the high-load condition, increasing the CR has slightly effects on the in-cylinder pressure distribution.

Influence of propellant leakage from pump area into turbine area on turbo-pump operation stability

There is an increasing trend to liquid-propellant rocket engines which run on eco-friendly storable propellant. This trend is mostly dictated by the refusal to use traditional toxic storable propellant in many countries. The most widespread eco-friendly storable propellant is hydrogen peroxide with kerosene. Though, this propellant has a lower specific impulse in comparison with traditional liquid oxygen with kerosene. To compensate the loss of specific impulse, there is a reason to design a staged combustion engine. Evidently, the turbopump is the most complicated system in the staged combustion propulsion system. This fact makes research devoted to turbo-pumps a top priority. The paper aims to determine the influence of propellant leakage from the pump area into the turbine area and create recommendations which would allow organizing the stable operation of turbopump. As a result of turbopump staged combustion cycle testing, a conclusion had been made that leakage, which opens during the test, significantly influences the stability of turbopump operation. Depending on the amount of leakage, the turbine generated power drop was between 20 and 45%, which led to a decrease in rotation speed and outlet pressure of the pump. During the R&D process, a way of leakage influence elimination had been offered. Formulated recommendations may be used during the design process of the turbopump for staged combustion liquid propulsion systems.

Valve-seat components in a diesel engine: a tribological approach to limit wear

Within diesel engines, the valve-seat contact is one of the few non-lubricated contacts which is subjected to significant degradation. This degradation is put in evidence by material removal at the intake valve. The material pull out is promoted by the replication of combustion cycles (500 million) and severe operating conditions (pressure 18 MPa). The wear can lead to gas leakage and engine failure. The target of this work was to identify the main parameters affecting this wear. Our approach was based on the tribological triplet and material flows within the contact involving both numerical and experimental approaches. A dynamic model and a valvetrain test bench showed that the wear flows could be activated by the architecture of the valve opening system. Consequently, the limitation of these flows can be obtained by controlling the “global” geometry of the system and therefore without modifying the properties of the materials. In the same way, a finite element model of the local response of the seat-valve contact highlighted the impact of the “local” geometry of the contact. The change of this geometry is a lever to limit the shearing forces which reduces the tearing of the particles and therefore wear. Finally, tests carried out on the engine and on a specifically adapted test bench completed the understanding of degradation mechanisms (source flow, wear flow, etc.). Morphological interpretations of worn surfaces in terms of material flows allowed the understanding of the build-up stages of a protective layer. One solution to promote this internal flow is the use of pollutants from combustion. For example, the burned oil in contact, which isa prioriharmful, becomes an opportunity here. In addition, un-burned hydrocarbons from the combustion of biodiesel help to protect the contact.

Possibilities of Using Bioethanol as an Alternative Fuel in the Conditions of Jet Engines

In today’s world, reducing the ecological impact of transport on the environment plays a key role in air transport, as a major polluter of the environment. The rate of use of solid fuels is a current parameter in the process of using renewable energy sources as well as reducing emissions from combustion engines. The article focuses on the use of bioethanol as an alternative fuel in aircraft engines, specifically in pulsejet engines. The partial goal of the manuscript was to create a functional measuring bench, which was equipped with pulsejet engine, sensors equipment and control unit. The manuscript mentions the use of a pulsed Lockwood-Hiller engine type, which was operated with three types of fuels (Gas N-95, Diesel and JET-A1 Kerosene) compared to bioethanol. The results of the experiments demonstrated the possibilities of using alternative fuels and their specific properties compared to conventional fuels and the possibility of implementation into real operation. It was the unique combustion processes of pulse engines that enabled the study at the border of the continuous and cyclic combustion process and the usability of bioethanol for aircraft engines. With regard to fuel use, it is assumed that alternative fuels will be a way to reduce the impact of aviation emissions and, in particular, to make more efficient use of renewable fuel sources.

The effect of low reactivity fuels on the dual fuel mode compression ignition engine with exergy and soot analyses

In this study, the effect of fuel injection timing of diesel on the dual fuelled compression ignition engine with gasoline, methanol and toluene has been investigated. Closed cycle combustion simulations have been conducted to complement the experiment results and for a better understanding of the in-cylinder dynamics. Second law of thermodynamics analysis has been done for the designing of energy recovery devices. Exhaust soot particles has been analysed by scanning electron microscopy to get soot particle structure. Distributions of soot particle number by size and particle mass by size have been investigated. Experiments have been conducted for respective premixed ratios of gasoline/methanol/toluene at different start of injection (SOI) timing of diesel. Outcomes revealed that the maximum gross indicated thermal efficiency (GITE) of 39% is obtained for gasoline/diesel mode. This mode shows 86% more oxides of nitrogen (NOx) in comparison with methanol/diesel mode at −25 crank angle degree (CAD) SOI case. About 54% more soot has been observed at −25 CAD SOI in toluene/diesel compared to that of gasoline/diesel mode. Maximum of 38.7% and minimum of 27.8% work exergies have been observed in gasoline/ and methanol/diesel modes respectively. Toluene/diesel mode shows the largest average primary particle diameter (Dp; 44 nm) among the dual fuel modes.

Pentaerythritol derived phosphorous based bicyclic compounds as promising flame retardants for thermoplastic polyurethane films

AbstractImparting flame retardancy without melt dripping in thermoplastic polyurethane (TPU) is a challenging task. In the current work, a series of pentaerythritol derived phosphorous based flame retardants (FRs labeled FR1, FR2, FR3, and FR4) were synthesized, and their suitability for TPU thin films (<100 micron) was explored. Vertical flammability tests revealed that a blend of FR2 and TPU at 2% phosphorous content exhibited excellent flame suppression and complete stoppage of melt dripping whereas samples prepared from FR1 showed reduced melt drips. In comparison to FR1 and FR2, FR3 and FR4 manifested excessive nonflamed melt drips, which helps in removal of heat from the combustion cycle and self‐extinguishment. The limiting oxygen index value of flame retardant (FRTPU) blends reached up to 33.5% compared to 19% for pure TPU. Thermogravimetric analysis and scanning electron microscopy studies suggest that blends of TPU with FR1 and FR2 display high char residue and condensed phase mechanism, whereas FR3 and FR4 blends show low char residue, working in the gas phase and by the removal of polymer from flame zone through melt dripping phenomena.

WITHDRAWN: Thermodynamic analysis of integrated adiabatic chemical looping combustion and supercritical CO2 cycle

The Publisher regrets that this article is an accidental duplication of a published article, https://doi.org/10.1016/j.enconman.2020.113643 . The duplicate article has therefore been withdrawn. The full Elsevier Policy on Article Withdrawal can be found at https://www.elsevier.com/about/our-business/policies/article-withdrawal .

Parametric optimization of the semi-closed oxy-fuel combustion combined cycle

The report discloses thermodynamic studies of the semi-closed oxy-fuel combustion combined cycle. The computer simulation and parametric optimization approaches are described in details. The oxy-fuel cycle net efficiency in relationship to the carbon dioxide turbine exhaust pressure and the steam turbine inlet pressure is shown. The power production efficiency reduction is related to the turbine cooling losses is described. It is shown that the semi-closed oxy-fuel combustion cycle maximal net efficiency of 52.5% occurs at the initial temperature and pressure 1400°C and 60 bar at the carbon dioxide turbine exhaust pressure 0.5 bar and the steam turbine inlet pressure 90 bar. The cooling losses consideration leads to the net efficiency of 47.76% that is reached at the carbon dioxide turbine exhaust pressure 1 bar and the steam turbine inlet pressure 90 bar.

Analysis of ion current signal during negative valve overlap of HCCI combustion with high compression ratio

Homogenous charge compression ignition (HCCI) combustion is a low temperature combustion process which combines high combustion efficiency with ultra-low [Formula: see text] raw emissions. Steep increases of the in-cylinder pressure and unstable combustion sequences at the limits of the operating range can damage the engine and limit the use of HCCI to part load operation. This can be done using closed loop combustion control based on combustion parameters like the indicated mean effective pressure and the combustion phasing. Since in-cylinder pressure sensors are expensive components and therefore not suitable for series application, ion current sensors can be used as an additional source of information about the combustion. Combustion analysis using methods similar to those used in pressure based measurements can be implemented using an online analysis of the ion current signal. In this study, the ion current sensor will be examined for its suitability for combustion control under HCCI conditions with lean air/fuel ratios and high compression ratios. Research has found that the ion current signal is strongly depended on the boundary conditions. Especially the air/fuel ratio which plays an important role for signal strength during the combustion process. When using valve timings with negative valve overlap in combination with a fuel pre-injection, a further peak of the ion current signal close to the gas exchange top dead center can be found in addition to the one during combustion. At the same time, it is hard to extract information from the cylinder pressure signal during NVO. Under lean conditions this peak even exceeds the signal during combustion. This study analyzes the ion current signal during NVO and its potential to be used for future combustion control concepts. The ion current signal shows potential to stabilize HCCI combustion at high loads. However, the prediction of late combustion cycles is still challenging.

Thermodynamic Modeling of a Turbocharged Diesel–Hydrogen Dual-Fuel Marine Engine

In this work, a thermodynamic model is used to analyze the influence of some usual engine parameters such as compression ratio, ambient temperature, turbocharger compressor pressure ratio, equivalence ratio, and engine speed on the performances of a diesel–hydrogen dual-fuel marine engine. The model takes into consideration the change in the composition of the working fluid resulting from the combustion cycle as well as the reactive mixture. This model considers also the dependence of the working fluid specific heat on temperature. Results show that the increase in the equivalence ratio yields to an improvement of the brake specific fuel consumption, the brake power output, the brake thermal, and exergy efficiencies with an increase in the exhaust gas temperature. Nevertheless, it produces a drop in volumetric efficiency. The engine speed has a slight effect on the brake thermal efficiency, exergy efficiency, and the brake specific fuel consumption. The engine speed affects the engine power output mainly at higher values of the fuel–air equivalence ratio due to the reduction in heat losses and the fuel energy consumed by the engine. The increase in the turbo-compressor pressure ratio has a significant effect on the improvement of engine performance. However, it has an insignificant effect on the exhaust gas temperature. The exergy destroyed in the engine dominates. It accounts for 88.2% of the total exergy destroyed in the overall system. The remaining components (turbo-compressor, intercooler, mixer, catalytic converter, and turbine) are responsible for only 11.2%.

Numerical Analysis of the Effects of Direct Dual Fuel Injection on the Compression Ignition Engine.

In this work, the influence of direct dual fuel injection on a compression ignition engine fueled with gasoline and diesel has been investigated. To do this, closed cycle combustion simulations have been performed. Gasoline has been supplied through port injection and early direct and late direct injection to achieve fuel stratification and emission reduction. Simulations have been done for various start of injection (SOI) timings of diesel fuel. A detailed discussion on a low temperature heat release (LTHR) mechanism has been done. Results revealed that the maximum gross indicated thermal efficiency (GITE) of 39% is obtained for port injection of gasoline mode. Direct dual fuel combustion (type 2) (DDC2) mode shows approximately 2% and 38% less GITE and oxides of nitrogen (NOx), respectively, and 40% more soot as compared to the port injection gasoline mode. DDC2 mode shows lower oxides of carbon and hydrocarbon emissions as compared to other dual fuel modes. More than 99% of combustion efficiency and less maximum pressure rise rate have been noticed in the DDC2 case. Strong LTHR and high temperature premixed combustion region have been found in advanced SOI timing cases (in DDC2). In-cylinder contours for the DDC2 case show that diesel and gasoline fuels combusted successively cause less in-cylinder temperature than that for the conventional dual fuel combustion case.

Impacts of lubricating oil and its formulations on diesel engine particle characteristics

Lubricating oil-related engine emission reduction is now a key path to further control the engine-out emission level and to meet the restrict regulations, especially in the manner of particulate number emission. This work experimentally studied the contribution of lubricating oil and its key constituents to the particle emission via monitoring the combustion process and analyzing the particle physic-chemical characteristics. Two sets of experiments were conducted to understand how the lubricating oil alters the regular combustion cycles and to study the effects of oil sulfur and metallic-ash constituents on the particle chemical characteristics, respectively. Details of the surface oxygenated functional groups and carbon chemical state on the particle surface were analyzed by XPS, while the FTIR was employed to characterize the possible functional groups in the bulk particle samples and the bonding patterns of the sulfur element. The effects on the particle morphology and elemental compositions were analyzed by SEM-EDS. Results show that the lubricating oil could shorten the ignition-delay phase combustion effectively, for instance, by 20% when 1wt% oil is burned along with diesel. Furthermore, more oxygenated surface functional groups and relatively more sp3 hybridization carbon shows up in the oil-derived particles. The sulfur element in the oil increases the oxygenated functional groups and lowers the aliphatic CH group by forming –SH radical. On the contrary, the metallic-ash fraction reduces the amount of oxygenated functional groups because the inorganic sulfates/phosphates occupy some oxygen atoms during the combustion reaction. Both the sulfur and ash tend to generate more un-substituted and meta-disubstituted benzene instead of the mono-disubstituted benzene structure, which is popular in diesel fuel-related particles mainly. Last but not the least, the sulfur and ash content significantly increase the concentration of the sulfates and phosphates of Iron, Calcium, and Zinc in the particles.

Assessment of the energy recovery potential of oil sludge through gasification aiming electricity generation

Thermochemical conversion of oil sludge (OS) residues from crude oil refinery was studied as an alternative for treatment and energy recovery before OS final disposal. A simulation model for OS gasification was developed and validated by using AspenPlus™ V 11.0. Three scenarios by considering different gasifying agents were evaluated, aiming the assessment of different gasification parameters and performance indexes such as gasification temperature, cold-gas efficiency, syngas yield, and LHV. To evaluate the potential use of syngas to generate electricity, three different prime movers such as steam Rankine cycle, gas microturbine, and gas-Internal Combustion Engine (ICE) were modeled. A hydrogen-rich syngas from OS gasification with air/steam mixture was reached (38.2 vol%) at ER 0.20. Syngas LHV and syngas yield ranged between 8.6 and 3.0 MJ/Nm3 and 0.6–1.3 Nm3/kg OS, when ER was increased from 0.25 to 0.45, respectively. The highest energy recovery potential (electricity generation) was obtained when using syngas to power a gas-ICE, with a generation index of about 0.47 kWh/kg-OS at ER ratio of 0.25. Therefore, OS thermochemical conversion into syngas and its subsequent use to generate electricity could be a technological alternative to oily residues management inside an oil refinery that could efficiently transform a dangerous residue into electricity.

Study of the Piston Secondary Movement on the Tribological Performance of a Single Cylinder Low-Displacement Diesel Engine

The present study aims to analyze the secondary movement of the piston considering the deformations present in the piston skirt, the hydrodynamic lubrication, and the effects of the clearances in the connecting rod bearings. The analysis of the piston movement is performed by developing a mathematical model, which was used to evaluate the dynamic characteristics of the piston movement, the slap force on the piston skirt, the effect of the secondary piston movement on the connecting rod, and the influence of clearances in the connecting rod bearings and in the piston. For the study, the geometric of the crankshaft-connecting rod–piston system of a single-cylinder diesel engine is taken as a reference. The deformation model of the piston was carried out by means of a symmetric finite element model (FEM), which was integrated into the mathematical model of the piston. MATLAB® software (The MathWorks Inc., Natick, MA, USA) is used for the development of model simulations. The obtained results show that during the combustion cycle, there are six changes of direction in the secondary movement of the piston with lateral and angular velocities that can reach a magnitude of 0.13 m/s and 4 rad/s. The lateral and angular movement of the piston during its travel causes the appearance of impacts on the piston skirt with the cylinder liner, which produces an increase of approximately 500 N in the hydrodynamic forces in the connecting rod bearings. The force analysis shows that the range of the maximum magnitudes of these forces is between 1900 N and 3480 N. The increase in clearance between the cylinder liner and the piston skirt (Cpc) causes a greater lateral displacement and an increase in the angle of inclination of the piston. Analysis of the change in connecting rod bearing clearance shows that there are critical values in relation to clearance Cpc. The model presented allows us to analyze the different characteristics of the secondary movement of the piston, which involve the interaction between the piston skirt and the cylinder liner. Additionally, the influence of this movement on the connecting rod bearings is considered. The foregoing can be used as an analysis tool for the study of designs and/or modifications in the engine in such a way that greater durability of the components, reductions in acoustic emissions, and reduction in friction losses are achieved.