Patent Publication Number: US-10323563-B2

Title: Open exhaust chamber constructions for opposed-piston engines

Description:
GOVERNMENT LICENSE RIGHTS 
     This invention was made with government support under NAMC Project Agreement No. 69-201502 awarded by the NATIONAL ADVANCED MOBILITY CONSORTIUM (NAMC), INC. The government has certain rights in the invention. 
    
    
     CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application contains subject matter related to that of commonly-owned U.S. patent application Ser. No. 14/450,808, filed Aug. 4, 2014, “Exhaust Layout With Accompanying Firing Sequence For Two-Stroke Cycle, Inline, Opposed-Piston Engines,” now U.S. Pat. No. 10,001,057 issued on Jun. 19, 2018; Ser. No. 14/284,058, filed May 21, 2014, “Air Handling Constructions for Opposed-Piston Engines,” now U.S. Pat. No. 9,581,024 issued on Feb. 28, 2017; and Ser. No. 14/284,134, filed May 21, 2014, “Open Intake and Exhaust Chamber Constructions for an Air Handling System of an Opposed-Piston Engine,” now U.S. Pat. No. 9,551,220 issued on Jan. 24, 2017. 
     FIELD 
     The field concerns a two-stroke cycle, uniflow-scavenged, opposed-piston engine. The cylinders of the engine are arranged inline in a cylinder block. The cylinder block includes an open exhaust chamber. All exhaust ports of the cylinders are positioned in the exhaust chamber. 
     BACKGROUND 
     A two-stroke cycle engine is an internal combustion engine that completes a cycle of operation with a single complete rotation of a crankshaft and two strokes of a piston connected to the crankshaft. The strokes are typically denoted as compression and power strokes. One example of a two-stroke cycle engine is an opposed-piston engine in which two pistons are disposed in the bore of a cylinder for reciprocating movement in opposing directions along the central axis of the cylinder. Each piston moves between a bottom dead center (BDC) location where it is nearest one end of the cylinder and a top dead center (TDC) location where it is furthest from the one end. The cylinder has ports formed in the cylinder sidewall near respective BDC piston locations. Each of the opposed pistons controls one of the ports, opening the port as it moves to its BDC location, and closing the port as it moves from BDC toward its TDC location. One of the ports serves to admit charge air into the bore, the other provides passage for the products of combustion out of the bore; these are respectively termed “intake” and “exhaust” ports (in some descriptions, intake ports are referred to as “air” ports or “scavenge” ports). In a uniflow-scavenged opposed-piston engine, pressurized charge air enters a cylinder through its intake port as exhaust gas flows out of its exhaust port, thus gas flows through the cylinder in a single direction (“uniflow”) along the length of the cylinder, from intake port to exhaust port. 
     Charge air and exhaust products flow through the cylinder via an air handling system (also called a “gas exchange” system). Fuel is delivered by injection from a fuel delivery system. As the engine cycles, a control mechanization governs combustion by operating the air handling and fuel delivery systems in response to engine operating conditions. The air handling system may be equipped with an exhaust gas recirculation (“EGR”) system to reduce production of undesirable compounds during combustion. 
     In an opposed-piston engine, the air handling system moves fresh air into and transports combustion gases (exhaust) out of the engine, which requires pumping work. The pumping work may be done by a gas-turbine driven pump, such as a compressor (e.g., a turbocharger), and/or by a mechanically-driven pump, such as a supercharger. In some instances, the compressor unit of a turbocharger may be located upstream or downstream of a supercharger in a two-stage pumping configuration. The pumping arrangement (single stage, two-stage, or otherwise) can drive the scavenging process, which is critical to ensuring effective combustion, increasing the engine&#39;s indicated thermal efficiency, and extending the lives of engine components such as pistons, rings, and cylinders. Additionally, pressure and suction waves in the intake and exhaust can also provide pumping work. The pumping work also drives an exhaust gas recirculation system. 
     Opposed-piston engines have included various constructions designed to transport engine gasses (charge air, exhaust) into and out of the cylinders. For example, U.S. Pat. No. 1,517,634 describes an early opposed-piston aircraft engine that made use of a multi-pipe exhaust manifold having a pipe in communication with the exhaust area of each cylinder that merged with the pipes of the other cylinders into one exhaust pipe. The manifold was mounted to one side of the engine. 
     In the 1930s, the Jumo 205 family of opposed-piston aircraft engines defined a basic air handling architecture for dual-crankshaft opposed-piston engines. The Jumo engine included an inline cylinder block with six cylinders. The construction of the cylinder block included individual compartments for exhaust and intake ports. Manifolds and conduits constructed to serve the individualized ports were attached to or formed on the cylinder block. Thus, the engine was equipped with multi-pipe exhaust manifolds that bolted to opposite sides of the engine so as to place a respective pair of opposing pipes in communication with the annular exhaust area of each cylinder. The output pipe of each exhaust manifold was connected to a respective one of two entries to a turbine. The engine was also equipped with intake conduits located on opposing sides of the engine that channeled charge air to the individual intake areas of the cylinders. A two-stage pressure charging system provided pressurized charge air for the intake conduits. 
     The prior art exhaust manifolds extracted a penalty in increased engine size and weight. Each individual pipe required structural support in order to closely couple the pipe opening with the annular exhaust space of a cylinder. Typically, the support was in the form of a flange at the end of each pipe with an area sufficient to receive threaded fasteners for sealably fastening the flange to a corresponding area on a side of the cylinder block. The flanges of each manifold were arranged row-wise in order to match the inline arrangement of the cylinders. The width of the ducts connected to these flanges restricted cylinder-to-cylinder spacing, which required the engine to be comparatively heavy and large. 
     SUMMARY 
     In modern vehicle engines, weight and improved performance, both in terms of power and emissions, are factors that are balanced in designing engine components. The design of the space in an engine that receives exhaust from the cylinders after each combustion event can reduce weight and improve performance. The engines described herein have an open exhaust plenum (also called an exhaust chest) which receives exhaust from all of the cylinders in the engine in place of the exhaust manifold described above. In some instances in an open exhaust plenum, the pressure pulses caused by exhaust gas during blow down may result in cross-talk between open exhaust ports of adjacent cylinders as they operate. Such exhaust cross-talk is characterized by bursts, waves, or pulses of pressure moving through exhaust gas (“backpulses”) and emanating from the exhaust port of one cylinder undergoing blow-down, which, when reaching the exhaust port of an adjacent cylinder undergoing scavenging or charging, may cause reduction in mass flow rate, or a negative mass flow rate, of gas through the intake port of the adjacent cylinder. The engine constructions described herein include features that reduce exhaust cross-talk and optimize performance based upon the number and nature of the cylinders in the engine. 
     Provided in some implementations is an open exhaust plenum construction for an opposed-piston engine that includes a wall or other obstructing feature between adjacent cylinders that consecutively undergo blowdown. 
     In a related aspect, some implementations provide a uniflow-scavenged, opposed-piston engine having cylinders with intake and exhaust ports longitudinally displaced along the length of each cylinder and an exhaust chest that receives the exhaust from all of the cylinders in the engine in which two or more cylinders simultaneously have open exhaust ports, wherein these ports are open for periods that overlap by 65 degrees of crank angle or less. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       In the figures,  FIG. 1  is an exemplary opposed-piston engine. 
         FIGS. 2A and 2B  show an exemplary cylinder assembly for use with the opposed-piston engine of  FIG. 1 . 
         FIG. 3A  shows an exemplary exhaust chamber of a 4-cylinder opposed-piston engine, and  FIG. 3B  shows exemplary cylinders in the exhaust chamber shown in  FIG. 3A . 
         FIG. 4A  shows an exemplary configuration for an opposed-piston engine exhaust chest according to some implementations. 
         FIG. 4B  shows another view of the exemplary configuration for an opposed-piston engine exhaust chest seen in  FIG. 4A . 
         FIG. 4C  is an enlarged view of a portion of the exemplary configuration for an opposed-piston engine exhaust chest of  FIGS. 4A and 4B  in which a wall between the middle cylinders is shown in greater detail. 
         FIG. 5A  is an exemplary plot of port open area versus crank angle for a set of cylinders that are optimized for an inline 3-cylinder engine while used in an inline 4-cylinder engine. 
         FIG. 5B  shows a plot of port open area versus crank angle for a set of cylinders with inlet and exhaust ports as described herein. 
         FIG. 5C  shows a plot of mass flow rate through the intake ports of cylinders in an exemplary inline, 4-cylinder, opposed-piston engine. 
         FIG. 5D  shows a plot of mass flow rate through the intake ports of cylinders in an exemplary inline, 4-cylinder, opposed-piston engine in which the intake and exhaust ports of the cylinders are smaller than those of the engine yielding the plot shown in  FIG. 5C . 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
       FIG. 1  shows a two-stroke-cycle, opposed-piston engine  100  having a cylinder block  102  comprising the cylinders (shown in  FIG. 2  and described in greater detail below) of the engine, which are arranged in a straight inline configuration oriented in a longitudinal direction L of the engine  100 . The engine is configured to be compact so as to occupy minimal space in applications such as vehicles, locomotives, maritime vessels, stationary power sources, and so on. The engine  100  is fitted with an air handling system including a turbocharger  110 , a supercharger  114 , intake and exhaust chambers (unseen in this figure, exhaust chamber is shown in  FIG. 3A ) formed or machined in the cylinder block  102 , and various pipes, manifolds, and conduits. With the exception of the intake and exhaust chambers, these elements may be supported on the cylinder block using conventional means. The intake and exhaust chambers are formed as elongate, open galleries or chests inside the cylinder block. The turbocharger  110  comprises an exhaust-driven turbine  111  and a compressor  113 . Preferably, but not necessarily, the supercharger  114  is mechanically driven, for example by a crankshaft. The output of the compressor  113  is in fluid communication with the intake of the supercharger  114  via the conduit  117 . In some aspects, a charge air cooler  115  may be placed in the airflow path between the compressor  113  and the supercharger  114 . Although not necessary to this specification, the output of the supercharger  114  may be recirculated to its input through a recirculation channel (not shown in this figure). The output of the supercharger  114  is in fluid communication with the intake chamber via a manifold  120 , each branch  121  of which is coupled to a respective elongate opening of the intake chamber by way of a cover  123 . The intake of the turbine  111  is in fluid communication with the exhaust chamber via a manifold  130 , each branch  131  of which is coupled to a respective elongate opening of the exhaust chamber by way of a cover  133 . Alternatively, the configuration of the engine  100  may be such that supercharger  114  is upstream of the turbocharger compressor  113 . Although not shown in these figures, the engine  100  may be equipped with a valve-controlled conduit between the exhaust chamber and the supercharger  114  for EGR (exhaust gas recirculation). 
       FIGS. 2A and 2B  show an exemplary cylinder assembly  200  for use in an opposed-piston engine. The cylinder assembly  200  includes a liner  220 , intake ports  225 , exhaust ports  226 , an external surface of the liner  242 , a compression sleeve  240 , and a bore  237 . Two pistons  235  and  236  are disposed within the bore  237 . The pistons  235  and  236  have end surfaces,  235   e  and  236   e , respectively, that partially define the combustion chamber  241  when the pistons  235 ,  236  are at or near their respective top dead center (TDC) positions. The combustion chamber  241  is also partially defined by the cylinder bore  237  in the intermediate portion of the cylinder, between the intake ports  225  and the exhaust ports  226 . Located in the intermediate portion, at the periphery of the combustion chamber  241 , are openings  246  into which fuel injection components  245  and other engine components can fit. The trapped volume  260  extends beyond the intermediate portion of the cylinder, and at most includes the volume of the bowls in the piston crowns that form the combustion chamber, as well as the cylinder volume from the edge of the intake ports  225  nearest the combustion chamber to the edge of the exhaust ports  226  also nearest the combustion chamber when the ports are closed. Variation in the timing of relative piston motion may cause the exhaust ports to be open while the intake ports are fully closed, or vice versa, so that the trapped volume extends from end surface to end surface and includes the volume of the bowls in the piston crowns. This exemplary cylinder assembly is described in detail in related U.S. patent application Ser. No. 14/675,340. 
     The compression sleeve  240  is formed to define a generally cylindrical space between itself and the external surface  242  of the liner through which a liquid coolant may flow in an axial direction from near the periphery of the combustion chamber toward intake ports and exhaust ports. The intermediate portion is reinforced by the compression sleeve  240 , as described in greater detail in U.S. patent application Ser. No. 14/675,340, and cooling fluid is circulated in the compression sleeve  240  in generally annular spaces  255  and  259 . The cooling fluid that circulates in these generally annular spaces  255 ,  259  flows to other components of the opposed-piston engine, not shown in  FIGS. 2A and 2B , that allow for heat to dissipate from the cooling fluid to the surrounding environment, such as a radiator. 
     Internal combustion engines in general can operate with one, two, three, four, or more than four cylinders. The efficiency of the engine depends on many components in the engine: the air handling system, the cylinders, fuel injection and/or mixing components, feedback systems including sensors and controllers, and the like. Not only do the components and their individual performance impact the efficiency of the engine as a whole, but the arrangement of the components can influence the engine as well. As described with respect to  FIG. 1 , the engines discussed herein are of the opposed-piston, inline variety. More particularly, the engines described below have an exhaust chamber, or exhaust chest, which is a single volume into which the exhaust ports of all the cylinders communicate, as opposed to an exhaust manifold. That is to say that the exhaust of the cylinders of the engines described herein flows directly into an exhaust chamber, or exhaust chest, without flowing through a conduit, pipe, or large duct. Some advantages to such a configuration are the reduced weight and more compact engine size as compared to an engine with an exhaust manifold, as described with respect to the Jumo 205 family of engines. However, a two-stroke, opposed-piston engine with inline cylinders and an exhaust chamber instead of an exhaust manifold may have the problem of exhaust cross-talk. Such cross-talk happens when an exhaust pressure wave or pulse originates from one cylinder during blowdown and then transmits pressure through the exhaust chest, to the open exhaust ports of any other cylinder in the engine. This situation can occur for various reasons, for example the physical constraints associated with cylinder charging. Cross-talk can be more severe when adjacent cylinders have consecutive blowdown events because the pressure pulse will not have dissipated due to the proximity of the open exhaust ports. Cylinder cross-talk, including backpulsing, is described in greater detail below. 
       FIG. 3A  is a schematic showing a plan view  300  of an exemplary exhaust chamber  310  of an inline, 4-cylinder, opposed-piston engine, including the cylinders. In addition to the exhaust chamber  310 , the view shows cylinder  1 , cylinder  2 , cylinder  3 , and cylinder  4  (reference numbers  301 ,  302 ,  303 , and  304 , respectively), and structural posts  315  in the exhaust chamber  310 . Each cylinder has exhaust ports  320  and bridges  325  between adjacent ports  320 . In this exemplary engine, the firing sequence, or order in which combustion takes place, of the cylinders is cylinder  1 , cylinder  3 , cylinder  2 , and finally cylinder  4 . The engine shown is a two-stroke, uniflow-scavenged engine with its crank pins 90° apart to optimize vibrational characteristics of the engine. Because of this, the combustion events in this engine occur in the order listed above every 90 crank angle degrees. As the cylinders fire, one cylinder will have exhaust ports open for blowdown while another cylinder has its exhaust ports open for scavenging; the other two cylinders in the engine will have the ports closed as one of those will be compressing air as the pistons move towards TDC and the other will be in the midst of combustion in this exemplary engine. For example, while combustion occurs in cylinder  1 , cylinder  4  is in blowdown, cylinder  2  is scavenging, and cylinder  3  has its ports closed and its pistons are moving towards TDC. 90 degrees later, in cylinder  3  a combustion event occurs, while cylinder  1  is in blowdown, cylinder  4  is scavenging, and the pistons in cylinder  2  are moving towards TDC. One reason for the occurrence of any two cylinders in an inline 4-cylinder engine, as described herein, having open exhaust ports at the same time is because there is a finite time needed for gas (e.g. exhaust and charge air) exchange. While this amount of time, or crank angle, that any two cylinders can simultaneously have open exhaust ports can be minimized, it is impractical for all but the lowest powered applications to completely eliminate that condition to where only one cylinder in the 4-cylinder engine has open exhaust ports at any given time. 
     In the engine shown in  FIG. 3A , there is a concern that a pressure pulse will emanate from cylinder  2  ( 302 ) during its blowdown event while cylinder  3  ( 303 ) is scavenging. The reason for concern is because when the exhaust ports of cylinder  3  ( 303 ) are open for scavenging and charging, the exhaust pressure pulse from the exhaust ports of cylinder  2  may exert a resistive force on the exhaust ports of cylinder  3  ( 303 ), thereby reducing the charging efficiency of the engine. This can be referred to as a backpulse or backpulsing. A backpulse is a burst of exhaust gas pressure that causes a reduction in flow mass flow rate or a negative mass flow rate of gas through the intake ports of an adjacent cylinder. Backpulses, or backpulsing, are not a big concern when cylinders  1  ( 301 ), cylinder  3  ( 303 ), or cylinder  4  ( 304 ) undergoes blowdown because the cylinder that has a blowdown event just before each of those cylinders is not adjacent to that particular cylinder. For example, cylinder  1  ( 301 ) fires after cylinder  4  ( 304 ). During the blowdown event in cylinder  1  ( 301 ), the ports of cylinder  2  ( 302 ) and cylinder  3  ( 303 ) are closed, so a pressure pulse caused by the opening of the exhaust ports of cylinder  1  ( 301 ) will not impact cylinders  2  or  3  ( 302 ,  303 ). The distance between cylinder  4  ( 304 ) and cylinder  1  ( 301 ) is large enough that by the time the pressure pulse generated by the blowdown pressure pulse from cylinder  1  ( 301 ) reaches the exhaust ports of cylinder  4  ( 304 ), those ports have closed or the open area is very small. 
     In the view  300  shown in  FIG. 3A , exhaust mass  350  leaves cylinder  3  ( 303 ) through exhaust ports  320   a . This exhaust mass  350  is the outflow of gas during scavenging in cylinder  3  ( 303 ). Cylinder  2  ( 302 ) is shown with a pressure pulse from a blowdown event  351  emanating from exhaust ports  320   b . The exhaust pressure pulse  351  from cylinder  2  ( 302 ) propagates in all directions into the exhaust chamber, and a component of that pressure pulse  351  has a short path to open exhaust ports  320   a  of cylinder  3  ( 303 ). As described above, this exhaust pressure pulse  351  may exert pressure on the open exhaust ports  320   a  cylinder  3  ( 303 ), and perhaps even cause resistance to charge air moving into cylinder  3  ( 303 ), thereby reducing charging efficiency. Charging efficiency is defined as follows: 
               charging   ⁢           ⁢   efficiency     =       mass   ⁢           ⁢   of   ⁢           ⁢   deliverd   ⁢           ⁢   air   ⁢           ⁢   retained       (       (     displaced   ⁢           ⁢   volume     )     ⁢     (     ambient   ⁢           ⁢   density     )       )             
When evaluating charging efficiency at the time of port closure, the “ambient density” is the ambient density of air, the “displaced volume” is the trapped swept volume, and the “mass of the delivered air retained” is just that. The engine&#39;s charging efficiency is reduced because the exhaust pressure pulse  351  from cylinder  2  ( 302 ) arrives at the open ports of cylinder  3  ( 303 ), causing resistance which needs to be overcome during scavenging. With this resistance, the engine&#39;s air flow system (e.g., supercharger, turbocharger, other compression pumps) must work harder to charge each cylinder with the same amount of fresh air as it would without the backpulses.
 
       FIG. 3B  shows three of the four cylinders in a 4-cylinder opposed-piston engine. In  FIG. 3B , cylinder  2  ( 302 ) is on the left, cylinder  3  ( 303 ) is in the middle, and cylinder  4  ( 304 ) is on the right. In  FIG. 3B , cylinder  2  ( 302 ) is undergoing blowdown, cylinder  3  ( 303 ) is undergoing scavenging, and cylinder  4  ( 304 ) is undergoing combustion. In each cylinder, the intake ports  330 , the exhaust ports  320 , fuel injection ports  340 , intake piston  331 , exhaust piston  321 , intake piston end surface  332 , and exhaust piston end surface  322  are shown. In cylinder  2  ( 302 ), which is undergoing blowdown, the exhaust pressure pulse  351  emanates from the exhaust ports  320 . This exhaust pressure pulse  351  is created when pressure in the cylinder  302 , which is very high due to the combustion event, is exposed to the low pressure in the exhaust chamber. This exposure happens as the exhaust ports open at the beginning of a blowdown event. In cylinder  3  ( 303 ), the airflow of charge air in  360  and exhaust mass out  350  is shown. Cylinder  4  ( 304 ) is shown with the fuel injector nozzles  342  and the combustion chamber  341 . The combustion chamber  341  is formed between the end surfaces  322 ,  332  of the pistons  321 ,  331 . What is depicted in  FIG. 3B  are exemplary flow paths of exhaust mass  350 , as well as the direction of exhaust blowdown pressure pulses  351 , between adjacent cylinders with consecutive blowdown events, cylinders  2  and  3  ( 302 ,  303 ), as well as charge air  360  into the intake ports  330  of cylinder  3  ( 303 ).  FIG. 3B  allows for visualization of the exhaust pressure pulse  351  that originates from cylinder  2  ( 302 ) at the start of its blowdown event and moves toward the exhaust ports  320  of cylinder  3  ( 303 ). 
     In a 4-cylinder, uniflow-scavenged, opposed-piston engine with an open exhaust chamber, or open exhaust chest, minimization of exhaust cross-talk between cylinders can be achieved by inserting a wall or other obstructing feature between adjacent cylinders that undergo blowdown successively or consecutively. 
       FIG. 4A  shows a schematic of a cross-sectional plan view of an exhaust chamber  400 , or exhaust chest, cut through the exhaust ports, looking from exhaust TDC towards exhaust BDC of the cylinders for an inline 4-cylinder opposed-piston engine. In the engine, cylinders  2  and  3  ( 402 ,  403 ) are fired consecutively, as the firing order is cylinder  1  ( 401 ), cylinder  3  ( 403 ), cylinder  2  ( 402 ), then cylinder  4  ( 404 ), with the blowdown events following the same order. A wall  480  is present in the exhaust chamber  400  between cylinders  2  and  3 , joining two structural posts  490 . Other structural posts  415  can be present in the exhaust chamber  400 . The wall  480  can be the height of the exhaust chamber  400 , such that the wall  480  spans the distance from the floor  410  of the chamber to the interior ceiling  411  of the chamber. In place of the wall  480 , other features can be included in the exhaust chamber which cause the exhaust pressure pulse from the ports  420  of cylinder  2  ( 402 ) to take a longer path before reaching the ports of cylinder  3  ( 403 ). In fact, it is most desirable that the wall  480  or other obstructing feature create a path such that by the time the exhaust pressure pulse from cylinder  2  ( 402 ) reaches the exhaust ports  420  of cylinder  3  ( 403 ), those ports are closed. In a 4-cylinder engine with the firing and blowdown event order of cylinder  1 , cylinder  3 , cylinder  2 , cylinder  4 , by the time the exhaust pressure pulse from cylinder  1  reaches cylinder  3 , the exhaust ports will be closed, and an exhaust pressure pulse from cylinder  4  will reach cylinder  1  when those exhaust ports are closed. Because of this, a wall or other obstructing feature may not be needed anywhere else in the exhaust chamber except between adjacent cylinders with consecutive blowdown events, specifically cylinders  2  and  3 . 
       FIG. 4B  shows a cross-sectional view of the same exhaust chest and cylinders shown in  FIG. 4A , but in elevation as opposed to in plan view, taken along the line  4 B. The wall  480  and its surroundings, as indicated by the circle  4 C, are shown in greater detail in  FIG. 4C . In  FIG. 4C , the wall  480  is shown between cylinders  2  and  3  ( 402 ,  403 ). Though the wall  480  is shown reaching from the floor  410  of the exhaust chest  400  to the ceiling  411  of the chest, so that it has a height indicated by the dashed line  484 , the wall  480  may be a partial wall. In some implementations, the wall  480  may have a height that is approximately half of the depth of the exhaust chamber or chest  400 ; such as height is shown in  FIG. 4C  by the dotted line  482 . Alternatively, or additionally, the wall  480  may have a height that reaches approximately to the top  427  of an opening in the cylinder to the exhaust chamber  400 ; this height is shown in  FIG. 4C  by the dotted line  483 . Each opening in the cylinder from which pressure pulses originate in the exhaust chamber  400  can have a top  427 , a bottom  426 , and can be separated from its corresponding port  420  by a thickness of the cylinder wall  425 . The top  427  of each opening into the exhaust chamber  400  can be located at approximately the top of its corresponding port  420 , but in some implementations, the top  427  of each opening can be closer to the combustion chamber or further away from the combustion chamber than the top of the corresponding port  420 . The wall  480  may have multiple heights along its length, such that part of the wall can reach a taller height  483 , a medium height  482 , a low height  481 , or all the way to the ceiling  484 . 
     In some implementations, the wall or other feature need not span the interior floor to ceiling of the exhaust chamber to create a flow path that prevents the pressure pulse generated by the pressure release of cylinder  2  from reaching the ports of cylinder  3  while open. The wall can reach from the floor to a height at least equal to the height of the openings through which exhaust leaves the cylinder bore (e.g., exhaust ports), but not high enough to reach the ceiling of the exhaust chamber or chest. The wall can reach from the floor to a height at least equal to the height of the openings from which pressure pulses generated by blowdown events emanate. Though the wall is described as being between cylinders  2  and  3 , a wall or other obstructing feature could be inserted between any adjacent cylinders with consecutive blowdown events in an opposed-piston engine. 
     A wall, or other feature, between adjacent cylinders with consecutive blowdown events, such as cylinders  2  and  3  in an inline 4-cylinder engine as described above, can be located equidistant between the cylinders. Alternatively, a wall can be located closer to the cylinder that has the first blowdown event or closer to the cylinder that has the second blowdown event in a pair of adjacent cylinders with consecutive blowdown events. The size and configuration of a wall, or other feature, can be optimized for the dimensions of the exhaust chamber or chest. A wall can have a length that is equal to half the length of the exhaust chamber, as shown in  FIG. 4A . In some implementations, the wall can have a length that is greater than half the length of the exhaust chamber but not so long that the barrier wall contacts the walls of the exhaust chamber in a continuous manner. When a wall between two adjacent cylinders that have consecutive blowdown events reaches from the floor to the interior ceiling of the exhaust chamber, the wall may have one or more openings in it. Alternatively, when a wall between two adjacent cylinders is a partial wall (e.g., does not reach all the way to the ceiling or all the way to the floor), the wall may have a length that is equal to the length of the exhaust chamber. The thickness of a wall, or other feature, between adjacent cylinders with consecutive blowdown events can be uniform along the length and/or height of the wall. Alternatively, the thickness of a wall can vary along the length of the wall and/or can vary along the height of the wall. For example, a wall can have a constant thickness along its length, but can taper in thickness from the base of the wall to the topmost height of the wall. 
     The wall, its ends, or portions of a feature present instead of a wall, can be advantageously used for transferring heat away from the exhaust chamber, such as by being a conduit or channel for coolant flow. In some implementations, a wall is present in the exhaust chamber of a 4-cylinder, opposed-piston engine, that impedes exhaust flow and pressure pulse communication between two adjacent cylinders with consecutive blowdown events. This wall can be continuous from the floor to the ceiling of the exhaust chamber, and the ends of the wall ( 490  in  FIG. 4A ) can terminate in spaces through which coolant flows when the engine is in use. 
     In some engines with an exhaust chamber instead of an exhaust manifold, a wall or obstructing feature is inserted between the exhaust ports of cylinders with consecutive blowdown events, and the cylinders themselves are optimized to influence the duration of an overlap in exhaust port opening for the cylinders. This type of optimization of the cylinders themselves, particularly the port openings in the cylinders, is described in greater detail below. 
     EXAMPLE 1 
     In this example, computational fluid dynamics simulations were run on an inline, 4-cylinder, uniflow-scavenged, opposed-piston engine under two different cylinder types. The first type of cylinder had intake and exhaust ports optimized for an inline, 3-cylinder engine. In an inline, 3-cylinder engine in which the crank pins are equally spaced, there is one combustion event, and a corresponding blow down event, every 120 degrees of crank angle. The cylinders whose performance is shown in the plot of  FIG. 5A  were designed for such a 3-cylinder engine, in which the exhaust events (e.g., blowdown, scavenging) of one cylinder will not impact or be influenced by those of an adjacent cylinder when adjacent cylinders have consecutive blowdown events. 
     The second type of cylinder had intake and exhaust ports reduced in size compared to the first cylinder type. As described above, it may not be practical to optimize cylinders in a 4-cylinder engine such that the exhaust ports of only one cylinder are open at any given time. 
     In the simulations, the exhaust chamber, or exhaust chest, had the same dimensions, the amount of fuel used for combustion was the same, and the configuration of the other parts of the cylinder and engine remained the same.  FIGS. 5A and 5B  show crank angle after minimum volume of cylinder  1  along the abscissa (i.e. x-axis, corresponding to the units degrees AMV (after minimum volume)) and open area of all of the ports in the ordinate direction (i.e. y-axis). 0 crank angle degrees (not shown) on the plots coincides with the minimum volume of cylinder  1 . When a cylinder is undergoing blowdown, the exhaust ports are open while the intake ports are still closed. On the plots, this is when the exhaust ports have non-zero values for open area while the intake ports have an open area value of zero. As discussed above, when blowdown of a cylinder overlaps with when its neighboring cylinder, the cylinder just adjacent to it, has open exhaust ports, then there is the possibility for exhaust cross-talk. In the simulations, the firing order, and corresponding blown down order, of the cylinders was cylinder  1 , cylinder  3 , cylinder  2 , and cylinder  4 . Thus, the blowdown of cylinder  2  affecting cylinder  3  was the biggest concern. The metric that was compared in the plots was the overlapping portion of the exhaust port area trace indicating open ports. 
       FIG. 5A  is a plot of open port area as a function of crank angle for a 4-cylinder engine in which the cylinders were designed for an inline 3-cylinder engine, the first types of cylinder discussed above. The overlap between the open exhaust ports of cylinder  3  and cylinder  2  shown in  FIG. 5A  was about 60 crank angle degrees. For this simulation, the intake ports were open for scavenging and charging for approximately 115 crank angle degrees. The dimensions of the first type of cylinders were: bore diameter of 130 mm; swept volume of 3.58 liters; and trapped volume of 2.44 liters. 
       FIG. 5B  shows a plot of open port area as a function of crank angle for an engine configuration with port height reduced, compared to those shown in  FIG. 5A . The amount of overlap, in crank angle, of when cylinders with consecutive blowdown events had open exhaust ports was about 38 crank angle degrees in this simulation, as shown in  FIG. 5B . That means that the ports for cylinders  2  and  3  overlapped by about 22 crank angle degrees less in the engine configuration yielding the plot shown in  FIG. 5B , and correspondingly the exhaust events for cylinder  2  impacted cylinder  3  to a lesser degree. The dimensions of cylinders used in the simulation that resulted in the plot shown in  FIG. 5B  were: bore diameter of 130 mm; swept volume of 3.58 liters; and trapped volume of 2.93 liters. 
     EXAMPLE 2 
       FIG. 5C  shows a plot of mass flow rate in intake ports for exemplary cylinders in a 4-cylinder, inline, opposed-piston engine. The engine that generated the simulation data shown in  FIGS. 5C and 5D  has a firing order of cylinder  1 , cylinder  3 , cylinder  2 , cylinder  4 , like the exemplary engines that generated the data shown in  FIGS. 5A and 5B . The plots for each cylinder in the 4-cylinder engine for which data are shown in  FIGS. 5C and 5D  are overlaid, for easy comparison. The engine used in this simulation experienced backpulsing at around 230 crank angle degrees. In this area of the plot, the mass flow rate through the intake ports had a negative value, indicating that gas was actually pushed out of the intake ports into the intake chamber (i.e., intake chest). As discussed above, this caused a loss in charging efficiency and increased the amount of pumping work required by the air system in the engine. The simulated engine that produced that data had the following cylinder dimensions: bore diameter of 130 mm; swept volume of 3.58 liters; and trapped volume of 2.44 liters. 
       FIG. 5D  shows a plot of mass flow rate in intake ports for exemplary cylinders in a 4-cylinder, inline, opposed-piston engine with the same firing sequence used in the simulated engine that yielded the data shown in  FIG. 5C . The dimensions of the cylinders used in the simulation that yielded the data shown in  FIG. 5D  are: bore diameter of 130 mm; swept volume of 3.58 liters; and trapped volume of 2.93 liters. In  FIG. 5D , the mass flow rate through the intake ports was minimally negative at about 230 crank angle degrees. Comparing the plots shown in  FIGS. 5C and 5D , the charging efficiency of the engine with smaller intake and exhaust ports was greater than that of the engine that yielded the data shown in  FIG. 5C . 
     In some implementations of the engine configurations described herein, in an inline, 2-stroke, uniflow-scavenged, opposed-piston engine with an open exhaust chamber, or exhaust chest, in which two or more cylinders simultaneously have open exhaust ports, the simultaneously open exhaust ports are both open for 65 crank angle degrees or less, such as for about 60 crank angle degrees or less, including for about 40 crank angle degrees. In an inline, 2-stroke, uniflow-scavenged, opposed-piston engine with an open exhaust chamber, or exhaust chest, in which two or more cylinders simultaneously have open exhaust ports, the simultaneously open exhaust ports can be both open for less than 40 crank angle degrees, such as for 38 crank angle degrees, or 35 crank angle degrees. For such engines, the intake ports for each cylinder during a rotation of the engine crank shaft can be open for 115 crank angle degrees or less, such as for 100 crank angle degrees, or less than 100 crank angle degrees. 
     Though the engine configurations described herein are discussed with respect to two-stroke, uniflow-scavenged, opposed-piston engines, the cylinders, exhaust chests, and engine configurations described can be applied to any two-stroke engine with exhaust ports. Further, though the cylinders are shown in the figures as being equidistant and evenly spaced, in some implementations, the cylinder to cylinder spacing can be non-uniform. 
     The scope of patent protection afforded the novel tools and methods described and illustrated herein may suitably comprise, consist of, or consist essentially of the elements of a cylinder for an opposed-piston engine with an exhaust chamber (e.g. open exhaust chest) with one or more walls between the exhaust ports of adjacent cylinders that have consecutive blowdown events. Additionally, the scope of the novel opposed-piston engine configurations described and illustrated herein may suitably comprise, consist of, or consist essentially of a cylinder for an inline, 2-stroke, uniflow-scavenged, opposed-piston engine with an open exhaust chamber, or exhaust chest, in which two or more cylinders simultaneously have open exhaust ports for 65 degrees of crank angle or less. Further, the novel tools and methods disclosed and illustrated herein may suitably be practiced in the absence of any element or step which is not specifically disclosed in the specification, illustrated in the drawings, and/or exemplified in the embodiments of this application. Moreover, although the invention has been described with reference to the presently preferred embodiment, it should be understood that various modifications can be made without departing from the spirit of the invention. Accordingly, the invention is limited only by the following claims. The novel opposed-piston engine configurations disclosed and illustrated herein may suitably be practiced in the absence of any element which is not specifically disclosed in the specification, illustrated in the drawings, and/or exemplified in the embodiments of this application.