Design and Simulation of Two Stroke Engines

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Design and Simulation of Two-Stroke Engines the local Mach number at station 2 is monitored and retained at unity if it is found to exceed it. MS2 = si = ggofe^y . 9&az*d (2.n.9) a s2 a 02 A s2 A i2 + A r2 ~ x This immediately simplifies the entire procedure for this gives a direct solution for one of the unknowns: Then if, Ms2 = 1 _Ms2+Xi2(G5-Ms2)__l + G4Xi2 r2 ~ M +r " r (2.11.10) M s2 + G 5 In this instance of sonic particle flow at station 2, the entire solution can now be obtained directly by substituting the value of Xr2 determined above into either Eq. 2.11.7 or 2.11.8 and solving it by the standard Newton-Raphson method for the one remaining unknown, Xri. 2.12 Reflection of waves at a restriction between differing pipe areas This section contains the non-isentropic analysis of unsteady gas flow at restrictions between differing pipe areas. The sketch in Fig. 2.8 details much of the nomenclature for the flow regime, but essential subsidiary information is contained in a more detailed sketch of the geometry in Fig. 2.12. However, to analyze the flow completely, the further information contained in sketch format in Figs. 2.11 and 2.12 must be considered completely. The geometry is of two pipes of differing area, Ai and A2, which are butted together with an orifice of area, At, sandwiched between them. This geometry is very common in engine ducting. For example, it could be the throttle body of a carburetor with a venturi and a throttle plate. It could also be simply a sharp-edged, sudden contraction in pipe diameter where A2 is less than Ai and there is no actual orifice of area At at all. In the latter case the flow naturally forms a vena contracta with an effective area of value At which is less than A2. In short, the theoretical analysis to be presented here is a more accurate and extended, and inherently more complex, version of that already presented for sudden expansions and contractions in pipe area in Sec. 2.11. In Fig. 2.12 the expanding flow from the throat to the downstream superposition point 2 is seen to leave turbulent vortices in the corners of that section. That the streamlines of the flow give rise to particle flow separation implies a gain of entropy from the throat to area section 2. On the other hand, the flow from the superposition point 1 to the throat is contracting and can be considered to be isentropic in the same fashion as the contractions debated in Sec. 2.11. This is summarized on the temperature-entropy diagram in Fig. 2.11 where the gain of entropy for the flow rising from pressure pt to pressure ps2 is clearly visible. The isentropic nature of the flow from psi to pt can also be observed as a vertical line on Fig. 2.11. 108 G 6
Chapter 2 - Gas Flow through Two-Stroke Engines Fig. 2.11 Temperature-entropy characteristics for a restricted area change. A1 PS1,TS1 PS1. CS1 Pt.Tt Pt, ct :\L
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Design and Simulation of Two-Stroke
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A Second Mulled Toast When as a stu
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Acknowledgments As explained in the
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Table of Contents Nomenclature xv C
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Table of Contents 2.10.1 Flow at pi
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Table of Contents 3.5.3.1 The use o
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Table of Contents 6.1.3 The effect
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Nomenclature NAME SYMBOL UNIT (SI)
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speed of rotation speed of rotation
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attenuation or transmission loss wa
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Design and Simulation ofTwo-Stroke
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Design and Simulation ofTwo'Stroke
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Chapter 4 Combustion in Two-Stroke
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Chapter 4 - Combustion in Two-Strok
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a stratilpl o tions to ivior. If m
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CD 30 -, W 20 - LU CO iS _J LU OC 1
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181 also x3 = — = 0.905 x6 = 2.17
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to be cur .3.20) .3.21) .3.22) for
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3.23) com- :on is hhas has a /eng-
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stroke .3.29) mean me to 3land ssio
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a LU z: en 3 CO a LU z EC D m O ho
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CD 1.2 -i 1.0 - di „„ LU 0.8 cc
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CO —> 111" cc LU < LU _J LU CC £
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Combustion in compression-ignition
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stroke ari more often lseful lental
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lat the ssi ;tribu- ELEVATION VIEWS
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CYLINDER HEAD TYPE IS CENTRAL BORE,
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CO E 50 40 - O O _i Hi > I CO 30 Z)
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CURRENT INPUT DATA FOR 2-STROKE 'SP
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Cylin- PP £ Pa- tics of Paper Chap
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vfitro- ;titi >tants 1970. i(In- Ch
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£2 = Pi P2 I Pi J Chapter 4 - Comb
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CHAINSAW AT 9600 rpm. Chapter 4- Co
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LLI •z. O N -z. 0.21 -, 0.20 DC 0
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Chapter 7 Reduction of Fuel Consump
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Chapter 7 • Reduction of Fuel Con
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Chapter 7 - Reduction of Fuel Consu
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^ s C£ Q 2^ E Q. Q_ z' o ISSI HCEM
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o > z~ Q w CO UJ w g x O z o z o m
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0.35 • 0.34 LU ° 0.33 - c 03 DC
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§ 2000
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y, ,6 Chapter 7 - Reduction of Fuel
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Chapter 7- Reduction of Fuel Consum
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INLET FOR r AIR AND FUEL Chapter 7
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o Q_ Ld < CD 15-, 10- Chapter 7 - R
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Chapter 8 Reduction of Noise Emissi
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Chapter 8 • Reduction of Noise Em
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Chapter 8 - Reduction of Noise Emis
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1 Chapter 8 - Reduction of Noise Em
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• • / . • Appendix Listing of
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Active radical (AR) combustion and
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initial conditions, assumptions reg
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in two-stroke engine (schematic dia
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exhaust timing control valve, effec
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I Exhaust emissions/exhaust gas ana
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Exhaust systems (continued) untuned
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gas constant/universal gas constant
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in crankcase heat transfer analysis
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Mercury Marine air-assisted fuel in
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I PISTON POSITION (computer program
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Pressure wave reflection (in pipes)
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local acoustic velocity, 60 local M
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Roots blower in turbocharged/superc
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Scavenging (continued) scavenging e
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Simulation, engine See Computer mod
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temperature vs. crankshaft angle (c
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work per thermodynamic (Otto) cycle
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Design and Simulation of Two Stroke Engines

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