Design and Simulation of Two Stroke Engines

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Design and Simulation of Two-Stroke Engines Vas dVas SRV dSRv nas CYLINDER SEV dSEv Vta Vcy MIXING ZONE v am Vem n m Vm dVm SCAVENGE PORT EXHAUST PORT Fig. 3.1 Physical representation of isothermal scavenge model. In terms of Fig. 3.1, the volume of scavenge flow which makes up the total quantity of air supplied is Vas with a purity value of nas- The purity of the incoming scavenge flow is unity as it is presumed to be air only. Purity in this idealized process is defined volumetrically as: n volume of air total volume The first is for scavenge ratio, SR, subscripted as SRV to make the point precisely that it is now a volumetrically related parameter, derived from Eq. 1.5.7: v SR„=-^ 'cy (3.1.1) The cylinder reference volume, Vcy, does not have to be the swept volume, Vsv, but it is clearly the first logical option for an idealized flow regime. The second is for scavenging efficiency, SE, derived from Eq. 1.5.9, where the volume of air trapped is Vta and the volume of exhaust gas trapped is Vex. It is also denoted as SEV to illustrate that the ideal scavenge process is conducted volumetrically. SE, PaY a T ta Pa V ta + Pa V ex Hence as v y = v Y cy + Y ta ' V ex 212 V, ta Vta + Vex (3.1.2)
Chapter 3 - Scavenging the Two-Stroke Engine SE„ = Vta this simplifies to: v v (3.1.3) cy The relationship for trapping efficiency, TE, denoted as TEV in this ideal concept, follows fromEq. 1.5.13 as: y TE v=77 5 - (3.1.4) v as The expression for the ideal charging efficiency by volume, CEV, follows from Eq. 1.5.15 as: CE„ = ^ta V v cy (3-1.5) In this ideal scavenge process, it is clear from manipulation of the above equations that the charging and scavenging efficiencies are identical: CEV = SEV . SE V (3.1.6) TEV and SRV 1E v - — (3.1.7) 3.1.1 Perfect displacement scavenging In the perfect displacement process from Hopkinson [3.1], all fresh charge entering the cylinder is retained and "perfectly displaces" the exhaust gas. This air enters the perfect scavenge volume, Vpd, shown in Fig. 3.1. Corresponding to the present theoretical presumption of perfect displacement scavenging the value of the short-circuit proportion, a, is zero, and the mixing volume illustrated contains only exhaust gas. In other words, the volume of air in the mixing zone is Vam and is zero; the quantity of air entering the mixing zone is dVam and is zero; the quantity of air entering the displacement zone at any instant is dVpd and is equal to dVas; the quantity of air entering the exhaust at any instant is dVae and is equal to zero. In short, in perfect displacement scavenging the air can fill the cylinder until it is filled completely, in which case it then spills into the exhaust pipe. Therefore, if all entering volumes of fresh charge, Vas, are less than the cylinder volume, Vcy, or: if Vas
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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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Page 184 and 185: Design and Simulation of Two-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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Name F R Chapter 8 • Reduction of
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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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