Design and Simulation of Two Stroke Engines

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Design and Simulation of Two-Stroke Engines > LU w >-• o z UJ u. LL UJ CD 1.1 -i 1.2 : 1.0 - 0.8 0.6 - O 04 Z LU o CO 0.2 - 0.0 SCAVENGE RATIO, SRv Fig. 3.11 Trapping efficiency characteristics. SCAVENGE RATIO, SRv DISPLACEMENT MIXING YAM 12 YAM 14 CROSS UNIFLOW DISPLACEMENT MIXING UNIFLOW GPBDEF SCRE QUBCR Fig. 3.12 Scavenging efficiency characteristics. LOOPSAW (b) A 250 cm 3 loop-scavenged cylinder, modified Yamaha DT 250 cylinder no. 14, and called here YAM14, but previously discussed in [1.23]. The detailed porting geometry is drawn in that paper, showing five scavenge ports. (c) A 409 cm 3 classic cross-scavenged cylinder, called CROSS. It is a cylinder from an outboard engine. The detailed porting geometry and the general layout is virtually as illustrated in Fig. 1.3. However, the engine details are proprietary and further technical 230
1.1 -I I 0 1 2 SCAVENGE RATIO, SRv Fig. 3.13 Trapping efficiency characteristics. Chapter 3 - Scavenging the Two-Stroke Engine DISPLACEMENT MIXING •±— UNIFLOW -n— GPBDEF ••— SCRE A— QUBCR -i LOOPSAW description is not possible. The design approach is discussed in Sec. 3.5.2 and a sketch of the layout is to be found in Fig. 3.32(a). (d) A ported uniflow-scavenged cylinder of 302 cm 3 swept volume, called UNIFLOW. It has a bore stroke ratio of 0.6, and the porting configuration is not dissimilar to that found in the book by Benson [1.4, Vol 2, Fig. 7.7, p213]. The engine details are proprietary and further technical description is not possible. Then there are those cylinders shown in Figs. 3.12 and 3.13, with the UNIFLOW cylinder repeated to provide a standard of comparison: (e) A 409 cm 3 cross-scavenged cylinder, called GPBDEF. It is a prototype cylinder designed to improve the scavenging of the same outboard engine described above as CROSS. The technique used in the design is given Sec. 3.5.3. The detailed porting geometry and the general layout is illustrated in Figs. 3.32(b) or 3.34(a). (f) A loop-scavenged cylinder of 375 cm 3 swept volume, called SCRE. This engine has three transfer ports, after the fashion of Fig. 3.38. (g) A 250 cm 3 QUB cross-scavenged cylinder, called QUBCR, and previously described in [1.10] in considerable detail. The detailed porting geometry is drawn in that paper. The general layout is almost exactly as illustrated in Figs. 1.4 or 3.34(b). (h) A loop-scavenged cylinder of 65 cm 3 swept volume, called LOOPSAW. This engine has two transfer ports, after the fashion of the upper left sketch in Fig. 1.2 or Fig. 3.35. The engine is designed for use in a chainsaw and is very typical of all such cylinders designed for small piston-ported engines employed for industrial or outdoor products. The disparate nature of the scavenging characteristics of these test cylinders is clearly evident. Note that they all fall within the envelope bounded by the lines of "perfect displacement scavenging" and "perfect mixing scavenging." By the end of 1994 at QUB, a large 231
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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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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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• • / . • 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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