Design and Simulation of Two Stroke Engines

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Design and Simulation of Two-Stroke Engines Plate 1.3 A high-performance multi-cylinder outboard motor in racing trim (courtesy of Mercury Marine). Copenhagen and Sulzer in Winterthur, were typically of 900 mm bore and 1800 mm stroke and ran at 60-100 rpm, producing some 4000 hp per cylinder. They had thermal efficiencies in excess of 50%, making them the most efficient prime movers ever made. These engines are very different from the rest of the two-stroke engine species in terms of scale but not in design concept, as Plate 1.4 illustrates. The diesel engine, like its spark-ignition counterpart, is also under legislative pressure to conform to ever-tighter emissions standards. For the diesel engine, even though it provides very low emissions of carbon monoxide and of hydrocarbons, does emit visible smoke in the form of carbon particulates and measurable levels of nitrogen oxides. The level of emission of both of these latter components is under increasing environmental scrutiny and the diesel engine must conform to more stringent legislative standards by the year 2000. The combination of very low particulate and NOx emission is a tough R&D proposition for the designer of CI engines to be able to meet. As the combustion is lean of the stoichiometric mixture by some 50% at its richest setting to avoid excessive exhaust smoke, the exhaust gas is oxygen rich and so only a lean burn catalyst can be used on either a two-stroke or a four-stroke cycle engine. This does little, if anything at all, to reduce the nitrogen oxide emissions. Thus the manufacturers are again turning to the two-stroke cycle diesel engine as a potential alternative powerplant for cars and trucks, as that cycle has inherently a significantly lower NOx emission characteristic. Much R&D is taking place in the last decade of the 20th Century with a view to eventual manufacture, if the engine meets all relevant criteria on emissions, thermal efficiency and durability. It is probably true to say that the two-stroke engine has produced the most diverse opinions on the part of both the users and the engineers. These opinions vary from fanatical enthu- 4
Chapter 1 - Introduction to the Two-Stroke Engine Plate 1.4 Harland and Wolff uniflow-scavenged two-stroke diesel ship propulsion engine of 21,000 bhp (courtesy of Harland and Wolff pic). siasm to thinly veiled dislike. Whatever your view, at this early juncture in reading this book, no other engine type has ever fascinated the engineering world to quite the same extent. This is probably because the engine seems so deceptively simple to design, develop and manufacture. That the very opposite is the case may well be the reason that some spend a lifetime investigating this engineering curiosity. The potential rewards are great, for no other engine cycle has produced, in one constructional form or another, such high thermal efficiency or such low specific fuel consumption, such high specific power criteria referred to either swept volume, bulk or weight, nor such low acid exhaust emissions. 5
Page 2 and 3: Design and Simulation of Two-Stroke
Page 4 and 5: A Second Mulled Toast When as a stu
Page 8 and 9: Acknowledgments As explained in the
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Design and Simulation of Two-Stroke
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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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§ 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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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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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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