Design and Simulation of Two Stroke Engines

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Design and Simulation of Two-Stroke Engines absolute security, but can be as high as 30° if the piston rings are sufficiently stiff radially and, perhaps more importantly, the ports have adequate top and bottom corner radii to assist with the smooth passage of the rings past the top and bottom edges of the port. It is clear that uniflow scavenging utilizes the maximum possible area of the cylinder for scavenge porting by comparison with any variant of loop or cross scavenging, as shown in Figs. 1.2-1.4. The actual design shown in Fig. 3.31, where the ports are at 15° and the radius, rp, value is sketched at 66% of the cylinder radius dimension, rcy, is a very useful starting point for a new and unknown design. The use of splitters in the "scavenge belt," to guide the flow into a swirling mode, may not always be practical, but it is a useful optimum to aim at, for the splitter helps to retain the gas motion closer to the design direction at the lower values of scavenge ratio, when the gas velocities are inherently reduced. The use of a scroll, as seen in Fig. 3.31, is probably the best method of assisting the angled ports to induce swirling flow. It is difficult to incorporate into multi-cylinder designs with close inter-cylinder spacing. The optimum value of the swirl orientation angle,
Consequently, the port-width-to-bore ratio is deduced as: 9 P Cpb =Nsin-:fcos
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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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Page 224 and 225: Design and Simulation of Two-Stroke
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Page 302 and 303: Chapter 4 Combustion in Two-Stroke
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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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Chapter 4 - Combustion in Two-Strok
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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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S.S.F.C. , C./SHP-HS Chapter 7 - Re
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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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O 01 III cr cc LU Q. LU h- LU Z o N
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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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H Chapter 8 - Reduction of Noise Em
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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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