Design and Simulation of Two Stroke Engines

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Design and Simulation of Two-Stroke Engines expressed as a deflection ratio, CA, which is the ratio of the scavenge flow area, Asp, to the deflector flow area, Adef, where the deflection ratio is given by: r - A def LA " T~~ (3.5.3) The values of CA for the best possible answer for conventional cross scavenging is where: 1.1
h- >-" O z UJ o LL U_ UJ CD z CL Q. < DC 1.0 - 0.9 - 0.8 - 0.7 - SYMBOL -D- A c Chapter 3 - Scavenging the Two-Stroke Engine DESCRIPTION DEFLECTION RATIO Ca A QUB RADIAL 1.44 B QUB RADIAL 1.10 C CLASSIC CROSS 1.65 D CLASSIC CROSS 1.15 0.6 - — • — I — ' 1 •> — 1 — • — 1 — • — P~-1—1-^» 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 B A A. SCAVENGE RATIO, SRv Fig. 3.33 Effect of deflection ratio on scavenging of cross-scavenged engines. The scavenge port width ratio, Cpb, for this type of engine is usually somewhat less than unity, particularly in the straight-drilled port design configuration shown in Fig. 3.32(a). In Fig. 3.32(a) the numerical value is approximately 0.80, which is typical of outboard motor practice. 3.5.3 Unconventional cross scavenging Fig. 3.32(b) illustrates an alternative design which provides some significant advantages over the conventional design approach. The unconventional design is characterized by: (a) A deflector which fills the cylinder bore in exactly the same fashion as the QUB type discussed in the Sec. 3.5.4. This permits the deflector to run cooler because heat transfer takes place to the cylinder walls by conduction and from a deflector which is sufficiently wide so that a significant amount of cooling by convection to the crankcase gases can occur on the underside of the piston. With no side clearance on the deflector, the deflection of air charge is more positive and short-circuiting to the exhaust ports from that source is eliminated. While experiments on the single-cycle gas scavenge rig show that a deflector side clearance does not adversely affect the scavenge characteristics at high scavenge ratios, it is at low scavenge ratios that the effect is significant in that the trapping efficiency can be reduced from a "perfect" 100% to a "near perfect" 95 to 96%. This may sound like pedantry, but if the aim of an engine design at low load is zero emission of hydrocarbons at low scavenge ratios 257 \ D
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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 228 and 229: Design and Simulation of Two-Stroke
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Page 302 and 303: Chapter 4 Combustion in Two-Stroke
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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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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 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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• • / . • 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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