Design and Simulation of Two Stroke Engines

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Design and Simulation of Two-Stroke Engines INPUT DATA and data coding for change BO.ST.CRL.RPM 48.0 36.0 65.0 6500.0 TCR,RCV,NCY,BMEP 7.0 4.0 1.0 4.0 EPO.TPO.NEXP.NTRP 112.0 125.0 4.0 4.0 CEX.CTR.EBAR.TBAR 12.0 12.0 3.0 3.0 WEP,WTP,CDA,CDH 9.0 9.0 1.1 1.4 SQCL,GPC,GPS,GPOFF 1.221.021.0 0.0 RTE.RBE.RTT.RBT 3.0 3.0 1.0 1.0 OUTPUT DATA Swept Volume & Power (kW) 65.1 2.8 Exhaust Port angles, s 22.4 25.8 Transfer Port Angles," 22.4 25.8 Area ratio, piston to exhaust ports 1.20 Blow, Ex&TrTASVxE4 2.4 108.1 62.9 Defl. Rcy-Rd, & Rd 5.718.3 Clearance Volume & Chamber Height 8.1 5.6 Heights, Hd, Hex & Htr ports 8.7 9.1 6.0 Areas, Ex & Tr ports 295.9 211.9 Fig. 3.34(a) GPB deflector cross scavenging through program Prog. 3.3(a), GPB CROSS PORTS. CURRENT INPUT DATA FOR DEFLECTOR PISTON CROWN AND PORTING (B) B0RE,mm= 70 (S) STR0KE,mm= 70 (0 C0N-R0D,mm= 140 (T) TRANSFER 0PENS,deg atdc= 118 (SM) SIDE/MIDDLE PORT WIDTH RATIO = 1 (CR) PORT CORNER RADII,mm= 3 (BC) PORT BAR CHORD WIDTH,mm= 5 (WD) DEFLECTOR WIDTH,mm= 65 (DR) DEFLECTOR RADIUS,mm= 120 OUTPUT DATA SQUISH AREA RATI0=0.680 PORT WIDTH/BORE RATI0=1.03 DEFLECTOR/PORTS AREA RATI0=1.16 TRANSFER HEIGHT & AREA= 15.1 1062.8 SIDE, MIDDLE PORT WIDTHS,mm=23.Q 23.0 SIDE PORT ANGLE,deg=40.0 MIDDLE PORT ANGLE,deg=40.0 DEFLECTOR ANGLE,dog- 1 36.4 DEFLECTION RATI0,DV/B0RE=0.378 DEFLECTOR P0SITI0N,mm,DX & DV=43.5 26.5 PORT-DEFLECTOR AN6LE,deg= 6.1 SQUISH AREA,mm2,=2617 DEFLECTOR FLOW AREA,mm2,= 123! TYPE CODE FOR NEW DATA AND A RECALCULATION OR TVPE CODE FOR PRINTING(P), FILING(F) OR QUITTING(Q) ?? Fig. 3.34(b) QUB-type cross scavenging through program Prog.3.3(b), QUB CROSS PORTS. 260
Chapter 3 - Scavenging the Two-Stroke Engine deflection ratio, Cx; the blowdown, exhaust and transfer port time areas of those ports (vide Sec. 6.1); the deflector side clearance, rCy-rd, and the deflector radius, rj; the clearance volume (cm 3 ) and the chamber height above the piston at tdc; the heights, hj, hx and hs, of the deflector, the exhaust ports and transfer ports, respectively; the areas, Axp and Asp, of the exhaust ports and transfer ports, respectively. A change of data is invited by the programmer for any or all of the input data, as is their recomputation. The code for the data change is the name of that input data parameter. A printout of the entire screen display is available, which is drawn to scale from the input and output data. The design process is aided by the computer program immediately drawing the sketch of the piston and the porting to scale on the computer screen as a function of the input data. As a supplement to the general discussion on unconventional cross scavenging in Sec. 3.5.3, in Fig. 3.34(a) the breadth of the deflector at 24 mm for a bore of 48 mm means that the piston can be cast with some 6 or 7 mm thick walls all over the crown without encouraging the thick, solid deflector which accompanies the design of the piston in conventional cross scavenging. The availability of a more compact combustion chamber is also evident, albeit with some complexity in the design of the cylinder head spigoted into the cylinder bore. The lack of the scavenge leakage path to the exhaust port, of dimension xc, is also to be observed. Just as important is the fact that this design will scavenge well at high bore-stroke ratios as the scavenge characteristic called GPBDEF in Figs. 3.12 and 3.13 is for an engine with a borestroke ratio greater than 1.3. 3.5.4 QUB-type cross scavenging A preliminary discussion of this type of scavenging was made in Sec. 1.2.2 and shown in Fig. 1.4. It is clear that the radial disposition of the transfer ports will raise the port width ratio, Cpb, and the value for such designs is usually about 1.0. While one can use the straightin port arrangement, it has been demonstrated that the scavenging of such a design is actually worse than conventional cross scavenging [1.10]. There are further, unpublished, engine tests from QUB which would substantiate that statement. The radial arrangement of scavenge ports has been shown [1.10] to have excellent scavenging characteristics by comparison with good quality loop scavenging and uniflow scavenging, as demonstrated in Figs. 3.12 and 3.13. The criterion used by the designer to optimize the scavenging process, prior to conducting a confirmatory test on a single-cycle test apparatus, is very similar to that followed for conventional cross scavenging. The deflection ratio, CA, calculated from Eq. 3.5.3 is still pertinent, and the determination of it, for this more complex geometry, is aided by computer program, Prog.3.3(b). 3.5.4.1 The use ofProg.3.3(b), QUB CROSS PORTS The design process is best illustrated by the example shown in Fig. 3.34(b) for a 70 mm bore and stroke "square" engine. The figure shows the screen display from the program, slightly accentuated to show the deflector flow area by shading that portion of the piston crown. By requiring input values for cylinder bore, stroke, con-rod length, transfer port timing and transfer port corner radii, the program accurately calculates the total scavenge port height and area, hs and Axp, as 15.1 mm and 1062.8 mm 2 , respectively. The deflector width 261
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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 232 and 233: Design and Simulation of Two-Stroke
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CD 1.2 -i 1.0 - di „„ LU 0.8 cc
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Chapter 4 - Combustion in Two-Strok
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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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Chapter 8 Reduction of Noise Emissi
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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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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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