Design and Simulation of Two Stroke Engines

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a LU z: en 3 CO a LU z EC D m O ho < LL CO CO < -z. o ho < DC LL W CO < 1.0 - 0.8 - 0.6 - 0.4 - 0.2 - n n - -10 C TDC Chapter 4 - Combustion in Two-Stroke Engines / 3000 rpm at 100% THROTTLE u f IGNITION 22 9 btdc IGNITION DELAY 13 s MbAbUHhD CALCULATED b s =49 a=6.0 m=0.765 i • i • i • i • i 10 20 30 40 50 CRANKSHAFT ANGLE ( 9 from tdc) Fig. 4.7(a) Mass fraction burned at 100% throttle area ratio. 1.0 -i 0.8 - 0.6 - 0.4 - 0.2 - -10 0 3000 rpm at 25% THROTTLE IGNITION 26 s btdc IGNITION DELAY 14 9 MEASURED CALCULATED b fi =43 a=6.0 m=1.25 30 CRANKSHAFT ANGLE ( 9 from tdc) —i 40 Fig. 4.7(b) Mass fraction burned at 25% throttle area ratio. ' 0.0 -10 • 3000 rpm at 10% THROTTLE IGNITION 30 a btdc IGNITION DELAY 23 s 0 10 20 30 CRANKSHAFT ANGLE ( e from tdc) MEASURED CALCULATED b g =45 a=6.0 m=0.95 Fig. 4.7(c) Mass fraction burned at 10% throttle area ratio. 311 40
Design and Simulation of Two-Stroke Engines CD d LU z rr CD < U. CO en < Fig. CHAINSAW ENGINE, 9600 rpm, SE=0.75 TDC 320 340 360 380 400 CRANKSHAFT ANGLE, degrees b B =64 a 4.7(d) Mass fraction burned characteristics of a chainsaw engine. It can be observed that the data from Reid [4.31] are fitted with a common "a" coefficient of 6.0 and the "m" coefficient is 0.765, 1.25 and 0.95, with burn durations of 49°, 43° and 45°, in Figs. 4.7(a) to (c), respectively. More information on combustion characteristics in two-stroke engines is in Fig. 4.7(d) for a chainsaw engine running at 9600 rpm. The data are for full throttle operation, but in such a unit the scavenging efficiency is modest at 0.75, for the delivery ratio is low so that the bmep produced approaches 4 bar at a high trapping efficiency, giving good fuel consumption and low hydrocarbon exhaust emissions. It should not be thought that the scavenging of this engine is inferior; indeed the very opposite is the case as this is the actual engine defined as "loopsaw" in Figs. 3.12, 3.13 and 3.19. The mass fraction burned characteristics are for three fueling levels, with X ranging from near stoichiometric to 0.85. This has little effect on the measured B characteristic. The measured curves are seen to be modeled by Vibe coefficients, a and m, of 5 and 1.05, respectively. The burn period, b°, at the high engine speed of 9600 rpm, and a scavenging efficiency of 0.75, is long at 64°. The 50% burn position is at 10° atdc; the periods of 0-20%, 0-50%, and 0-80% burn are recorded as 15°, 24° and 36°, respectively. Further information on combustion characteristics in two-stroke engines is in Fig. 4.7(e) for a Grand Prix racing motorcycle engine running at 10,350 rpm where the bmep is 9 bar. 312
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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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Design and Simulation ofTwo'Stroke
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Page 282 and 283: Design and Simulation of Two-Stroke
Page 302 and 303: Chapter 4 Combustion in Two-Stroke
Page 304 and 305: Chapter 4 - Combustion in Two-Strok
Page 310 and 311: a stratilpl o tions to ivior. If m
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Page 328 and 329: stroke .3.29) mean me to 3land ssio
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Page 342 and 343: Combustion in compression-ignition
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Page 352 and 353: CYLINDER HEAD TYPE IS CENTRAL BORE,
Page 356 and 357: CO E 50 40 - O O _i Hi > I CO 30 Z)
Page 358 and 359: CURRENT INPUT DATA FOR 2-STROKE 'SP
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Page 370 and 371: £2 = Pi P2 I Pi J Chapter 4 - Comb
Page 372 and 373: CHAINSAW AT 9600 rpm. Chapter 4- Co
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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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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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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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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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