Design and Simulation of Two Stroke Engines

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Design and Simulation of Two-Stroke Engines ing efficiency, SE, for which no measurement is available for comparison purposes; the computation predicts that it has a peak value of 0.8 at 6600 rpm. With the simulation closely predicting air flow and power, the potential for accurately simulating the measured brake specific fuel consumption, bsfc, and the emissions of hydrocarbons, bsHC, is realized in Fig. 5.11. 500 -, ^ 400 - g 300 - CO GQ °3 200 O LL CO m 100 4 CALCULATED MEASURED BRAKE SPECIFIC FUEL CONSUMPTION BRAKE SPECIFIC HYDROCARBON EMISSION CALCULATED D B g Si £—g—g °~~Q • MEASURED 0 —. 1 « 1 1 1 • 1 > 1 > 1 5000 6000 7000 8000 9000 10000 11000 ENGINE SPEED, rpm Fig. 5.11 Measured and computed bsfc and bsHC characteristics of a chainsaw. The closed cycle simulation, relying on the combustion and heat transfer theory of Chapter 4, is seen to give a more than adequate representation of that behavior in Figs. 5.12 and 5.13. In Fig. 5.12 are the measured and computed cylinder pressure diagrams at 9600 rpm, and while the error on peak pressure is relatively small, the computation of the angular position of peak pressure is completely accurate. In Fig. 5.13 at the same speed is the comparison of measurement and calculation of the cylinder pressures during compression and expansion. The Annand model of heat transfer in Sec. 4.3.4, and the fuel vaporization model in Sec. 4.3.5, can be seen to provide very accurate simulation of the compression and expansion processes. The measured data are averaged over 100 engine cycles. Design data available from the simulation, Figs. 5.14-5.27 The computation provides extensive information for the designer, much of which can be measured only with great difficulty, or even not at all due to the lack of, or the non-existence of, the necessary instrumentation. Much of this information is required so that the designer can comprehend the internal gas-dynamic and thermodynamic behavior of the engine and the influence that changes to engine geometry have on the ensuing performance characteristics. The following is a sample of the range and extent of the design information which an accurate 382
30 -, b 20 - cc LU CC =) w w m 10 cc CL 100 Chapter 5 - Computer Modeling of Engines TDC CALCULATED / MEASURED —r~ —r~ 200 300 400 500 CRANKSHAFT ANGLE, deg. atdc —i 600 Fig. 5.12 Measured and calculated cylinder pressure diagrams at 9600 rpm. CC LU DC => CO 05 LU CL 0_ 10 n 8 - 6 - 4 - 2 - 200 COMPRESSION MEASURED \ \ - — I 300 CALCULATED EXPANSION TDC / MEASURED - — I 400 CRANKSHAFT ANGLE, deg. atdc EO —I 500 Fig. 5.13 Measured and calculated cylinder pressures in a chainsaw at 9600 rpm. simulation provides. If the accuracy of the simulation is not adequate, the designer cannot rely on any further information that the simulation produces. Manifestly, from Figs. 5.9 to 5.13, the simulation of the chainsaw falls into the "sufficiently accurate" category. Mechanical losses, Figs. 5.14 and 5.15 Figs. 5.14 and 5.15 show the interrelationship between friction, pumping losses and mechanical efficiency. In Fig. 5.14 are the calculated friction and pumping mean effective pres- 383
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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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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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Page 354 and 355: Chapter 4 - Combustion in Two-Strok
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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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^ 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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6. £ -Q 500 n | "I) 400 -Q 300 100
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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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