Design and Simulation of Two Stroke Engines

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Design and Simulation of Two-Stroke Engines DR 0.542 0.540 0.538 0.536 0.534 0.532 0.530 0.528 - exhaust time area / EO104 9 J EO110 6 DR 0.542 blowdown time area EO104 2 60 70 80 90 1 2 3 Asve, s/m x 10000 Asvb, s/m x 10000 Fig. 6.9 Effect of exhaust timing on engine airflow (DR). 486 484 482 • •H 480 CO .o 478 • 476 exhaust time area blowdown time area 486 EO110 a EO 110 9 EO104 8 484 482 480 478 - EO104 9 476 60 70 80 90 1 2 3 Asve, s/m x 10000 Asvb, s/m x 10000 Fig. 6.10 Effect of exhaust timing on specific fuel consumption. 131 130 - i, 29 - O I co n 128 - 127 exhaust time area blowdown time area 131 EO 104 s EO 110 s - i — | — i — | — i - 60 70 80 90 130 - 129 - 128 127 1 2 3 Asve, s/m x 10000 Asvb, s/m x 10000 Fig. 6.11 Effect of exhaust timing on hydrocarbon emissions. 428
Chapter 6 - Empirical Assistance for the Designer in Table 6.4. The standard transfer port timing is on the "target" value, so the timing variations are such as to investigate greater and lesser values of specific time area. It can be seen that the "target" value of blowdown specific time area is obtained by a transfer port timing of 125° atdc. Increasing the transfer time area reduces that for blowdown, and vice versa. Table 6.4 Time areas for various transfer timings for a chainsaw Transfer timings 117° atdc 119° atdc 121° atdc (std) 123° atdc 125° atdc target values "sve 0.00705 0.00705 0.00705 0.00705 0.00705 0.0095 ASvb 0.00007 0.00011 0.00015 0.00020 0.00026 0.00027 ASvt 0.00813 0.00739 0.00670 0.00603 0.00542 0.00660 The results of the simulation are presented in Figs. 6.12 to 6.15, for bmep, air flow, specific fuel consumption and specific hydrocarbon emissions, respectively. In each figure the performance parameter is shown with respect to the transfer port and blowdown time areas and the transfer port timing is also indicated. More transfer port area should give more air flow, but only if the rest of the design is optimized to permit it. At a 117° timing there may be more transfer time area but the blowdown is inadequate. The backflow reduces the air flow, as can be seen in Fig. 6.13. The air flow peaks at transfer port timings of 121° and 123° atdc. The effect on bmep and power at this speed is to give a peak at a transfer port timing of 123° atdc. When the equally important specific fuel consumption is investigated in Fig. 6.14, and the even more important specific hydrocarbon emissions in Fig. 6.15, the optimization at a transfer port timing of 123° atdc is now evident. Much more importantly, the optimization is at specific time area values of trans- 3.8 S3 37 * 3.5 transfer time area TO 117 s i 1 r—| 1 1 r 50 60 70 80 90 Asvt, s/mx 10000 3.8 3.7 3.6 - 3.5 blowdown time area 0 1 2 3 Asvb, s/mx 10000 Fig. 6.12 Effect of transfer timing on engine torque (bmep). 429
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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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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 Consu
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Chapter 7 • Reduction of Fuel Con
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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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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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