Design and Simulation of Two Stroke Engines

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Design and Simulation of Two-Stroke Engines that calculated by a simulation of a racing engine in Fig. 5.35, and to illustrate the point made above regarding the incorporation of a reed valve model into an engine simulation program, a few of the results from the experimental and theoretical paper by Fleck et al. [1.13] are presented here as Figs. 6.24-6.26. The engine used as the research tool in this paper is the highperformance YPVS RD350LC twin-cylinder Yamaha motorcycle engine, with a peak bmep of nearly 8 bar at 9000 rpm. Each cylinder has a block holding four reed petals and ports. In this case, designated as RV1, they are steel reed petals of 0.20 mm thickness, i.e., from Fig. 5.4 the dimension xt is 0.20 mm. The upper portion of Fig. 6.24 shows the crankcase and inlet port pressure at a "low" engine speed of 5430 rpm. Those pressure diagrams are predicted by the engine simulation program and you can see that they are very similar in profile to those observed for the piston ported engine reported in Chapter 5. In short, there is nothing particularly unusual about the pressure difference across the reed valve by comparison with that observed for a pistoncontrolled induction system. The solid line in the lower half of that figure shows the measured reed tip lift in mm, and that predicted by the reed valve simulation within the computer program is the dashed line. The close correspondence between the calculation and measure- o a. s 0. a Q Z < UJ < O z < u 1.50 , 1 .10 ' 1 .30 '. 1.20 0.80 0.70 8 7 6 5 1 3 2 I 0 . . . i . m£ ^ ^^ •••••x y \ \« * • I ! 10 80 IBC 1 .10 1 .00 *Y 0.90 % '**• \ SS ••X r\f " » » • • • « • ' % • \ • iiiiiiiiinii BDC •• i ' * i \ # *V* i » 1 v *^%l • llll"^ /* i I ij 1 20 160 200 : 210 CRANKANGLE 0i if v» • * IB0 RV1 RPH 5130. ' ; 1 .50 1.10 1 .30 -i 1.20 • ' „ •••» _•••• I? ••..•• •.......• ^^>^^^ ^,^ ^ * \*' / '•• ^~" • • . \ • 280 320 3 • 1.10 1.00 0.90 0.80 0.70 Fig. 6.24 The crankcase and inlet port pressure and reed lift behavior at a low engine speed. 448 Q UJ UJ
o o > 1 10 0-9 0-8 07 Chapter 6 - Empirical Assistance for the Designer IBC BDC I BO 0 40 80 120 IG0 200 240 280 320 3S0 CRANKANGLE Fig. 6.25 The crankcase and inlet port pressure and reed lift behavior at a high engine speed. RV1 Predicted Measured 0-6 4000 5000 6000 7000 8000 9000 10000 Engine speed (rev/min) Fig. 6.26 The comparison between measured and calculated delivery ratio from an engine model incorporating a reed valve simulation. 449
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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 Con
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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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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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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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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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