Design and Simulation of Two Stroke Engines

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in two-stroke engine (schematic diagram), 283 and squish action burning characteristics, 333-334 central squish system, design of, 338-339 compression ignition, 334 detonation reduction (and squish velocity), 333-334 flame velocity (loop-scavenged, QUB), 333 in homogeneous charge combustion, 338-339 in stratified charge combustion, 337 stoichiometric combustion equation, 297-298, 465 stratified combustion air-blast gasoline injection (into cylinder), 516-521 engine tests, light load (QUB 500rv), 526-529 engine tests: QUB 500rv experimental engine, 521-526 functional diagram, 467 general comments (QUB 500rv engine), 529-531 in Honda CVCC engine, 466-467 liquid gasoline injection, 513-514 ram-tuned liquid injection system (TH Zwickau), 514-516 with stratified charging (discussion), 468 see also homogeneous combustion (above); Homogeneous charging (with stratified combustion) see also Exhaust emissions/exhaust gas analysis Compression-ignition See Combustion processes; Compression-ignition engines Compression-ignition engines aircraft engines (Napier, Junkers), 3 applications, typical, 3-5, 14 bore-stroke ratios, typical, 43 combustion chambers in IDI diesel engine, geometry of, 317 Ricardo Comet chamber geometry (IDI), 317 squish action, design considerations for, 334, 335 see also Squish action combustion processes in See under Combustion processes Detroit Diesel Allison Series 92 engine, 14 595 Jf/i-14-t..-V exhaust emissions of exhaust gas composition (general), 14 see also Exhaust emissions/exhaust gas analysis Harland & Wolff "Cathedral" (marine), 3, 5 low-speed limit (DI engine), 314 performance of (discussion), 531 power output truck diesel, 45 scavenging in loop scavenging port design (blown 4-cylinder DI), 272-273 uniflow scavenging, 11-12 turbocharged, 531 unpegged piston rings in, 434 Compression ratio crankcase, defined, 22 effect on performance/emissions bmep, 536-537 bsfc, 536-537 bsNO emissions, 537-538 combustion rate, 538 cylinder temperature, 537-538 detonation, 538-540 peak cylinder pressure, 537-538 effect on squish behavior, 34, 335 geometric, defined, 22 trapped, defined, 22 Computer modeling related terms: Computer modeling (basic engine) Computer modeling (chainsaw engine simulation) Computer modeling (multi-cylinder engine simulation) Computer modeling (racing motorcycle engine simulation) Computer programs GPB engine simulation model Specific time area (Asv) Computer modeling (basic engine) introduction, 357-358 computer model, key elements of, 358-359 crankcase heat transfer analysis Annand model, 375-378 Nusselt, Reynolds numbers in, 376 cylinder porting vs. piston motion introduction, 359-360
Design and Simulation of Two-Stroke Engines Computer modeling (basic engine) (continued) cylinder porting vs. piston motion (continued) complex port layout with piston crown control, 362 simple port layout with piston crown control, 360-362 simple port layout with piston skirt control, 361, 362-363 Computer modeling (chainsaw engine simulation) bsfc and bsHC vs. rpm, 382 charge purity vs. crankshaft angle, 386 correlation of simulation with measurements, 380-383 cylinder pressure vs. crankshaft angle, 382-383, 385-386 cylinder temperature, pressure vs. crankshaft angle, 392, 393 engine parameters, description of, 380 exhaust system behavior (pressure, temperature), 389-390 friction and pumping losses introduction and discussion, 380 friction mep (defined), 378-379 friction mep vs. rpm, 383-384 mechanical efficiency vs. rpm, 384 pumping mep vs. rpm, 383-384 SI engines with plain bearings, 379 SI engines with rolling-element bearings, 378-379 gas flow through cylinder (discussion), 385-386 intake system intake ducting (dimensions and discussion), 370-371 intake ducting throttle area ratio, 371 system behavior (pressure, temperature), 390-392 internal pressures vs. crankshaft angle, 385-386 internal temperatures vs. crankshaft angle, 386 loopsaw scavenging, 380, 388 mep and mechanical efficiency vs. rpm, 384-385 power and BMEP vs. rpm, 380, 381 scavenge gas temperatures vs. crankshaft angle, 388-389 scavenging characteristics (measured vs. computed), 380-382 scavenging pressure vs. crankshaft angle, 387-388 SE, SR, TE, CE vs. crankshaft angle, 387-388 596 tuned exhaust systems (high-performance, multi-cylinder) four-cylinder automotive engine, 374, 375 three-cylinder automotive engine, 373, 374 three-cylinder outboard engine, 373, 374 V-8 outboard motor (OMC), 373, 375, 568 tuned exhaust systems (high-performance, single-cylinder) dimensions of (typical), 372 discussion, 371-372 QUB 500 68bhp motorcycle engine, 373 untuned exhaust systems compact industrial (discussion), 371 dimensions of (chainsaw), 372 valves control valves (for exhaust port edge timing), 363-365 disc valves (intake), 365-367 poppet valves, design guide for, 412-414 poppet valves, engine simulation using, 363 reed valves (intake), 367-370 final note: further simulations involving this engine, 392-394 see also Specific time area (Asv) Computer modeling (multi-cylinder engine simulation) blower scavenging (four-cylinder supercharged engine) introduction and discussion, 407 four cylinders, advantages of, 409 open port period, three cylinder vs. four cylinder, 409 open-cycle pressures and charging (cylinders 1-2), 407-409 blower scavenging (three-cylinder supercharged engine) exhaust tuning, 405-407 open-cycle pressures and charging (cylinders 1-2), 404-405 temperature and purity in scavenging ports, 405, 406 Computer modeling (racing motorcycle engine simulation) cylinder pressure vs. crankshaft angle, 392-393, 398-399 engine parameters, description of, 394-395 exhaust system exhaust pressure diagrams, 397, 398
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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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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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Chapter 7 Reduction of Fuel Consump
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Chapter 7 • Reduction of Fuel Con
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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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Page 636 and 637: Simulation, engine See Computer mod
Page 638 and 639: temperature vs. crankshaft angle (c
Page 640 and 641: work per thermodynamic (Otto) cycle
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Design and Simulation of Two Stroke Engines

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