Design and Simulation of Two Stroke Engines

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I Exhaust emissions/exhaust gas analysis (continued) carbon monoxide (CO) APR, effect of (two-zone chainsaw engine simulation), 480-482 Batoni performance maps (Vespa motor scooter engine), 476-478 bsCO, AFR effect on (low emissions engine), 488 bsCO, AFR effect on (QUB 400 engine), 473-475 bsCO emissions, combustion-derived equa tion for, 343 in closed cycle, two-zone combustion model (chainsaw), 352, 354 in exhaust emissions (introduction), 303 in Piaggio stratified charging engine, 502-503 combustion process (theoretical) brake specific pollutant rate, 343 bsCO emissions, combustion-derived equation for, 343 equilibrium reactions in, 346 gas pollutant mass, 343 HC emissions, combustion-derived, 343-344 HC emissions, scavenge-derived, 344 HC emissions, total, 344 mass ratios (of exhaust components), 343 nitrogen oxides, 344-345 combustion processes (homogeneous) (SI engine), 467-468 see also Stratified charging (with homogeneous combustion) complex two-stroke engine introduction, 494-495 fuel and scavenge air, separation of (principle), 495-496 fuel injector, relative positioning of, 495,497 fuel vaporization/mixing, the problem defined, 495-496 stratified charging and fuel vaporization/mixing (discussion), 496-497 see also Stratified charging compression ignition engines exhaust emissions, constraints on, 4 turbocharged/supercharged (example), 14 dissociation basic reactions of, 297 599 Index effects of, 301-302 exhaust gas composition (general) aldehydes, 468 discussion of (general), 67-68 of fuel-injected diesel engines, 14 hydrocarbons, 302-303 introduction to, 302-303 ketones, 468 lean mixture combustion, 300-301 in lean mixture combustion, 301 nitrogen oxides, 303 of petroil-lubricated engines, 13, 470-471 of pressure-lubricated engines, 13 properties of (at low, high temperatures), 68 in rich mixture combustion, 288, 299-300 of turbocharged/supercharged engines, 13-14 hydrocarbons Batoni performance maps for (Vespa motor scooter engine), 478 bsHC at various fuelings (QUB 500rv engine, full load), 524 bsHC at various fuelings (QUB 500rv engine, light load), 526 bsHC vs. AFR (low emissions engine), 487-488 bsHC vs. AFR (QUB 400 research engine), 473, 476 bsHC vs. AFR (two-zone chainsaw engine simulation), 479-480, 482 bsHC vs. rpm (chainsaw engine simulation), 382 butterfly exhaust valve, effect on, 491-492, 493 combustion-derived, 343-344 in exhaust gas composition (general), 302-303 Institut Francais du P6trole stratified charging engine, 506, 508, 509 in liquid gasoline injected engines, 513-514 Piaggio stratified charging engine, 503 QUB 270 cross-scavenged airhead-stratified engine, 511-512 radiused porting, effect on bsHC (chainsaw engine), 579 scavenge-derived, 344 from skip-firing two-stroke engine (four stroking), 471
Design and Simulation of Two-Stroke Engines Exhaust emissions/exhaust gas analysis (continued) hydrocarbons (continued) total, 344 vs. specific time areas (Asvx), 427-430 laboratory testing for brake specific pollutant gas flow, 39 bsCO emission rate, 39 CO mass flow rate, 39 EXHAUST GAS ANALYSIS (computer program), 40 mass flow basis, importance of, 38-39 NDIR (non-dispersive infrared) analysis, 40-41,493 C"2 concentration, 38 nitrogen oxides AFR, effect of (two-zone chainsaw engine simulation), 349-352 formation (as function of temperature), 303 formation in combustion process (theoretical), 344-345 Institut Francais du Petrole stratified charging engine, 506, 509 oxygen, effect on NO formation (two-zone chainsaw engine simulation), 352-354 Sako/Nakayama experimental data (178 cc snowmobile engine), 478-479 various fuelings, effect of (QUB 500rv engine, full load), 525 various fuelings, effect of (QUB 500rv engine, light load), 526, 527 oxygen (02) AFR vs. bs02 emissions (low emissions engine), 487-488 AFR vs. oxygen emissions (QUB 400 re - search engine), 473, 475 O2 concentration, laboratory testing for, 38 O2 mass ratio in burn zone (chainsaw model), 350, 353 radiused porting, effect on bsHC (chainsaw engine), 579 Sako/Nakayama experimental data (178 cc snowmobile engine) NO emissions, 478-479 scavenging, effect of, 484-486 simple two-stroke engine emissions evaluation of, 492-494 exhaust catalysis in, 494, 495 600 performance/emissions requirements, criteria for, 471 skip firing (four-stroking), hydrocarbon emissions from, 471 specific time area (Asv) HC emissions vs. Asvx, 427-430 "water-gas" reaction, 297, 346 Exhaust systems catalysis in (simple engine), 494, 495 tuned systems (general) dimensions of, typical, 372 effect on CE (racing motorcycle engine), 399-401 pressure oscillations in, 399-400 resonance in (high-performance engines), 400 tuned systems (high-performance, empirical design of) introduction, 437 cylinder and exhaust-pipe pressure vs. engine speed, 438-440 data selection for, 441, 445-446 empirical design process, criteria for, 441 exhaust temperature, significance of, 442 Grand Prix pipe design (EXPANSION CHAMBER program), 444-445 horn coefficient, 444 multi-stage diffuser, use of, 441 pressure wave phasing, description of, 437-438 pressure wave phasing, optimum (graphical representation), 437 racing tailpipe diameters, calculation of, 441-442 reflection time (of plugging pulse), 442-443, 579 typical design calculations, 443-444 variable tuned length (Lx) vs. engine speed, 440 water injection, tuning via, 440 tuned 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 systems (high-performance, singlecylinder) dimensions and geometry of, 372 discussion, 371-372 QUB 500 68bhp motorcycle engine, 373
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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 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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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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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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Page 608 and 609: Active radical (AR) combustion and
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Page 626 and 627: I PISTON POSITION (computer program
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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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