Design and Simulation of Two Stroke Engines

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local acoustic velocity, 60 local Mach number, 60 mass flow rate, 60 particle velocity, 59 pressure amplitude ratio, 59 propagation velocity, 59 the expansion wave absolute pressure, 60 density, 60 local acoustic velocity, 60 local Mach number, 61 mass flow rate, 61-62 particle velocity, 61 pressure amplitude ratio, 61 propagation velocity, 61 shock formation (wave profile distortion) introduction, 62 compression waves (discussion), 62, 64 expansion waves (discussion), 63-64 flow diagram of, 63 particle velocity (shock wave), 62, 64 propagation velocity (shock wave), 62, 63 steep-fronting, 62 Pumping mean effective pressure determination of (in engine testing), 37-38 see also Friction/friction losses Purity charge purity CFD plots (Yamaha DT250 cylinders), 246-248 vs. crankshaft angle (chainsaw engine simulation), 386 in closed cycle combustion model (single-zone), 321 exhaust port purity correlated theoretical model (Yamaha DT250 cylinders), 239-240 theoretical calculation of, 238-239 theoretical curves (eight test cylinders), 239-240 idealized incoming scavenge flow, defined, 212 importance of (in Benson-Brandham model), 217-218 in mesh space J (during time step in GPB model), 161 scavenging purity, defined, 28 613 Index QUB (Queen's University of Belfast) air-assisted fuel injection system spray pattern, 519 Jante method, experience with, 222-223 laminar flow type silencer design, 565 QUB cross scavenging deflection ratio, importance of, 262 and homogeneous charge combustion, 338 piston design for (typical), 10, 11, 12 QUB CROSS ENGINE DRAW ((computer program)), 25-26 QUB CROSS PORTS ((computer program)), 260, 261-263 scavenging efficiency of, 11 squish action in, 262, 325, 338 SR vs. SE (QUBCR cylinder), 230 SR vs. TE (QUBCR cylinder), 231 QUB single-cycle scavenging test apparatus functional description, 224-227 see also Scavenging QUB SP single-pulse experimental apparatus introduction, 170 coefficient of discharge for, 172 convergent exhaust taper, 183-185 design criteria of, 171 divergent exhaust taper (long megaphone), 185-187 divergent exhaust taper (short), 181-183 effect of friction on outflow (straight pipe), 176 exhaust pipe with discontinuity, 188-191 functional description, 171-172 reference gas properties (CO2 and air, discontinuous exhaust), 188-189 straight pipe (inflow process), 175-177 straight pipe (outflow process), 173-175 sudden exhaust expansion, 177-179 QUB stratified charging engine air-fuel paths in (diagram), 498 bmep (at optimized fuel consumption levels), 499, 500 fuel consumption, optimized, 499 functional description, 498-499 QUB 250-cc racing-model engine, 1, 2 QUB 270 cross-scavenged airhead-stratified engine advantages of, 512 bmep vs. rpm, 510-511
Design and Simulation of Two-Stroke Engines QUB (Queen's University of Belfast) (continued) QUB 270 cross-scavenged airhead-stratified engine (continued) bsfc vs. rpm, 511 bsHCvs. rpm, 511-512 QUB 400 research engine AFR vs. oxygen emissions, 473, 475 bmep, AFR effect on, 472, 474, 476 bsCO, AFR effect on, 473-475 bsHC vs. air-fuel ratio, 473, 476 measured performance vs. AFR, 472-473 QUB LS400 SI engine combustion efficiency, 294, 296 heat release analysis, 294, 295 mass fraction burned, 294, 295 QUB 500rv research engine (various fueling) description and configuration, 522 multi-cylinder engine, basis for, 530 poppet valve timing, 523 test parameters (described), 523 stratified combustion in, 529-530 bmep vs. AFR (full load), 523 bmep vs. AFR (light load), 529 bsfc vs. AFR (full load), 524 bsfc vs. AFR (light load), 526 bsHC vs. AFR (full load), 524 bsHC vs. AFR (light load), 526 bsNOx vs. AFR (full load), 525 bsNOx vs. AFR (light load), 526, 527 Rankine-Hugoniot equations shock waves in unsteady gas flow, 75-77 Rassweiler, G.M. expression for incremental heat release (SI engines), 293 Reed valves introduction and discussion, 17 charging alternatives for, 17 design of, empirical carburetor flow diameter, determination of, 453 dummy reed block angle, use of, 455 empirical design, introduction to, 446-447 empirical design process, criteria for, 451 glass-fiber reed petals, durability of, 455 as pressure-loaded cantilevered beam, 453-454 614 reed block, rubber-coated (with steel reeds and stop plate), 447 reed flow area (Ar(j), determination of, 452 reed petal materials, 446, 451, 455 reed port area (Aq,), effective, 452 reed tip lift behavior, 448-450, 453 REED VALVE DESIGN computer program, 452, 454-455 stop-plate radius, determination of, 454 vibration and amplitude criteria, 453 see also Specific time area (Asv) design of, general design dimensions (reed petal, reed block), 367 as pressure-loaded cantilevered beam, 368-369 in racing motorcycle engine simulation, 394, 401-402 reed block, flow restrictions from, 369 reed block, placement and function of, 368 reed flow area (Arcj), determination of, 369 reed port area (A^,), effective, 369 reed tip lift ratio, 370 in Grand Prix motorcycle racing engine, 17,19 reed vs. disc valves (discussion), 446-447 typical configurations, 16, 367 Reid, M.G.O. mass fraction burned experimental data (SI engine), 310-312 Reimann variables in simulation of engines (using unsteady gas flow), 142, 143 research funding, comment on, 192 Reynolds number in crankcase heat transfer analysis, 376 and heat release analysis (SI engines), 305-306 in heat release analysis (SI engines), 305-306 in pressure wave propagation friction factor (straight pipes), 82 in scavenging flow (experimental assessment of), 223 Ricardo Comet (IDI diesel engine) combustion chamber geometry, 317 Rich limit (for diesel combustion), 288 Rich mixture combustion, 288, 299-300 Rootes-Tilling-Stevens diesel road engines, 3
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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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§ 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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