Design and Simulation of Two Stroke Engines

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Simulation, engine See Computer modeling (various); GPB engine simulation model Smoke, exhaust from compression ignition, 288 general comments on, 13, 288, 465 Spark-ignition systems effectiveness of, 285 in two-stroke engines, 282-284 see also Combustion processes Specific time area (Asv) introduction to Asv for exhaust blowdown (measured), 417, 420, 422-423 Asv for exhaust ports (measured), 420, 422-423 Asv for inlet ports (measured), 420-421, 423 Asv for transfer ports (measured), 420-421, 423 basic geometry of, 417 derivation of ASVi 419-420, 424-425 determination of measured Asv values, 424-426 mass flow rates, equations for, 417-419 port areas vs. crankshaft angle (piston control), 417 TTMEAREA TARGETS computer program, 423-424 in chainsaw engine empirical design Asv values for (from TIMEAREA TARGETS program), 424 Asv values for (measured), 426 cylinder diagram (computer-generated), 418 engine air flow (DR) vs. Asvx 427-430 engine torque vs. Asvx> 427, 429 exhaust port timing, effect on Asv of, 426-427 exhaust port timing, effect on performance characteristics, 426-428 hydrocarbon emissions vs. Asvx 427-430 specific fuel consumption vs. Asvx 427-430 transfer port timing, effect on Asv of, 427, 429 transfer port timing, effect on performance characteristics, 429-430 typical Asv (computed), 425 in disc valve empirical design introduction, 456-457 carburetor flow diameter, 458 619 Index conventional vs. SI units, 459 disc valve timing vs. induction port area, 457 maximum port area, 457, 458 outer port edge radius, 458 total opening period, 457 in racing motorcycle engine empirical design Asv values for (from TIMEAREA TARGETS program), 424 Asv values for (measured), 426 cylinder diagram (computer-generated), 425 in reed valve empirical design introduction, 450-451 Asvj calculation of, 451 carburetor flow diameter, estimation of, 453 design criteria for, 451 effective reed port area, A,p 369, 462 REED VALVE DESIGN computer program, 452, 454-455 required reed flow, Ar(j? 369, 452 vibration/amplitude criteria, 453-454, 455 concluding remarks, 455-456 Speed of rotation piston speed, influence of, 44-45 Squish action introduction and discussion CFD analysis, discussion of, 325-326 compression behavior (squish and bowl volumes), 327 compression process in (ideal, isentropic), 327-328 example: QUB cross-scavenged engine, 325 gas mass flow, 328 squish area vs. combustion chamber design, 329-330 squish kinetic energy, 330, 331-332 squish pressure ratio, derivation of, 327 squish pressure vs. cylinder and bowl pressures, 327 squish velocity, derivation of, 328 state conditions, equalization of, 327 combustion chamber designs for introduction, 331 central squish system, 338-339 design example: HEMI-SPHERE CHAM BER program, 337 in DI diesel engines, 334, 335 kinetic energy vs. chamber type, 331-332 squish velocity vs. chamber type, 331-332
Design and Simulation of Two-Stroke Engines Squish action (continued) combustion chamber designs for (continued) squish velocity vs. flame speed, 333 and combustion processes burning characteristics, effect on, 333-334 detonation reduction (and squish velocity), 333-334 flame velocity (QUB loop-scavenged), 331, 333 homogeneous charge combustion, 338-339 stratified charge combustion, 337 computer programs for applicable combustion chamber types, 335-336 BATHTUB CHAMBER program, 335 design example: HEMI-SPHERE CHAM BER program, 337 SQUISH VELOCITY program, 330-331 Steep-fronting shock formation in pipes, 62 see also Propagation/particle velocity (finite amplitude waves in pipes) Stratified charging (general) defined, 286, 288 introduction and discussion, 337, 496-497 detonation in, 288 in diesel engines, 466 and four-stroking, 288 in SI engines, 467-469 and specific fuel consumption, 468 and squish action, 338-339 stratified vs. homogeneous processes (general discussion), 466-469 see also Combustion processes; Homogeneous charging (with stratified combustion) Stratified charging (with homogeneous combustion) introduction, 467-468, 497 airhead charging introduction and functional description, 507, 509-510 bmep (QUB270 engine), 510-511 bsfc (QUB270 engine), 511 hydrocarbon emissions (QUB270 engine), 511-512 QUB270 cross-scavenged engine (description), 510 620 IFP (Institut Francais du Petrole) engine brake specific fuel consumption, 505, 508 description and functional diagram, 504-506 hydrocarbon emissions, 506, 508, 509 NO emissions, 506, 509 oxygen catalysis, effect of, 506, 509 photograph of, 507 Ishihara double-piston engine, 504, 505 Piaggio stratified charging engine introduction and functional description, 500-501 benefits and advantages of, 504 CO emissions, 502-503 fuel consumption levels, 501-503 hydrocarbon emissions, 503 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 stratified vs. homogeneous processes (general discussion), 466-469 see also Combustion processes; Homogeneous charging (with stratified combustion) Strouhal number, 223 Sulzer (Winterthur) marine diesel engines, 4 Supercharged engines. See Turbocharged/super charged engines Suzuki vehicles, 2 Swept volume and brake power output, 44-45 Symmetry/asymmetry of port timing events, 15-16 see also Port timing Temperature AFR vs. peak temperatures (burn/unburned zones), 349, 350 determining exit properties by mass introduction, 242 exit purity (at equality temperature), 243 exit temperature (as function of trapped air/ exhaust gas enthalpy), 243-244 SE as function of trapped air/exhaust gas temperature, 243
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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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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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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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Page 608 and 609: Active radical (AR) combustion and
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Page 612 and 613: in two-stroke engine (schematic dia
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Page 626 and 627: I PISTON POSITION (computer program
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Page 634 and 635: Scavenging (continued) scavenging e
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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