Design and Simulation of Two Stroke Engines

More documents

Recommendations

Info

Design and Simulation of Two-Stroke Engines 1.19 K. Tsuchiya, S. Hirano, "Characteristics of 2-Stroke Motorcycle Exhaust Emission and Effects of Air-Fuel Ratio and Ignition Timing," SAE No. 750908, Society of Automotive Engineers, Warrendale, Pa., 1975. 1.20 R.J. Kee, "Stratified Charging of a Cross-Scavenged Two-Stroke Cycle Engine," Doctoral Thesis, The Queen's University of Belfast, October, 1988. 1.21 W. Watson, "On the Thermal and Combustion Efficiency of a Four-Cylinder Petrol Motor," Proc. I. Auto. E., Vol 2, p387, 1908-1909. 1.22 E.W. Huber, "Measuring the Trapping Efficiency of Internal Combustion Engines Through Continuous Exhaust Gas Analysis," SAE Paper No. 710144, Society of Automotive Engineers, Warrendale, Pa., 1971. 1.23 G.P. Blair, R.G. Kenny, "Further Developments in Scavenging Analysis for Two- Cycle Engines," SAE Paper No. 800038, Society of Automotive Engineers, Warrendale, Pa., 1980. 1.24 SAE J604d, "Engine Terminology and Nomenclature," Society of Automotive Engineers, Warrendale, Pa., June 1979. 1.25 G.P. Blair, B.L. Sheaffer, G.G. Lassanske, (Eds.), Advances in Two-Stroke Cvcle Engine Technology. SAE PT-33, Society of Automotive Engineers, Warrendale, Pa., 1989. 48
Chapter 2 Gas Flow through Two-Stroke Engines 2.0 Introduction The gas flow processes into, through, and out of an engine are all conducted in an unsteady manner. The definition of unsteady gas flow is where the pressure, temperature and gas particle velocity in a duct are variable with time. In the case of exhaust flow, the unsteady gas flow behavior is produced because the cylinder pressure falls with the rapid opening of the exhaust port by the piston. This gives an exhaust pipe pressure that changes with time. In the case of induction flow into the crankcase through an intake port whose area changes with time, the intake pipe pressure alters because the cylinder pressure, or crankcase pressure in a simple two-stroke engine, is affected by the piston motion, causing volumetric change within that space. To illustrate the dramatic variations of pressure wave and particle motion caused by unsteady flow in comparison to steady flow, the series of photographs taken by Coates [8.2] are shown in Plates 2.1-2.4. These photographs were obtained using the Schlieren method [3.14], which is an optical means of using the variation of the refractive index of a gas with its density. Each photograph was taken with an electronic flash duration of 1.5 us and the view observed is around the termination of a 28-mm-diameter exhaust pipe to the atmosphere. The exhaust pulsations occurred at a frequency of 1000 per minute. The first photograph, Plate 2.1, shows the front of an exhaust pulse about to enter the atmosphere. Note that it is a plane front, and its propagation within the pipe up to the pipe termination is clearly one-dimensional. The next picture, Plate 2.2, shows the propagation of the pressure wave into the atmosphere in a three-dimensional fashion with a spherical front being formed. The beginning of rotational movement of the gas particles at the pipe edges is now evident. The third picture, Plate 2.3, shows the spherical wave front fully formed and the particles being impelled into the atmosphere in the form of a toroidal vortex, or a spinning donut of gas particles. Some of you may be more familiar with the term "smoke ring." That propagating pressure wave front arrives at the human eardrum, deflects it, and the nervous system reports it as "noise" to the brain. The final picture of the series, Plate 2.4, shows that the propagation of the pressure wave front has now passed beyond the frame of the photograph, but the toroidal vortex of gas particles is proceeding downstream with considerable turbulence. Indeed, the flow through the eye of the vortex is so violent that a new acoustic pressure wave front is forming in front of that vortex. The noise that emanates from these pressure pulsations is composed of the basic pressure front propagation and also from the turbulence of the fluid motion in the 49
Page 2 and 3:
Design and Simulation of Two-Stroke
Page 4 and 5:
A Second Mulled Toast When as a stu
Page 6 and 7:
Page 8 and 9:
Acknowledgments As explained in the
Page 10 and 11:
Table of Contents Nomenclature xv C
Page 12 and 13:
Table of Contents 2.10.1 Flow at pi
Page 14 and 15:
Table of Contents 3.5.3.1 The use o
Page 16 and 17:
Table of Contents 6.1.3 The effect
Page 18 and 19:
Nomenclature NAME SYMBOL UNIT (SI)
Page 20 and 21: speed of rotation speed of rotation
Page 22 and 23: attenuation or transmission loss wa
Page 24 and 25: Design and Simulation of Two-Stroke
Page 120 and 121:
Page 122 and 123:
Page 124 and 125:
Page 126 and 127:
Page 128 and 129:
Page 130 and 131:
Page 132 and 133:
Page 134 and 135:
Page 136 and 137:
Page 138 and 139:
Page 140 and 141:
Page 142 and 143:
Page 144 and 145:
Page 146 and 147:
Page 148 and 149:
Page 150 and 151:
Page 152 and 153:
Page 154 and 155:
Page 156 and 157:
Page 158 and 159:
Page 160 and 161:
Page 162 and 163:
Page 164 and 165:
Page 166 and 167:
Page 168 and 169:
Page 170 and 171:
Page 172 and 173:
Page 174 and 175:
Page 176 and 177:
Page 178 and 179:
Page 180 and 181:
Page 182 and 183:
Page 184 and 185:
Page 186 and 187:
Page 188 and 189:
Page 190 and 191:
Page 192 and 193:
Page 194 and 195:
Page 196 and 197:
Page 198 and 199:
Page 200 and 201:
Page 202 and 203:
Page 204 and 205:
Page 206 and 207:
Page 208 and 209:
Page 210 and 211:
Page 212 and 213:
Page 214 and 215:
Page 216 and 217:
Page 218 and 219:
Page 220 and 221:
Design and Simulation ofTwo-Stroke
Page 222 and 223:
Page 224 and 225:
Page 226 and 227:
Page 228 and 229:
Page 230 and 231:
Page 232 and 233:
Page 234 and 235:
Page 236 and 237:
Page 238 and 239:
Page 240 and 241:
Page 242 and 243:
Page 244 and 245:
Page 246 and 247:
Page 248 and 249:
Page 250 and 251:
Page 252 and 253:
Page 254 and 255:
Page 256 and 257:
Page 258 and 259:
Page 260 and 261:
Page 262 and 263:
Page 264 and 265:
Page 266 and 267:
Page 268 and 269:
Design and Simulation ofTwo'Stroke
Page 270 and 271:
Page 272 and 273:
Page 274 and 275:
Page 276 and 277:
Page 278 and 279:
Page 280 and 281:
Page 282 and 283:
Page 284 and 285:
Page 286 and 287:
Page 288 and 289:
Page 290 and 291:
Page 292 and 293:
Page 294 and 295:
Page 296 and 297:
Page 298 and 299:
Page 300 and 301:
Page 302 and 303:
Chapter 4 Combustion in Two-Stroke
Page 304 and 305:
Chapter 4 - Combustion in Two-Strok
Page 306 and 307:
Page 308 and 309:
Page 310 and 311:
a stratilpl o tions to ivior. If m
Page 312 and 313:
Page 314 and 315:
Page 316 and 317:
CD 30 -, W 20 - LU CO iS _J LU OC 1
Page 318 and 319:
Page 320 and 321:
Page 322 and 323:
181 also x3 = — = 0.905 x6 = 2.17
Page 324 and 325:
to be cur .3.20) .3.21) .3.22) for
Page 326 and 327:
3.23) com- :on is hhas has a /eng-
Page 328 and 329:
stroke .3.29) mean me to 3land ssio
Page 330 and 331:
Page 332 and 333:
a LU z: en 3 CO a LU z EC D m O ho
Page 334 and 335:
CD 1.2 -i 1.0 - di „„ LU 0.8 cc
Page 336 and 337:
CO —> 111" cc LU < LU _J LU CC £
Page 338 and 339:
Page 340 and 341:
Page 342 and 343:
Combustion in compression-ignition
Page 344 and 345:
Page 346 and 347:
Page 348 and 349:
stroke ari more often lseful lental
Page 350 and 351:
lat the ssi ;tribu- ELEVATION VIEWS
Page 352 and 353:
CYLINDER HEAD TYPE IS CENTRAL BORE,
Page 354 and 355:
Page 356 and 357:
CO E 50 40 - O O _i Hi > I CO 30 Z)
Page 358 and 359:
CURRENT INPUT DATA FOR 2-STROKE 'SP
Page 360 and 361:
Page 362 and 363:
Cylin- PP £ Pa- tics of Paper Chap
Page 364 and 365:
vfitro- ;titi >tants 1970. i(In- Ch
Page 366 and 367:
Page 368 and 369:
Page 370 and 371:
£2 = Pi P2 I Pi J Chapter 4 - Comb
Page 372 and 373:
CHAINSAW AT 9600 rpm. Chapter 4- Co
Page 374 and 375:
LLI •z. O N -z. 0.21 -, 0.20 DC 0
Page 376 and 377:
Page 378 and 379:
Page 380 and 381:
Page 382 and 383:
Page 384 and 385:
Page 386 and 387:
Page 388 and 389:
Page 390 and 391:
Page 392 and 393:
Page 394 and 395:
Page 396 and 397:
Page 398 and 399:
Page 400 and 401:
Page 402 and 403:
Page 404 and 405:
Page 406 and 407:
Page 408 and 409:
Page 410 and 411:
Page 412 and 413:
Page 414 and 415:
Page 416 and 417:
Page 418 and 419:
Page 420 and 421:
Page 422 and 423:
Page 424 and 425:
Page 426 and 427:
Page 428 and 429:
Page 430 and 431:
Page 432 and 433:
Page 434 and 435:
Page 436 and 437:
Page 438 and 439:
Page 440 and 441:
Page 442 and 443:
Page 444 and 445:
Page 446 and 447:
Page 448 and 449:
Page 450 and 451:
Page 452 and 453:
Page 454 and 455:
Page 456 and 457:
Page 458 and 459:
Page 460 and 461:
Page 462 and 463:
Page 464 and 465:
Page 466 and 467:
Page 468 and 469:
Page 470 and 471:
Page 472 and 473:
Page 474 and 475:
Page 476 and 477:
Page 478 and 479:
Page 480 and 481:
Page 482 and 483:
Chapter 7 Reduction of Fuel Consump
Page 484 and 485:
Chapter 7 • Reduction of Fuel Con
Page 486 and 487:
Chapter 7 - Reduction of Fuel Consu
Page 488 and 489:
Page 490 and 491:
Page 492 and 493:
^ s C£ Q 2^ E Q. Q_ z' o ISSI HCEM
Page 494 and 495:
o > z~ Q w CO UJ w g x O z o z o m
Page 496 and 497:
S.S.F.C. , C./SHP-HS Chapter 7 - Re
Page 498 and 499:
Page 500 and 501:
Page 502 and 503:
Page 504 and 505:
Page 506 and 507:
Page 508 and 509:
0.35 • 0.34 LU ° 0.33 - c 03 DC
Page 510 and 511:
Page 512 and 513:
§ 2000
Page 514 and 515:
y, ,6 Chapter 7 - Reduction of Fuel
Page 516 and 517:
Page 518 and 519:
Page 520 and 521:
Chapter 7- Reduction of Fuel Consum
Page 522 and 523:
Page 524 and 525:
INLET FOR r AIR AND FUEL Chapter 7
Page 526 and 527:
Page 528 and 529:
o Q_ Ld < CD 15-, 10- Chapter 7 - R
Page 530 and 531:
6. £ -Q 500 n | "I) 400 -Q 300 100
Page 532 and 533:
Page 534 and 535:
Page 536 and 537:
Page 538 and 539:
Page 540 and 541:
Page 542 and 543:
Page 544 and 545:
JZ x" O Z CO J3 20 i 10 - 10 Chapte
Page 546 and 547:
$ 2 - x O z 2 1 Chapter 7 - Reducti
Page 548 and 549:
Page 550 and 551:
Page 552 and 553:
Page 554 and 555:
Page 556 and 557:
Page 558 and 559:
O 01 III cr cc LU Q. LU h- LU Z o N
Page 560 and 561:
Chapter 8 Reduction of Noise Emissi
Page 562 and 563:
Chapter 8 • Reduction of Noise Em
Page 564 and 565:
Chapter 8 - Reduction of Noise Emis
Page 566 and 567:
Page 568 and 569:
Page 570 and 571:
1 28.6 ^ i d>2£ 1.6 \ f > < 4)28.6
Page 572 and 573:
Page 574 and 575:
Page 576 and 577:
Page 578 and 579:
Page 580 and 581:
Page 582 and 583:
Page 584 and 585:
Page 586 and 587:
Page 588 and 589:
Page 590 and 591:
Page 592 and 593:
Page 594 and 595:
Page 596 and 597:
H Chapter 8 - Reduction of Noise Em
Page 598 and 599:
Name F R Chapter 8 • Reduction of
Page 600 and 601:
Page 602 and 603:
1 Chapter 8 - Reduction of Noise Em
Page 604 and 605:
Page 606 and 607:
• • / . • Appendix Listing of
Page 608 and 609:
Active radical (AR) combustion and
Page 610 and 611:
initial conditions, assumptions reg
Page 612 and 613:
in two-stroke engine (schematic dia
Page 614 and 615:
exhaust timing control valve, effec
Page 616 and 617:
I Exhaust emissions/exhaust gas ana
Page 618 and 619:
Exhaust systems (continued) untuned
Page 620 and 621:
gas constant/universal gas constant
Page 622 and 623:
in crankcase heat transfer analysis
Page 624 and 625:
Mercury Marine air-assisted fuel in
Page 626 and 627:
I PISTON POSITION (computer program
Page 628 and 629:
Pressure wave reflection (in pipes)
Page 630 and 631:
local acoustic velocity, 60 local M
Page 632 and 633:
Roots blower in turbocharged/superc
Page 634 and 635:
Scavenging (continued) scavenging e
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
show all

Design and Simulation of Two Stroke Engines

Create successful ePaper yourself

Delete template?

Save as template?