2 Stroke Engines (5/10/01)

No Separate induction and exhaust Occur Simultaniously Efficiency depends on scavenging Gas Exchange Process determines mixture Possible to ShortCircuit fuel direct to exhaust Must be forced induction

2 Stroke Engines
Issues:

High emissions due to short circuiting Oil in fuel due to open sump, I.e. sump used to transfer intake charge Dynamic Waves flow important Can be either spark or compression ignition engines Intake port in side of cylinder in this simple model.

Why bother?
Low mass Few moving parts

No cams, valves, etc. Only crank, piston, rod need move

Inexpensive to produce Low compression Can be high RPM, but do not need close tolerance because of high bypass Applications:

Higher specific power (power to weight) Low efficiency due to lost fuel, oil consumption High emissions, dirty

Off-road vehicles (motorcycles, ATV, snowmobiles) Lawn implements Outboard engines Small generators Anything where light weight is important and efficiency is not

The 2 Stroke Cycle

Two stroke cycle

1) 2) 3) 4) 5) 6) 7)
60 BBDC Exhaust opens (120 ATDC) Exhaust begins exiting, and contines to do so, ambient pressure (Pinf) reached. 55-50 BBDC, ATDC Intake opens, stays open until 100 BTDC, charge is forced from crankcase or induction source, incoming charge displaces exhaust and forces out exhaust port, also mixes Scavenge process ends and intake port closes (55 ABDC), ambient pressure, exhaust continues to exit 60 ABDC, exhaust port closed, compression begins 60 BTDC Crankcase pressure < Pinf, crankcase port opens and charge fills crankcase Ignition occurs 10-40 BTDC, crank/flywheel momentum carries piston upward, Powerstroke begins at TDC Crankcase port closed at 60 ATDC, before flow out of crankcase. Crankcase pressure at Tinf at approx TDC

More Notes 2 Stroke

Crankcase port may be replaced by reed valve Simplifies timing in that crankcase intake is pressure driven only Eliminates backflow from crank port May also use disk valve on crank (demo) so timing can be adjusted and need not be symmetric about TDC.

2 Stroke Performance Parameters

How can you define cylinder volume? Delivery Ratio: Mass delivered /Vs*density

Scavenging Efficiency, mass delivered & retained /mass trapped

Trapped Efficiency Mass deliverd & retained/ mass delivered Charging Efficiency Mass delivered /Vs*density

Vs ambient ma sc ma me ma tr mi nch Vs ambient ma

mi

Efficiency Ranges
Delivery ratio: 0.6 to 0.95
Scavenging: 0.7 to 0.9

Vs ambient

mi

Trapping: 0.6 to 0.8

ma sc ma me ma tr mi
nch Vs ambient ma

Charging: 0.5 to 0.7

Scavenging Systems

Cross Scavenging
Most popular Simple Inexpensive Deflector is troublesome, but reduces amount of intake charge that flows into exhaust

Loop Scavenging
Eliminates need for deflector on pistom Many ports needed Exhaust ports directly above intakes Takes advantage of gas momentum Unported wall acts as deflector for incoming intake jet

Schurnle Loop Scavenging

Modified loop scavenging (1920) Allows all ports on same level Note flow un U and also in plan view More efficient than loop

Uniflow Poppet Scavenging

Allows for high degree of axial swirl by directed vanes in ports Exhaust exits at top of cylenders Requires use of poppet valves, I.e. complicated matters. Good for deisel apps which require high level of swirl. Injector is central

Uniflow opposed piston Scavenging

Uses a second piston as to block off exhaust ports Less expensive than poppet valves? Looks like a mess.

Pumping arrangements
Under Piston

Crankcase used as intake pump Lubrication done by adding oil to fuel mixture Difficult to impossible to run pressure lube system Typical of small implement/inexpensive designs

Pumping arrangements
May be Positive displacement pump Can also use exhaust valve for better in cylinder flow Blower is considered low pressure, near atmospheric

Pumping arrangements
Supercharging refers to higher than atmospheric intake charge May be positive displacement or dynamic cpmpressor Turbos work well and can take advantage of unburnt fuel in exhaust to drive turbine (far fetched) Opposed layout shown makes little sense

Mixing Models - Benson

Skip details in book, know concepts

Engine Performance and Technology

2 Stroke:

Max BMEP is about 6.4 bar @ 4000RPM SFC is 400g kg/kWh at 3000 RPM high as 11 bar SFC (4) 275 g/kWh

4 stroke

2 Stroke makes power every stroke, so 2stroke is about 15-30% higher power

2 Stroke Disadvantages
Short Circuit:

Unburnt A/F mixture flows directly from intake port to exhaust port High fuel consumption and high hydrocarbon emissions Especially bad at low speeds because intake charge has more time to flow. Net compression usually lower because of trapping efficiency and exhaust residuals in charge Effective mixture is well below Stochiometric because effectively you have EGR in the mix, so you may have as much as 30-50% lower available charge per cycle

Efficiency and Power

Note relationship of charging efficiency and power (BMEP), and Trapping efficicncy vs. RPM

Direct Injection Orbital 2 Stroke

Injects pressure (5 bar) fuel after exhaust port closes (but before combustion begins) Simultaneous Blast of 5 bar air shoots in with fuel to atomize fuel and allow for rapid burning Eliminates fuel short circuit since fuel not introduced until after exhaust closed Weak mixture can be burnt so a catalyst can be used BMEP 7.1 Bar Low cost 1.2 ltr. engine

Orbital vs. 4-stroke economy engine SFC and SHC (econ and emissions)

Conclusions:
Simple and inexpensive to build Many fewer moving parts, and tolerances less critical Light weight, often air cooled May need oil in gas (yuk) with under piston scavenging May have high emissions and low eficiency (high SFC) May be so bad that it results in four stroking only every other cycle fires! Advances being made which may make this a viable alternative. Direct injection used currently in marine engines