DOCSLIB.ORG

A More Efficient Engine, with Titanium Valves

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
A More Efficient Engine, with Titanium Valves Winning Is Everything The racetrack is an unforgiving place. It rewards performance, and accepts no excuses. It is a place of absolutes, where there can be just one winner. Introducing the 2004 Suzuki GSX-R600. Built with genuine Suzuki engineering. Lighter. Better handling. Stronger. Delivering the best power-to-weight ratio in its class. With performance features straight out of the factory racing department. Titanium valves. Inverted forks. Radial- mount brake calipers and a radial master cylinder. Advanced ram-air intake. A powerful digital fuel injection and engine management system with more computing power, running larger throttle bodies. Designed with one goal in mind: Winning. A 600 Like No Other Leading the class is one thing. Leaving it far behind is another. The 2004 Suzuki GSX-R600 reallyis in a class of its own. With the most torque. The lowest dryweight, and the best power-to-weight ratio. Designed with better aerodynamics. A more effective ram-air intake system. Stronger brakes. More linear torque delivery. Better acceleration. The goal is winning. The plan, overwhelm the would- be competition, and establish domination. In other words, Own The Racetrack. With a 600 like no other. A MorMoree EfEfficientficient Engine, Engine, Several changes reduce internal friction and mechanical losses, meaning that less of the power produced by the With TitaniumTitanium V alvesValves engine is needed to turn or move engine parts and more of that power actually reaches the rear wheel. The It all starts with the engine. In basic terms, it is an inline The cylinder block is integrated with the upper crankshaft itself has smaller main journals, 30mm instead four cylindercylinder,, liquid cooled, with double overhead crankcase, the aluminum cylinder bores plated with of 32mm, reducing surface area, and carries chrome- camshafts (DOHC), four valves per cylindercylinder,, fuel Suzuki's own race-proven nickel-phosphorous-silicon- moly steel connecting rods. The forged pistons have injection and a six-speed transmission. It is oversquare, carbide coating, called SCEM (Suzuki Composite shorter skirts and the skirt wall is slightly thinner. The with a 67.0mm bore and a 42.5mm stroke, for 599.4cc of Electrochemical Material).ElectrochemicalThe crankshaft Material). rides The on plain changes help make each piston 18 grams lighter. As displacement599.4cc of displacement and a bore/stroke and a ratio of 0.634:1. bearings between thecrankshaft upper and rides middle on crankcases, plain bearings and before, each piston wrist pin has a tapered bore, to reduce bore/stroke ratio of the transmission input andbetween output the shafts upper are and positioned middle weight. 0.634:1. below and behind the crankshaftcrankcases, on a secondand the crankcase split, instead on the same splittransmission as the crankshaft. input and Offsetting the crankshaft and theoutput transmission shafts are shafts allows the cases to be shorter frontpositioned to rear, making below the and engine more compact. behind the crankshaft on a second crankcase split, instead on the same split as the crankshaft. Offsetting the crankshaft and the transmission shafts allows the cases to be Crankshaft shorter front to rear, making the engine more compact. Piston Connecting rod The upper compression ring and the oil control ring on The all-new cylinder head features a new, more compact each piston are now finished with a chrome-nitride combustion chamber design, with a higher compression plating applied in a vacuum chamber using a PVD ratio, a narrower valve angle and a straighter intake port. (Physical Vapor Deposition) system, (in which charged, Intake valves are now positioned 10 degrees from the vaporized chrome-nitride is electro-deposited on ring cylinder centerline instead of 13 degrees, and exhaust faces carrying an opposite charge). The chrome-nitride valves are now positioned 12 degrees from the cylinder coating is harder and smoother than conventional centerline instead of 15 degrees, reducing included valve chrome plating, angle from 28 degrees to 22 degrees. The steeper valve with a more uniform angle reduces combustion chamber volume, increasing thickness and a compression to 12.5:1, from 12.2:1. Conventional more consistent engineering increases compression by raising the dome finish. The finish of the piston, but a raised dome can interfere with reduces friction. combustion, forcing the flame front to travel over and around the dome. The GSX-R600's more compact combustion chamber increases compression with a new Piston and piston rings flat-top piston, which weighs less and helps produce more efficient and complete combustion. New ventilation holes between each cylinder, located below the bottom of the piston stroke, allow pressurized air trapped underneath a descending piston to more quickly escape to the adjacent cylinder, where the piston is rising. The system reduces internal crankcase pressure and resistance to piston movement, especially at high rpm, and increases torque reaching the rear wheel by about 2%. The ventilation holes make the integrated upper crankcase 200 grams lighter. Cylinder head Ventilation holes The narrower valve angle also allows the intake ports to Titanium New internal passageways carry oil to the automatic, be straighter, with a steeper downdraft angle, 49 degrees valves are hydraulic cam chain tensioner, instead of using an from the cylinder head gasket surface versus 44 degrees. significantly external oil feed line, saving another 70 grams of weight. The straighter, steeper intake ports reduce intake flow lighter than resistance, improving cylinder charging and combustion conventional efficiency. The narrower valve angle also allows the steel valves, The oil-to-coolant oil cooler, positioned between the cylinder head itself to be 8mm shorter front-to-rear, each 27.2mm crankcases and the spin-on oil filter, is now thicker, which saves 80 grams of weight. The bolts which hold intake valve carrying eight layers of coolant passageways instead of the cylinder head to the cylinder blockare 0.5mm weighing 5.6 Titanium valves and valve springs six, increase cooling smaller in diameter, and each weigh 3.5 grams less; the grams less for capacity by 13%, from 10 lighter bolts save a total of 35 grams. a combined total of 44.8 grams, and each 22.0mm exhaust 3.35 kw to 3.80 kw. The valve weighing 4.4 grams less for a combined total of radiator is 40mm 35.2 grams. The valves are operated by smaller, lighter narrower (340mm The exhaust ports are 2mm larger in diameter, reducing bucket tappets, the new intake valve buckets measuring instead of 380mm) and exhaust flow resistance. 25.0mm instead of 26.0mm and the exhaust valve buckets 2mm thinner (22mm measuring 23mm instead of 24mm. Each intake valve instead of 24mm), but is Oil cooler (8 layers of bucket is now 0.8 grams lighter, or 6.4 grams in total, and 10mm taller (248mm coolant passageways) 8mm shoter each exhaust valve bucket is also 0.8 grams lighter, or 6.4 instead of 238mm). The 12 degrees 10 degrees grams in total. The lighter valves and buckets allow the result is 8.0% more cooling capacity, from 26.8 kw to 29 steel-alloy valve springs to have a 10% lighter rate kw, with a weight savings of 125 grams. The electric fan despite a 1,350 rpm increase in maximum engine speed. assembly mounted on the radiator uses a new one-piece Valve spring retainers are aluminum. plastic cooling fan featuring a ring molded to the tips of the individual blades. The integrated ring eliminates the gap between the blade tips and the housing used in The valves are opened by new, hollow camshafts with conventional fan designs, making the fan more efficient thinner walls, the inner diameter increased from 15.5mm even though it is 4.2mm thinner (19mm instead of to 16.5mm and the outer diameter remaining unchanged 23.2mm) and 12mm smaller in diameter (160mm instead at 24.0mm. The changes make the intake camshaft 45 of 172mm). grams lighter and the exhaust camshaft 35 grams lighter. The lighter weight 49 degrees reduces inertia and allows the camshafts to be more accurately 2mm larger controlled by the exhaust port Sectional drawing of cylinder head cam chain, Camshafts especially at higher engine speeds. Radiator with cooling fan Advanced Digital Fuel Injection And Emissions Controls Fuel injection is all The new GSX-R600's dual, double-barrel throttle about getting the right bodies are simpler and about 370 grams lighter amount of atomized than a bank of individual single-barrel throttle fuel and air into the bodies, and use all-resin fuel delivery pipes cylinders to ensure a instead of aluminum-and-resin fuel delivery pipes. homogenous intake The pitch, or center-to-center distance between the charge and the most adjacent barrels in each throttle body, is reduced efficient combustion 5mm, to 75mm, making the throttle body possible, under all Dual double-barrel throttle bodies assembly more compact. The more compact conceivable throttle body assembly works with a 20mm conditions. Like other narrower ram-air airbox, which allows the fuel GSX-Rmodels, the tank to be narrower. The pitch between the two GSX-R600 uses the throttle bodies is 80mm. innovative SDTV (Suzuki Dual Throttle Valve) digital fuel injection system. Each SDTV throttle body throat carries SDTV Fuel injection system two butterfly throttle valves, a primary throttle valve controlled by the throttle twist grip on the handlebar, and a secondary throttle valve positioned between the primary throttle valve and the airbox, opened and closed by a step motor controlled by the ECM (Engine Control Module, or engine management system computer ) based on engine rpm, gear position and primary throttle position. Much like a CV carburetor incorporates a butterfly valve controlled by the rider and a throttle 75mm 80mm 75mm slide opened by intake vacuum, the SDTV system opens the 80mm 80mm 80mm secondary valve the right amount to match intake area to current engine operating conditions, maintaining optimum intake velocity, in turn producing more efficient combustion, smoother power delivery, and cleaner exhaust.
Load more

Recommended publications
  • High Efficiency VCR Engine with Variable Valve Actuation and New Supercharging Technology
    AMR 2015 NETL/DOE Award No. DE-EE0005981 High Efficiency VCR Engine with Variable Valve Actuation and new Supercharging Technology June 12, 2015 Charles Mendler, ENVERA PD/PI David Yee, EATON Program Manager, PI, Supercharging Scott Brownell, EATON PI, Valvetrain This presentation does not contain any proprietary, confidential, or otherwise restricted information. ENVERA LLC Project ID Los Angeles, California ACE092 Tel. 415 381-0560 File 020408 2 Overview Timeline Barriers & Targets Vehicle-Technology Office Multi-Year Program Plan Start date1 April 11, 2013 End date2 December 31, 2017 Relevant Barriers from VT-Office Program Plan: Percent complete • Lack of effective engine controls to improve MPG Time 37% • Consumer appeal (MPG + Performance) Budget 33% Relevant Targets from VT-Office Program Plan: • Part-load brake thermal efficiency of 31% • Over 25% fuel economy improvement – SI Engines • (Future R&D: Enhanced alternative fuel capability) Budget Partners Total funding $ 2,784,127 Eaton Corporation Government $ 2,212,469 Contributing relevant advanced technology Contractor share $ 571,658 R&D as a cost-share partner Expenditure of Government funds Project Lead Year ending 12/31/14 $733,571 ENVERA LLC 1. Kick-off meeting 2. Includes no-cost time extension 3 Relevance Research and Development Focus Areas: Variable Compression Ratio (VCR) Approx. 8.5:1 to 18:1 Variable Valve Actuation (VVA) Atkinson cycle and Supercharging settings Advanced Supercharging High “launch” torque & low “stand-by” losses Systems integration Objectives 40% better mileage than V8 powered van or pickup truck without compromising performance. GMC Sierra 1500 baseline. Relevance to the VT-Office Program Plan: Advanced engine controls are being developed including VCR, VVA and boosting to attain high part-load brake thermal efficiency, and exceed VT-Office Program Plan mileage targets, while concurrently providing power and torque values needed for consumer appeal.
    [Show full text]
  • INTERCOOLING-SUPERCHARGING PRINCIPLE: Part II- High-Pressure High-Performance Internal Combustion Engines with Intercooling-Supercharging
    INTERCOOLING-SUPERCHARGING PRINCIPLE: Part II- High-pressure High-Performance Internal Combustion Engines With Intercooling-Supercharging Lin-Shu Wang ABSTRACT generation of industriallutility powerplants and the vehicle Since Brayton, Beau de Rochas, and Otto (1876) first propulsion engines. put forth the importance of compression before igni- tion/combustion, simple cycle internal-combustion engines have evolved into three successful types: gasoline engine, 1. INTRODUCTION diesel engine, and gas turbine. Raising compression ratio In Part 1 (Wang 1995) of this two-part paper. the leads to simultaneous increases in thermal efficiency and original formulation of the intercooling-supercharging engine specific power output. A large part of the continu- principle was introduced as a means for reducing exhaust ous improvement in performance of these three types of enthalpy loss from "simple-cycle" internal con~bustion engines has been achieved with increasing peak cycle engines. The focal point was the thermal efficiency pressure. improvement in engine systems-without requiring high Even designed at optimal peak cycle pressure, however, temperature heat exchanger. significant heat loss remains in the exhaust of internal In reviewing the simulation-study results, it was realized combustion engines. In Part 1 of this two-part paper the that the optimization procedures used were awkward or intercooling-supercharging principle was introduced as a ineffectual. In Part 2 the optimization procedure is means that reduces exhaust heat loss. In Part
    [Show full text]
  • A Framework for Energy Optimization of Small, Two-Stroke, Natural Gas Engines for Combined Heat and Power Applications
    Graduate Theses, Dissertations, and Problem Reports 2019 A Framework for Energy Optimization of Small, Two-Stroke, Natural Gas Engines for Combined Heat and Power Applications Mahdi Darzi [email protected] Follow this and additional works at: https://researchrepository.wvu.edu/etd Part of the Energy Systems Commons Recommended Citation Darzi, Mahdi, "A Framework for Energy Optimization of Small, Two-Stroke, Natural Gas Engines for Combined Heat and Power Applications" (2019). Graduate Theses, Dissertations, and Problem Reports. 4019. https://researchrepository.wvu.edu/etd/4019 This Dissertation is protected by copyright and/or related rights. It has been brought to you by the The Research Repository @ WVU with permission from the rights-holder(s). You are free to use this Dissertation in any way that is permitted by the copyright and related rights legislation that applies to your use. For other uses you must obtain permission from the rights-holder(s) directly, unless additional rights are indicated by a Creative Commons license in the record and/ or on the work itself. This Dissertation has been accepted for inclusion in WVU Graduate Theses, Dissertations, and Problem Reports collection by an authorized administrator of The Research Repository @ WVU. For more information, please contact [email protected]. Graduate Theses, Dissertations, and Problem Reports 2019 A Framework for Energy Optimization of Small, Two-Stroke, Natural Gas Engines for Combined Heat and Power Applications Mahdi Darzi Follow this and additional works at: https://researchrepository.wvu.edu/etd Part of the Energy Systems Commons A Framework for Energy Optimization of Small, Two-Stroke, Natural Gas Engines for Combined Heat and Power Applications Mahdi Darzi Dissertation submitted to Benjamin M.
    [Show full text]
  • Compression Ratio Effects on Performance, Efficiency, Emissions and Combustion in a Carbureted and PFI Small Engine
    2007-01-3623 Compression Ratio Effects on Performance, Efficiency, Emissions and Combustion in a Carbureted and PFI Small Engine William P. Attard, Steven Konidaris, Ferenc Hamori, Elisa Toulson and Harry C. Watson University of Melbourne Copyright © 2007 SAE International ABSTRACT little information exists on small engines of this scale (~400 cm3), particularly modern four valve, pent roof This paper compares the performance, efficiency, designs. Comparatively, engines found in small emissions and combustion parameters of a prototype 3 passenger vehicles in today’s marketplace are usually two cylinder 430 cm engine which has been tested in a more than twice the cylinder capacity of the test engine. variety of normally aspirated (NA) modes with Hence, whether the previously found performance, compression ratio (CR) variations. Experiments were efficiency and emissions quantitative results due to CR completed using 98-RON pump gasoline with modes variations from larger, lower speed engines hold to small defined by alterations to the induction system, which engines of this scale is questioned. Several important included carburetion and port fuel injection (PFI). differences involving in-cylinder flow, combustion and The results from this paper provide some insight into the frictional/temperature affects may be expected as a CR effects for small NA spark ignition (SI) engines. This result of the reduced bore size and increased engine information provides future direction for the development speed. of smaller engines as engine downsizing grows in Carburetion is explored together with PFI as the majority popularity due to rising oil prices and recent carbon of these small scale engines still operate with the dioxide (CO2) emission regulations.
    [Show full text]
  • To Stroke Or Not?
    SUMMARY This white paper presents a mathematical analysis of the piston dynamics of three popular versions of the Mitsubishi 4G63 engine, the stock 2.0L, the 2.1L destroked version with an 88mm crankshaft in a 4G64 block, and the stroker with a 100 mm crankshaft in a 4G63 block. Where applicable, charts are included to show the differences between the versions at different RPM’s or different crank angles. The conventional wisdom that strokers make more torque but the 2.0L will rev higher is explained with hard calculations of such factors as piston side loading friction and tension on the rods. The 2.3L stroker has the same side loading friction at 7150 RPM as the 2.0L at 8000 RPM. The conventional wisdom that the vibration from removing balance shafts is less than the effect of mismatched piston weights is challenged and explained with a mathematical analysis. A 2.3L stroker has the same harmonic imbalance at 7040 RPM as the 2.0L at 8000 RPM. The effect of the stroker geometry on camshaft selection is examined and supported with charts of common aftermarket 4G63 cams. The analysis shows that stroker engines are more tolerant of aggressive cams than the stock engine. The intake velocity of a stroker at 7000 RPM is the same as a 2.0L at 8000 RPM. Peak piston velocity of a stroker at 7390 RPM is the same as a 2.0L at 8000 RPM. INTRODUCTION After spending too many hours researching how to make my 1998 AWD Talon even better than new including reading many tuner posts in the DSM forums I decided to create this document as a payback to the DSM community.
    [Show full text]
  • CATS) Design, Development and Demonstration Program
    BKM Report No. 990002 BKM, Inc. Date: 28 August, 1998 FinalFinal Report Report Clean Air Two-Stroke (CATS) Design, Development and Demonstration Program Submitted to: CATS Consortium Funding Partners Prepared By: BKM, Inc. 5141 Santa Fe Street San Diego, CA 92109 USA William P. Johnson Voice: (619) 270-6760 Fax: (619) 272-0337 e-mail: [email protected] Table of Contents 1. Introduction ........................................................................................................1 1.1. Scope and Purpose ........................................................................................1 1.2. Background.....................................................................................................1 1.3. Technical Approach ........................................................................................4 1.3.1. Injector Operation ........................................................................................4 2. Prototype Development .....................................................................................7 2.1. Bench Test and Development of Major Components .....................................8 2.1.1. Fuel Injection System ..................................................................................8 2.1.2. High Speed Solenoid Valve .........................................................................11 2.1.3. Lubrication System ......................................................................................13 2.1.4. Electronic Control Unit (ECU) ......................................................................13
    [Show full text]
  • Piston Motion Basics
    Piston Motion Basics The crankshaft, connecting rods, wristpins and pistons in an engine comprise the mechanism which captures a portion of the energy released by combustion and converts that energy into useful rotary motion which has the ability to do work. This page describes the characteristics of the reciprocating motion which the crankshaft and connecting rod assembly imparts to the pistons. A crankshaft contains two or more centrally-located coaxial cylindrical ("main") journals and one or more offset cylindrical crankpin ("rod") journals. The V8 crankshaft pictured in Figure 1 has five main journals and four rod journals. Figure 1 The crankshaft main journals rotate in a set of supporting bearings ("main bearings"), causing the offset rod journals to rotate in a circular path around the main journal centers, the diameter of which is twice the offset of the rod journals. The diameter of that path is the engine "stroke", which is the distance the piston moves from one end to the other end of its cylinder. The big ends of the connecting rods ("conrods") contain bearings ("rod bearings") which ride on the offset rod journals. ( For details on the operation of crankshaft bearings, Click Here; For details on crankshaft design and implementation, Click Here ) The small end of the conrod is attached to the piston by means of a floating cylindrical pin ("wristpin", or in British, "gudgeon pin"). The rotation of the big end of the conrod on the rod journal causes the small end, which is constrained by the piston to be coincident with the cylinder axis, to move the piston up and down the cylinder axis.
    [Show full text]
  • Advances in the Design of Two-Stroke, High Speed, Compression Ignition Engines
    Chapter 5 Advances in The Design of Two-Stroke, High Speed, Compression Ignition Engines Enrico Mattarelli, Giuseppe Cantore and Carlo Alberto Rinaldini Additional information is available at the end of the chapter http://dx.doi.org/10.5772/54204 1. Introduction The most difficult challenge for modern 4-Stroke high speed Diesel engines is the limitation of pollutant emissions without penalizing performance, overall dimensions and production costs, the last ones being already higher than those of the correspondent S.I. engines. An interesting concept in order to meet the conflicting requirements mentioned above is the 2-Stroke cycle combined to Compression Ignition. Such a concept is widely applied to large bore engines, on steady or naval power-plants, where the advantages versus the 4-Stroke cycle in terms of power density and fuel conversion efficiency (in some cases higher than 50% [1]) are well known. In fact, the double cycle frequency allows the de‐ signer to either downsize (i.e. reduce the displacement, for a given power target) or “down-speed” (i.e. reduce engine speed, for a given power target) the 2-stroke engine. Furthermore, mechanical efficiency can be strongly improved, for 2 reasons: i) the gas ex‐ change process can be completed with piston controlled ports, without the losses associ‐ ated to a valve-train; ii) the mechanical power lost in one cycle is about halved, in comparison to a 4-Stroke engine of same design and size, while the indicated power can be the same: as a result, the weight of mechanical losses is lower. Unfortunately, the 2-Stroke technology used on steady or naval power-plants cannot be sim‐ ply “scaled” on small bore engines, for a number of reasons.
    [Show full text]
  • Effects of the Bore to Stroke Ratio on Combustion, Gaseous And
    energies Article Effects of the Bore to Stroke Ratio on Combustion, Gaseous and Particulate Emissions in a Small Port Fuel Injection Engine Fueled with Ethanol Blended Gasoline Jihwan Jang 1, Jonghui Choi 2, Hoseung Yi 2 and Sungwook Park 1,* 1 School of Mechanical Engineering, Hanyang University, Seoul 133-791, Korea; [email protected] 2 Department of Mechanical Convergence Engineering, Graduate School of Hanyang University, Seoul 04763, Korea; [email protected] (J.C.); [email protected] (H.Y.) * Correspondence: [email protected]; Tel.: +82-2-2220-0430; Fax: +82-2-2220-4588 Received: 5 December 2019; Accepted: 8 January 2020; Published: 9 January 2020 Abstract: The purpose of this study is to analyze the combustion characteristics of the port fuel injection (PFI) engine considering the fuel mixing ratio, bore to stroke (B/S) ratio and gaseous and particle emissions. Experiments were conducted in a small single-cylinder PFI engine with a displacement of 125 cc. The fuel used in the experiment was a mixture of pure gasoline and ethanol. The engine was operated at 5000 rpm at full load and wide-open throttle. In addition, combustion and exhaust characteristics of the engines with a B/S ratio of 0.88 and 1.15 were analyzed. The combustion pressure inside the combustion chamber was measured to analyze the indicated mean effective pressure (IMEP) and the heat release rate, and the combustion rate was calculated. In the results of combustion characteristics by the difference of B/S ratio, the influence of flame propagation velocity and turbulence intensity is the largest.
    [Show full text]
  • Measuring Scaling Effects in Small Two-Stroke Internal Combustion Engines Alex K
    Air Force Institute of Technology AFIT Scholar Theses and Dissertations Student Graduate Works 6-19-2014 Measuring Scaling Effects in Small Two-Stroke Internal Combustion Engines Alex K. Rowton Follow this and additional works at: https://scholar.afit.edu/etd Recommended Citation Rowton, Alex K., "Measuring Scaling Effects in Small Two-Stroke Internal Combustion Engines" (2014). Theses and Dissertations. 539. https://scholar.afit.edu/etd/539 This Thesis is brought to you for free and open access by the Student Graduate Works at AFIT Scholar. It has been accepted for inclusion in Theses and Dissertations by an authorized administrator of AFIT Scholar. For more information, please contact [email protected]. MEASURING SCALING EFFECTS IN SMALL TWO-STROKE INTERNAL COMBUSTION ENGINES THESIS JUNE 2014 Alex K. Rowton, Captain, USAF AFIT-ENY-T-14-J-36 DEPARTMENT OF THE AIR FORCE AIR UNIVERSITY AIR FORCE INSTITUTE OF TECHNOLOGY Wright-Patterson Air Force Base, Ohio DISTRIBUTION STATEMENT A. APPROVED FOR PUBLIC RELEASE; DISTRIBUTION UNLIMITED. The views expressed in this thesis are those of the author and do not reflect the official policy or position of the United States Air Force, Department of Defense, or the United States Government. This material is declared a work of the U.S. Government and is not subject to copyright protection in the United States. AFIT-ENY-T-14-J-36 MEASURING SCALING EFFECTS IN SMALL TWO-STROKE INTERNAL COMBUSTION ENGINES THESIS Presented to the Faculty Department of Aeronautics and Astronautics Graduate School of Engineering and Management Air Force Institute of Technology Air University Air Education and Training Command In Partial Fulfillment of the Requirements for the Degree of Master of Science in Aeronautical Engineering Alex K.
    [Show full text]
  • Optimization of 2-Stroke Si Engine Concept with Stoichiometric Mixture
    OPTIMIZATION OF 2-STROKE SI ENGINE CONCEPT WITH STOICHIOMETRIC MIXTURE Oldřich VÍTEK, Jan MACEK Czech Technical University, Prague Company Logo Outline 1. Introduction – motivation and goals 2. Engine Model – tools and calibration, idealization of some engine parameters 3. Computed Cases – constraints and definition of Parameters being compared 4. Results – initial results at 4-cyl. engines, final results at 3-cyl. engine 5. Conclusion 2 1. Introduction Motivation hHigh low end torque of two stroke engines. hModerate BMEP in comparison with a 4- stroke engine. hNatural EGR/Internal EGR (IGR) – support of CAI/HCCI at low loads. hExisting 4-stroke engine modified (advanced VVA necessary) to enable 2-stroke mode. The Three Way Catalyst applied to satisfy emission limits. 3 1. Introduction Goals hTo optimize ideal 2-stoke engine in terms of BSFC while satisfying prescribed constraints – steady operation only. hTo compare 2-stroke engine concept with 4- stroke one under the same/similar conditions for the case of passenger car engine. 4 1. Basic Engine Parameters 4-cylinder engine Bore-to-Stroke Ratio [-] 0.889 Relative Displ. Volume [%] 100 Compression Ratio [-] 10.2 Charging Charged Fuel Gasoline Configuration R4 No. of Intake Valves 2 (VVA) No. of Exhaust Valves 2 (VVA) 5 1. Basic Engine Constraints 4-cylinder engine Required Relative Power [%] 100 Air Excess [-] 1.0 Max. In-Cylinder [bar] 160 Pressure Max. Boost Pressure [bar] 6 Free Oxygen in Exhaust [%] 5 Max. IGR [%mass] no limit 6 1. Basic Engine Parameters 3-cylinder engine Bore-to-Stroke [-] 1.0 Relative Displ. Volume [%] 80 Compression Ratio [-] 9.8 Charging Charged Fuel Gasoline Configuration R3 No.
    [Show full text]
  • AURT201170A Inspect & Service Engines
    AUTOMOTIVE INDUSTRY TRAINING RETAIL, SERVICE AND REPAIR AUR05 Learning & Assessment Resource AURT201170A Inspect & Service Engines Acknowledgment and Copyright © NSW Department of Education and Training (DET) 2008. All rights reserved. This work is copyrighted, but permission is given to trainers and teachers to make copies by photocopying or other duplicating processes for use within their own training organisations or in a workplace where training is being conducted. This permission does not extend to the making of copies for use outside the immediate training environment for which they are made, or the making of copies for hire or resale to third parties. Outside these guidelines all material is subject to copyright under the Copyright Act 1968 (Commonwealth) and permission must be obtained in writing from the Department of Education and Training. Such permission shall not be unreasonably withheld. Disclaimer The views expressed in this work do not necessarily represent the views of the NSW Department of Education and Training. The NSW Department of Education and Training does not give warranty nor accept any liability in relation to the content of the work. Acknowledgement This work has been produced by the Automotive Training Board NSW Ltd with funding provided by the NSW Department of Education and Training. © NSW DET 2008 Page 2 of 61 Contents OVERVIEW ......................................................................................................................................... 8 1.0 THE INTERNAL COMBUSTION ENGINE - DEFINITION
    [Show full text]