7

CHAPTER (8)
TWO – STROKE ENGINE

Both S.I. and C.I. engines can be designed so that one complete cycle of events
in the cylinder is completed in two strokes instead of four.Thedifference between two-
strokes and four stroke engines is in the method of filling the cylinder with fresh
charge and removing the burned gases from the cylinder. The piston stroke in two
strokesengine is longer because part of the compression and expansion strokes are used
for the process of exhaust and induction. Fig. 8-1 shows a section of a common type of
two stroke engine.

Figure (8 – 1) The two – stroke engine

In Figure(8-1a) the piston is shown near the end of compression stroke. The
upward motion has decompressed the crank – case and air has been admitted through
the self-acting valve to the crank-case. During the expansion stroke the air in the
crank-case is compressed, and near the end of this stroke (b) the exhaust port is
uncovered to allow the hot gases to blow down the exhaust duct. Further movement of
the piston uncovers the inlet port (c), and compressed air from the crank-case flows
into the cylinder. The exhaust and inlet ports are open simultaneously for a short
period so that the in coming air can assist in cleaning the cylinder from combustion
products.

Figure (8 – 2)
(a) Cross scavenging;
(b) MAN loop scavenging;
(c) Schnuerle loop scavenging;
(d) Curtiss loop scavenging.

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 The piston can be shaped to deflect the fresh gas across the cylinder to assist the
"scavenging" of the cylinder; this is called cross-flow scavenging (Fig 8-2a). The
scavenging may be done by using two transfer ports (Fig 8-2c) which direct the
incoming air up the cylinder; this is called inverted flow scavenging. In
loopscavenging the inlet and exhaust ports are on the same side (fig 8-2b). Ideal
scavenging can be obtained by locating exhaust (or inlet) valve in the
head,uniflowscavenging.
For the same power output, more air is required in a two – stroke engine than in
a four – stroke engine. This is because some of the air is lost in the overlap period of
the scavenging process. Volumetric efficiency of the four- stroke engine is replaced by
either delivery ratio or charging efficiency.
.
mmi m mi
Delivery ratio Odr { scavenging ratio O
Vs U a .
m cy
mmt m mi
Charging efficiency,KCH { scavenging ratio Osc
Vs Pa m cy
Where: mmi =mass of air-fuel mixture supplied
mmt = mass of air-fuel mixture trapped in cylinder after valves closes
mcy = mass of air-fuel mixture which could be trapped in cylinder volume
Vs= swept volume
ȡa=density of air at ambient conditions
Delivery ratio ( Odr ) is greater than charging efficiency (K ch ), because some of the
air-fuel mixture supplied is lost though the exhaust port before it is closed. For engines
that inject fuel after the values are closed, the mass of mixture should be replaced with
mass of air.
The compression ratio of two- stroke engine is defined as :
 total volume above exhaust ports
CR
clearence volume

Theoretical and actual cycle for two-stroke engine:

(a) (b)

Figure (8 – 3) (a) Theoretical p – v diagram; (b) Actual p – v diagram

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 The mep of the 2-stroke cycle engine may be measured on the basis of effective
stroke or on the basis of total stroke. It is obvious the former is greater than the later.

Valve Timing Diagram for 2-Stroke Engine:

The valve timing diagram for two-stroke engine is shown in fig.8-4; (a) petrol
engine,(b) diesel engine,(c) gas engine.These timing diagrams are self-explanatory.

Figure (8 – 4a) Valve timing

Diagram for 2 – stroke petrol
engine

Figure (8 – 4b) Valve timing for two – Figure (8 – 4c) Valve timing diagram
stroke diesel engine for 2 – stroke gas engine

Comparison of Two-Stroke and Four Stroke Engines:

Advantagesof two – stroke engine:

1. 2- stroke engine gives twice as many power strokes as a four stroke cycle engine at
the same speed; therefore, the two-stroke engine should develop twice the power of
four- stroke engine.
2. For the same power developed, the –stroke engine is much lighter.
3. Turning moment of 2-stroke engine is more uniform.
4. It provides mechanical simplicity.
5. Easier to start.
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6. Initial cost is less.
Disadvantages:

1- Lower thermodynamic efficiency, because the effective compression ratio is

less.
2- Portion of the fresh charge is escape through the exhaust port, therefore,sfc is
higher.
3- The capacity of the cooling system must be higher.
4- Consumption of lubricating oil is sufficiently large.
5- Sudden release of burnt gases makes the exhaust more noisy.
6- The fresh chargeis highly polluted by residuals from previous cycle.

Example 8-1:

The stroke and diameter of the two stroke petrol engine are 14 cm and 10 cm
respectively. The clearance volume is 157 cm3/ If the exhaust ports open after 140o
after TDC, find the air standard efficiency of the cycle.
Solution:

Effective stroke = r +r cos T

1
Where r is crank radius which is stroke and T =40o
2
Le=7+7 cos 40 = 12.43 cm
S S
Effective stroke volume e= d 2 * Le (10) 2 *12.43 975 cm
4 4
Vse  Vc 975  157
Effective compression ratio = 7.23
Vc 157
1 1 1
Ka 1 J 1
1 1 0.547
re 7.231.41 2.206
Example 8-2:
The diameter and stroke of two stroke diesel engine are 8 cm and 12 cm
respectively. The clearance volume is 36.2 cm3.The exhaust ports close after 45o crank
angle from BDC.
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 The fuel valve opens at TDC and closes 30o crank angle after TDC. Find the air-
standard efficiency of the cycle.
If the relative efficiency is 50% find the specific fuel consumption assuming the
C.V. of the fuel used is 42000 kJ/kg.
Solution:
Le= r (1+ cos T ) = 6 (1+cos 45) = 10.242 cm
S
V3 = (r- r cos 30) A + Vc = 6 (1- cos 30) u 82 + 36.2
4
3
= 36.2 + 6.734 = 42.934 cm
S S 3
Vse= d 2 . Le = u 64 u 10.242 = 515cm
4 4
Vse  Vc 515  36.2
Effective compression ratio = 15
Vc 36.2
V3 42.934
Cut- off ratio = 1.186
V2 36.2
ª § § V ·J ·º
« ¨ ¨¨ 3 ¸¸  1 ¸»
1 «1 ¨ V ¸» § 1.1861.4  1 ·
1  J 1 « ¨ © 2 ¹J
1
Ka ¸» 1  ¨¨ ¸¸
re J
« ¨ §¨ V3 ·¸  1 ¸»
1.4 u 150.4 © 1.186  1 ¹
« ¨ ¨© V2 ¸¹ ¸»
¬ © ¹¼
1 § 1.269  1 ·
1- ¨ ¸ 0.65
4.136 © 0.186 ¹
K IT
Kr
Ka
K 2T 0.5 u 0.65 0.325
ip
K3T
m f u CV
ip
mf
0.325 u 42000
3600
sfc 0.264 kg/kw.h
0.325 u 42000

Example 8-3:

A 2-stroke dies engine having bore 10 cm, stroke 12 cm, compression ratio 16:1,
runs at 1500 rpm. During trail run of the engine, the following observations were
made:
Atmospheric pressure 103 kPa
Atmospheric temperature 35oC
Air supplied by blower = 125 kg/hr

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 If the scavenging efficiency of the engine is 57.4%, calculate the scavenging
ratio, trapped efficiency, and charging efficient.
Solution:
mmt
Scavenging efficiency = K sc
mcy
mcy=Vcy u Pa
r 16
Vcy Vs Vs
r 1 16  1
mmt
KCH
Vs Pa
P 103
Ua 1.16 kg/m 3
RT 0.287 u 308
S § 10 ·
2
. 12 1500
VS u¨ ¸ u u 0.02356 m 3 / s or 1.4136 m 3 / min .
4 © 100 ¹ 100 60 u 1
. 16
V cy u 0.02356 0.025133 m 3 / s
15
.
m mt K sc u mcy 0.574 u 0.025133 u 1.16 0.01673 kg/s
mmi 125
Scavenging ratio O 1.19
mcy 3600 u 0.025133 u 1.16
mmr 0.01673 u 3600
Trapped efficiency Ktrap 0.4818
mmi 125
mmt 0.01673
K CH 0.612
Vs Pa 0.02356 u 1.16

Example 8-4:
A 2-stroke single cylinder diesel engine has a bore 125 mm, stroke 150 mm,
compression ratio 15:1, runs on 1800 rpm, the atmospheric conditions are 300 k and 1
atm. The trapping efficiency is 60%, air / fuel ratio= 30:1, LCV=43000 kJ/kg,
imep=4.36 bar and K IT =35%. Evaluate:
a) Scavenging ratio b) charging efficiency
c) Delivery ratio d) scavenging efficiency

Solution:
S § 125 ·
2
. 150 1800 3
Vs ¨ ¸ u u 0.055 m /s
4 © 1000 ¹ 1000 60 u 1
. r 15 3
V cy Vs u 0.055 0.0591 m /s
r 1 14
100
Ua 1.161
0.287 u 300

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 .
i. p pi V s 4.36 u 100 u 0.055 24 kW
tp 24
mf 0.0016 kg/s
K IT u LCV 0.35 u 43000
A
mmt mf u 0.0016 u 30 0.048 kg/s
F
mmt 0.048
Ktrap Ÿm mi 0.08 kg/s
mmi 0.6
mmi 0.08 0.08
a) O 1.169
mcy 0.0591u 1.16 0.0684
mmt 0.048
b) KCH 0.7523 or 75.23%
Vs Pa 0.055 u 1.16
mmi 0.08
c) Odr 1.25
Vs Pa 0.0638
mmt 0.048
d) K sc 0.7 or 70%
mcy 0.0684

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