ANALYSIS OF SCAVENGING PROCESS IN A NEW TWO

STROKE CROSS-SCAVENGED ENGINE

Rosli Abu Bakar, Devarajan Ramasamy & Chiew Chen Wee

Automotive Development Centre,
University Teknologi Malaysia (UTM)
Fakulti Kejuruteraan Mekanikal, 81310, Skudai Johor,MALAYSIA
Phone: 607-5535981, Fax: 607-5566159, E-mail: rosliab@fkm.utm.my

Keywords: Scavenging, Investigation, Computational Fluid Dynamics, Two Stroke

ABSTRACT

A two-stroke engine using a blower mechanism is being developed for research

purpose. The engine is a two stroke 150cc engine designed to operate at a theoretical
maximum speed 6000 rpm. The flow regime was seen as cross scavenged and is to be
verified experimentally in later engine development. Results obtained are to be used
to assist development of the engine by predicting scavenging flow at many parts of
the engine. The software used is Cosmos Floworks and it can be used to model
complex geometries of the engine by integration with Solidworks. Boundary
conditions are taken from previous calculations with a flow rate of 0.015, 0.020 and
0.025 kg/s according to engine speed. This will be shown later in the analysis.
Velocity changes during different boundary condition are also seen. Prediction is to
determine improvement of scavenging efficiency.

INTRODUCTION

Scavenging a two-stroke engine includes cross scavenging, loop scavenging and

uniflow scavenging [Rosli et al]. The best scavenging is the uniflow scavenging as
the scavenging is done on the direction of the cylinder where the end of the cylinder
the exhaust is located. The paper will focus on cross scavenging as it is used for the
engine [Rosli et al]. The more fresh air charge that can be in the cylinder during
scavenging the more fuel that can be mixed with the air [Hisato Hori]. The engine for
the analysis is still in early stages of development and the analysis is mainly an
assumed output of the actual engine. The value calculated is used in the
computational fluid dynamics (CFD) program. The objective is to determine the
characteristics of scavenging that the engine will give for variations of engine speeds.
For modeling CFD the theory of Navier stokes equation is applied. A problem is
specified in term of its geometry, boundary and initial conditions.
∂ρ ∂ (1)
+ (ρu ) = 0
k
∂t ∂x k
∂ρu t ∂
+ (ρu t u k − τ ik ) + ∂P = S i (2)
∂t ∂x k ∂xt
∂ ( ρE ) ∂
+ ((ρE + P )u k + q k − τ ik ) = S k u k + QH (3)
∂t ∂x k
Where u is the fluid velocity, ρ is the fluid density, Si is an external volume force per
unit mass, E is the total energy per unit mass, QH a heat source per unit volume, τ ik
is the viscous shear stress tensor, qi is the diffusive heat flux, and the subscripts are
an expression to denote summation over the three coordinate directions.

MODELING THE ENGINE

The engine is a two stroke engine with specification as Figure 1. The fuel is expected
to be mixing with the cylinder contents. Assumptions made for the engine are:
1. The fluid used for the analysis is air and methane (as fuel).
2. Flow is analyzed until scavenging and combustion will not be included.
3. Mass trapped in the cylinder is obtained from calculation.

SCAVENGING PARAMETERS

By definition the scavenging ratio or delivery ratio is given by

Vdel Vdel
Rsc = = (4)
Vref Vces
Where, Rsc , delivery ratio, Vde l , air delivered by the pump = 225 cm3, Vref , reference
volume also can be said as Vces ,
Vces = Vc + Ves (5)
Where Vc , clearance volume Ves , swept volume. For the first boundary, the engine
speed required is 3000 rpm with this the mass flow rate into the cylinder is obtained.
From gas equation the mass flow rate is given by,
P V&
M& ref = in ces (6)
RTin
The roots blower its assumed to give a pressure of 1.2 bar and temperature from the
blower is 60°C. The delivery ratio also can be written as,
 Item Specification
Engine Type 2-stroke engine
Number of cylinder 1
Displacement 150 cc
Expected speed 6000 rpm
Bore, b 6.0 cm
Stroke, s 5.3 cm
Compression Ratio, rc 9
Clearance volume, Vc 18.75 cm3
Piston area 28.2743 cm2
Inlet port area 8.4823 cm2
Outlet port area 7.0686 cm2
Delivery ratio, Rsc 1.5
Scavenging efficiency, η sc 0.776
(a) (b)
FIGURE 1 (a) Engine specifications (b) Diagram of engine
υ del M del
Rsc = (7)
υ ref M ref
For air it can be said that υ del = υ ref
From design it is obtained that the delivery of air the engine by the roots blower is
150% of the engine displacement. This is given by,
150
Vdel = (Vce )* (9)
100
Then, M& del = V&ces ρ air (10)
From (4) the scavenging ratio is,
M del M&
Rsc = or R sc = del (11)
M ref M& ref
Figure 2 (b) show that the scavenging ratio will fall as the rpm is increasing.
Scavenging efficiency shows no changes due to increasing speeds. For perfect
mixing [Heywood] the relation is given by,
η sc = 1 − e − Rsc (12)
Where, η sc is the trapping efficiency.

In Cylinder Condition
The inlet valve opening time is needed for the time the flow goes through the engine
for scavenging. The formula average piston speed and distance traveled by the piston
[Willard] is used which is,
U p = 2SN (14)
Where U p is the average piston speed, S , stroke N , the engine speed to be analyzed
For distance traveled by piston, s

1.000
SE
0.800
Efficiency

0.600
0.400
TE
0.200
0.000
3000 4000 5000
rpm
(a) (b)
FIGURE 2 (a) Effect Of Calculated Scavenging Efficiency (SE) and Trapping Efficiency
(TE) (b) Reference [Gordon]

= a cos θ + r 2 − a 2 sin 2 θ
s (15)
From design the calculated port timing during scavenging is given by Figure 3(b)
[Rosli et al], the time is for full scavenging time of 108.4° this time is used as a
boundary condition when the piston is sitting on the bottom dead center (BDC). The
initial condition is taken as ambient with no heat loss from the cylinder. The fuel is
methane, as it is used to study on alternative fuels in the future.

RESULT AND DISCUSSION

The results presented are for the three different mass flow rates corresponding to
3000, 4000 and 5000 rpm. Figure 4 of the scavenging at 3000 rpm is not good
scavenging; as cylinder air is not being displaced enough even though lot of fuel is
short-circuiting with more fraction of the fuel is at BDC as Figure 7. The mixing of
fuel and air is also not good. At 4000 rpm the scavenging is more as more in cylinder
air is displaced from the cylinder. There are regions that have little or no fuel from
the simulation as Figure 5 (a) and 6(a). Fuel concentration at BDC enables the fuel to
mix with the air during compression and combustion for all speeds Figure 7.
 CONCLUSION

Scavenging profile is seen with engine speeds varying. The profile for 5000 rpm is
considered as good scavenging as more fuel in the cylinder. The scavenging at 3000
rpm is not good fuel pushed to the right of cylinder. Inlet port and the piston head
must be modified if the engine cannot run or gives little power during experiments.
Speed (rpm) 3000 4000 5000
Time (ms) 6.02 4.517 3.613
Actual Mass 0.0105 0.01414 0.01768
Flow Rate
Delivered Mass 0.015 0.020 0.025
Flow Rate
(a) (b)

FIGURE 3 (a) Table showing calculated properties to engine speed (b) Port Timing

(a) (b)

Figure 4 (a) Scavenging Profile At 3000 rpm (b) Isolines of mass fraction

(a) (b)

FIGURE 5 (a) Scavenging Profile at 4000 rpm (b) Isolines of mass fraction
 (a) (b)

FIGURE 6 (a) Scavenging Profile at 5000 rpm (b) Isolines of mass fraction

FIGURE 7 BDC Mass Fraction For 3000, 4000 And 5000 rpm.

ACKNOWLEDGEMENTS

The authors would like to express their thanks to the Ministry of Science,
Technology and Environment of Malaysia for funding the project by the Intensified
Research Priority Area (IRPA) Grant.

REFERENCES

Rosli Abu Bakar, Devarajan Ramasamy, Chiew Chen Wee, 2003, Effects of Port
Sizes In Scavenging On New Two-Stroke Engine Using Numerical Analysis, The 3rd
International Conference on Numerical Analysis In Engineering (NAE 2003).
Hisato Hori, Scavenging Flow Optimization of Two-Stroke Diesel Engine by Use of
CFD, SAE TECHNICAL PAPER SERIES, 2000-01-0903
Heywood J. B., “Internal Combustion Engine Fundamental”, McGraw Hill, 2002.
Gordon P. Blair, 1996, Design and Simulation Of Two-Stroke Engines, SAE Inc.
Willard W. Pulkrabek, 1997, Engineering Fundamentals Of The Internal
Combustion Engine, Prentice Hall.