1.

scavenge for 2stroke-cycle

In automotive usage, scavenging is the process of pushing exhausted gas-ch
arge out of the cylinder and drawing in a fresh draught of air ready for the n
ext cycle. This process is essential in having a smooth-running internal comb
ustion engine. Modifying the exhaust system, (i.e. modifying the exhaust ga
s velocity by changing exhaust tube diameters) can detract from the "ideal"
scavenging effects, and reduce fuel efficiency and power if not properly plan
ned out and executed. To increase scavenging potential, the entire path fro
m intake to exhaust (i.e. all powertrain parts) to tailpipe must be tuned in sy
nc with each other. This will ensure that the air flow is never interrupted. Th
e acceleration and deceleration of this exhaust gas is what will hinder the sc
avenging potential. For example, fast flowing heads and a tunnel ram intake
combined with a badly planned camshaft and exhaust system will cause the
air to "slow down" and "speed up" throughout its journey, thus reducing its s
cavenging potential. So, to increase scavenging potential, the air must main
tain a positive linear acceleration curve.
There are three types of scavenging on the basis of the flow of air:
Cross-scavenged
Disclosed herein is a two-cycle, internal combustion engine including a piston mounted
for reciprocative movement inside a cylinder and having a top and an inlet face portion
which periodically covers and uncovers an intake port during reciprocative movement
of the piston, a circumferentially extending recess in the piston at the juncture betwee
n the top and inlet face portion thereof and having an inner wall which extends in front
of a limited portion of the intake port located farthest away from the outlet port such t
hat, as the piston inlet face starts to uncover the intake port, an initial flow of fresh cha
rge flows through only the limited portion of the intake port and is deflected by the rec
ess inner wall towards the cylinder head and along the cylinder intake wall in a directio
n generally parallel to the longitudinal axis of the cylinder, and a deflector carried on th
e top of the piston and spaced inwardly from the piston recess for deflecting additional
streams of fresh charge flowing through the intake port, during subsequent uncoverin
g thereof by the piston inlet face, toward the cylinder head in a direction generally par
allel to the cylinder axis but inwardly from the initial stream of fresh charge so that the
cylinder is progressively filled with fresh charge from the cylinder inlet wall towards
the cylinder outlet wall.

loop scavenging
Loop scavenging is a principle of 2 - stroke engines and uses two or more tra
nsfer ports to loop fresh air/petrol/oil mixture up the side of the Cylinder and
down the other pushing the burnt exhaust ahead of it and out the Exhaust p
ort. In contrast to the uniflow cycle, loop scavenging is more powerful and ef
ficient as the backside of the piston is used like a pump to fill the combustio
n room. Loop scavenging was invented by A. Schnuerle for DKW who were ex
clusive users of this patent. Today it is found on any 2 stroke engine.
uniflow scavenging
the process of removing exhaust gases from a cylinder of a two-stroke engin
e and filling the cylinder with a fresh charge. In the process, the fresh charg
e is forced through scavenging ports, and the exhaust gases are discharged
through exhaust ports or special valves located at the other end of the cylin
der. The ports are opened and closed by the piston as it moves within the cyl
inder. In diesel engines, uniflow scavenging is performed by pure air and in c
arburetor engines, by the fuel-air mixture.
2. What is the free piston?
Free-piston engine basics
Due to the breadth of the free-piston term, many engine configurations will f
all under this category. The free-piston term is most commonly used to dis-
Preprint submitted to Elsevier 17 February 2009 tinguish a linear engine fro
m a rotating crankshaft engine. The piston is ‘'free’' because its motion is no
t
restricted by the position of a rotating crankshaft, as known from conventio
nal engines, but only deter-mined by the interaction between the gas and lo
ad
forces acting upon it. This gives the free-piston engine some distinct
characteristics, including (a) variable stroke length and (b) the need for acti
ve control of piston motion. Other important features of the free-piston engi
ne are potential reductions in frictional losses and possibilities to optimise e
ngine operation using the variable compression ratio.

The original
R.P. Pescara is usually credited with the invention of the free-piston engine
with his patent dating from 1928, but other vendors, among others Junkers i
n Germany, were also working on free-piston machinery at this time. Since t
hen, a high number of patents describing free-piston machinery or related to
such machinery have been published. 1 The original Pescara patent describe
s a single piston spark ignited air compressor but the patent seeks to protec
t a large number of applications utilising the freepiston principle. Pescara st
arted his work on free-piston enginesaround 1922 and he developed prototy
pes with both spark ignition (1925) and diesel combustion (1928). The latter
led to the development of the Pescara free-piston air compressor [4]. Pescar
a continued hiswork on free-piston machinery and also patented a multi-stag
e free-piston air compressor engine in 1941
 Free-piston engine unique features
The free-piston engine has a number of unique features, some give it potenti
al advantages and some represent challenges that must be overcome for the
free-piston engine to be a realistic alternative to conventional technology.
Operating principle
The free-piston engine is restricted to the two-stroke operating principle, as
a power stroke is required on every cycle. Although two-stroke engines suffe
r from poorer performance compared to four strokes, this performance gap i
s declining and recent years have seen an increased interest in small scale t
wo-stroke engines.
Piston dynamics and control
In conventional engines, the crankmechanismand flywheel serve as both pist
on motion control and energy storage. The piston motion control ensures suf
ficient compression in one end and sufficient time for scavenging in the othe
r, while the energy storage provides energy for the compression of the next
charge. In the free-piston engine the motion of the
mover at any point in the cycle is determined by the sum of the forces acting
upon it. Hence, the interaction of these forces must be arranged in a way th
at ensures the mover motion is within acceptable limits for all types of opera

tion if the concept is to be feasible.

3. Backfire source of hydrogen fueled engines
4. Principle amount of air to combsution hydrog
en 1kg
chemical sy the boiling lower calorifi heoretical a
Name density
mbols point c power mount of air
0.0000899 28700 kcal/k
hydrogen H₂ -253 34.2 kgf/kgf
kgf/l gf

amount of air = 34.2 kg

5. Lubrication (2stroke, 4stroke)
A motorcycle engine is one that powers a motorcycle, and often contains one
to six cylinders and can be fuel injected, carbureted and even turbo charged.
Early motorcycle engine design relied on two-stroke combustion and lubricat
ion, but most modern versions are of the four-stroke design.
Most small petrol two-stroke engines cannot be lubricated by oil contained i
n their crankcase and sump, since the crankcase is already being used to pu
mp fuel-air mixture into the cylinder. Traditionally the moving parts (both ro
tating crankshaft and sliding piston) were lubricated by a pre-mixed fuel-oil
mixture (at a ratio between 16:1 and 50:1). As late as the 1960s petrol statio
ns would often have a separate pump that would deliver such a pre-mix fuel
to motorcycles. Even then, in many cases the rider would carry a bottle of hi
s own two-stroke oil. Taking care to close the fuel-tap first, he or she would
meter in a little oil (using the cap of the bottle) and then put in the petrol, th
is action mixing the two liquids.
All two-stroke engines running on a petroil mix will suffer oil-starvation if for
ced to rotate at speed with the throttle closed, e.g. motorcycles descending
long hills and perhaps when decelerating gradually from high-speed by chan
ging down through the gears. Two-stroke cars (such as those that were popu
lar in Eastern Europe in mid-20th century) were in particular danger and wer
e usually fitted with freewheel mechanisms in the powertrain, allowing the e
ngine to idle when the throttle was closed, requiring the use of the brakes in
all slowing down situations.

In four-stroke automobile engines, the piston ring system is responsible for

sealing the combustion chamber and its contents from the rest of the engin
e, as well as regulating oil circulation and consumption. In simple two-stroke
engines, like those found on motorcycles and scooters, piston rings do not ci
rculate oil because lubrication is provided by oil mixed directly in with the fu
el.

Trochoid pumpInterest
A gerotor is a positive displacement pumping unit. The name gerotor is deriv
ed from "Generated Rotor". A gerotor unit consists of an inner and outer rot
or. The inner rotor has N teeth, and the outer rotor has N+1 teeth. The inner
rotor is located off-center and both rotors rotate. The geometry of the two r
otors partitions the volume between them into N different dynamically-chan
ging volumes. During the assembly's rotation cycle, each of these volumes c
hanges continuously, so any given volume first increases, and then decrease
s. An increase creates a vacuum. This vacuum creates suction, and hence, th
is part of the cycle is where the intake is located. As a volume decreases co
mpression occurs. During this compression period, fluids can be pumped, or
compressed (if they are gaseous fluids).

Gerotor pumps are generally designed using a trochoidal inner rotor and an
outer rotor formed by a circle with intersecting circular arcs.

A gerotor can also function as a pistonless rotary engine. High pressure gas
enters the intake area and pushes against the inner and outer rotors, causin
g both to rotate as the area between the inner and outer rotor increases. Du
ring the compression period, the exhaust is pumped out.
History
At the most basic level, a gerotor is essentially one that is moved via fluid power.
Originally this fluid was water, today the wider use is in hydraulic devices. Mr. Myro
n F. Hill, who might be called the father of the gerotor, in his booklet "Kinematics o
f Gerotors," lists efforts by a Mr. Galloway in 1787, by Messrs. Nash and Tilden in 1
879, by Mr. Cooley in 1900, by Professor Lilly of Dublin University in 1915, and by F
euerheerd in 1918. These men were all working to perfect an internal gear mechani
sm with a one-tooth difference to provide displacement.