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SYSTEM
John Perkins
Jay Robichaud
Brian Ellis
ADVANCED TWO-STROKE TUNED EXHAUST SYSTEM
tc = B / 6N
Ltot = c2tc / 2
Figure 2
Lc = (D2 – Du) / 2 tg 7.5º
S = Total exhaust angle (CA deg)
T = Total scavenge angle (CA deg)
Lct = D2 / 2 tg 7.5º
D1 = Exhaust duct internal diameter (m)
N = tuning (RPM)
Ltot = Lcol + Ld + Lcil +Lct / 2 + s
A negative reflection is requested after
Thus the length of the cylindrical part
can be derived as:
(S-T)/2 = A (CA deg)
Lcil = Ltot – s – Lcol – Ld – Lct / 2
The time for the reflection is
The tail has an approximate length of
tr = A/6N
Ltail = 12Du
The value of the sonic speed can be
estimated, if the temperature inside the
*************************(8)
muffler is known, as
c1 = 20√T1 (m/sec)
The basic equations can include heat Where Du/Dt is the substantive
transfer and friction in the ducts, but derivative of velocity with respect to
obviously can’t take into account the time.
turbulence effect in any part of the
engine. These methods have the Du / Dt = ∂u / ∂t + u∂u / ∂x
advantage of a rapid response on overall
engine performance, making it easy to
compare the influence on engine output
of different geometrical configurations. The expansion of the continuity and
The general drawback lies in the fact momentum equations, respectively,
that accurate external calibrations, yields
derived from experimental tests, are
1 / ∂ (∂p / ∂t ) + u / ρ + ∂u / ∂x = 0
necessary, and then it’s important to
have a solid knowledge of the physical and
behavior of every engine family. The 1 / ρ (∂p / ∂x) + ∂u / ∂t + u∂u / ∂x
valid use is only to obtain comparative
results for a well-defined class of The sonic speed at the pressure p and
engines. density ρ and entropy is given by
Many methods have been developed for a 2 = (∂p / ∂ρ ) s
solving differential equations. These
range from the “characteristic method”, for an ideal gas
which could also be solved graphically,
to modern numerical methods made a 2 = (kp / ρ )
possible only by the advent of
computers. One of the most effective
The 3rd conservation condition
known methods, particularly dedicated
(isentropic flow) is
to the two-stroke engine, is the “Two-
Stroke Simulation Program” developed
p / p ref = (a / a A ) 2 k /( k +1)
by Queen’s University of Belfast (QUB).
This method includes friction, heat
transfer, and multiple ducts, as well as when pref and aA are reference values.
catalyst insertion and multi-cylinder
After substitution, the continuity
capabilities.
equation can be expressed in terms of a
The 3 conservation equations are: and u as
continuity, momentum (without
2 /(k − 1)a∂a / ∂u + ∂u / ∂t + u∂u / ∂x = 0
friction), and constant entropy.
As Riemann variables.
Figure 4
ρ is the density
The results for the last 6 equations can
be used to produce a numerical solution µ is the viscosity
to problems of unsteady flow.
Obviously, the real problem is more k designates the thermal conductivity
complicated, i.e., the duct may have a
cp is the heat capacity
variable or a sonic shock wave may be
generated. h is the specific stagnation enthalpy
Two-Dimensional Methods p is the pressure
Theoretical three-zone model for loop- Dab is the mass diffusion coefficient
scavenge engines:
X designates the mass fraction of the
The mathematical model consists of five fresh charge
conservation laws in somewhat 3-D
form: The differential equations must be
modified to allow the domain of the
solution to be always within the
boundary of the volume occupied by its
gas with a coordinated transformation.
The cylinder domain is divided into
three zones shown in Figure 5.
Figure 6
Figure 5
Figure 7 and Table 1 below show the
For Zone 3, the mesh is confined comparison of calculated vs.
through DD’ and CC’. During the experimental data for scavenging
period in which the ports are closed, the profiles.
zone collapses to a line. Zone 2 is
bonded by CC’ (inlet port closure line)
and BB” (exhaust port closure line).
(8)
EMISSIONS of the combustion-generated heat. The
basic factors governing the combustion
BASIC PRINCIPLES of CO and HC in the exhaust system are:
composition of the reacting mixture,
The main source of the generation of temperature and pressure of the mixture,
unburned hydrocarbon emissions in SI and residence time of the mixture or
(spark ignition) engines is caused by the time available for reaction.(7)
short-circuit of the fresh mixture through General laboratory testing has shown
the exhaust port during the scavenging that the minimum HC concentrations
phase. The meaning of the short-circuit occurred at rich mixtures. When too
is that part of the incoming fresh mixture much air was injected, especially at lean
after the inlet in the cylinder is short- mixtures, excessive cooling of the
circuited directly through the exhaust exhaust increased HC concentrations to
port. Although the emissions of carbon levels above those with no air. Thus, the
monoxide (CO) and nitrogen oxides normal oxidation process was apparently
(NOx) depend mainly on the combustion inhibited by this cooling. The effect of
characteristics, unburned hydrocarbon air injection on CO concentrations was
(HC) emissions in SI engines are caused somewhat different. Exhaust CO was
by this short-circuit of fresh mixture uniformly low at most rich-air-fuel
through the exhaust port.(8) ratios. A small increase in CO occurred
slightly richer than stoichiometric. At
BASIC SOLUTION stoichiometric and leaner, CO was very
low. The leanest air-fuel ratio for best
One of the methods used in production emission reduction was 13.5:1.
to reduce hydrocarbon and CO Normally, engine operation at such a
emissions is air injection into the exhaust rich mixture would reduce fuel economy
system. Oxides of nitrogen will not by 10%. The very low emissions with
necessarily be reduced; in fact they may rich mixtures and air injection arose
be increased if sufficiently high exhaust from a “fire” in the exhaust system. For
temperature results from the combustion mixtures leaner than the small CO peak
of the CO and hydrocarbons with the in Figure 9, non-luminous oxidation
added air or if the injected air enters the occurred and CO emission reduction was
cylinder during the overlap period, relatively poor.
thereby leaning the mixture in the
cylinder. To achieve a high degree of
exhaust system oxidation of HC and CO,
a high exhaust temperature coupled with
sufficient O2 and residence time to
complete the combustion is needed. If a
flame is established, the heat generated
by the combustion of the CO and
hydrocarbons keeps the reaction
going.(7)
Feature Dimensions/Ratios
Bore 69.5mm
Stroke 61mm
Total Displacement 462.8cc
When Jay, Brian and I initially started Con rod length 130mm
the design process, we planned on Crankcase 1.55
quickly “throwing” together a pipe and Compression ratio
Squish Clearance .58mm
then being able to focus the majority of Wrist pin-to-crown 25
our attention on decreasing harmful Wrist pin-to-skirt 25
emissions. NOT EVEN CLOSE. First Wrist pin offset 0
Fly wheel diameter 243mm horsepower, torque vs. rpm curves
No. of exhaust ports 1 (Appendix A), as well as temperature
Top corner radius 10mm profiles (Appendix C) so we could
Bottom corner radius 10
No. of transfer ports 5
calculate lengths and diameters from
Ave max. width 19mm earlier equations and estimate sizes
Top corner radius 6.8mm based upon where we wanted to see
Bottom corner radius 6.8mm improvements made.
Fuel type Gasoline
Air : Fuel ratio 13.5
Table 3 – Note: Values are metric for
compatibility w/ software
GETTING STARTED
D1 D2
Head Pipe D2
A stinger similar to stock diameter was
used to sustain sufficient back pressure
to maintain the wave action of the pipe, 7.13°
and hopefully maintain the engine's
performance. Because smaller stinger
diameters deliver more peak L1
L2
Figure(s) 10
D1 2.78”
D2 2.39”
D3 5.81”
Du 1.25”
L1 1.575”
L2 6.89”
L3 12.17”
L4 13.54”
L5 8.51” Figure 11
L6 15.00”
Table 4
Figure 12
Figure 14
Shown here in Figure 13 is the Daqbook
DBK19 Thermocouple card with type K
& E thermocouples connected to it. Prototype Thermocouple Connections
(Instructions for connection and
operation can be seen in Appendix B)
Figure 15
ANOTHER PITFALL
Figure 18
Figure 20
Figure 21
Figure 19
welded together (courtesy of Home
Depot). Because of area and dimension
restrictions the stinger was not welded in
a direct line with the convergent cone.
As stated above, in order to maintain
good power, the convergent cone should
exit in a straight line into the stinger.
Figure 23
PROPOSED IDEA FOR EMISSIONS
REDUCTION
Now we had to find a way to bend the
stinger because there is no company in
In theory, if you add the right amount of
the greater Bangor area that is able to do
air to the exhaust gases AND keep this
it. It’s difficult to find a material that
mixture above a certain temperature
will bend through such a tight angle
(through good insulation), it will
without splitting or crimping, and local
combust inside the exhaust pipe, burning
shops had no equipment for the job
off the majority of the harmful
either.
emissions. In theory.
CONCLUSIONS &
RECOMMENDATIONS FOR
FUTURE WORK
Comparison of power for the stock pipe, ideal prototype and final pipe
Comparison of Torque for the stock pipe, ideal prototype and final pipe
Appendix B
Thermocouple
2
Locations
3
4 5 6 9
8
Figure 1 shows the temperature profile for the stock snowmobile exhaust. Point 1 is
located at the header. Point 9 is located at the muffler. Point 7 is missing because the
thermocouple was damaged.
Figure 1
5.00E+02
4.50E+02
4.00E+02
3.50E+02
Point 1
3.00E+02 Point 2
Temperature (F)
Point 3
Point 4
2.50E+02
Point 5
Point 6
2.00E+02 Point 8
Point 9
1.50E+02
1.00E+02
5.00E+01
0.00E+00
0.00E+00 1.00E+00 2.00E+00 3.00E+00 4.00E+00 5.00E+00 6.00E+00 7.00E+00
Time (seconds)
Figure 2 shows the temperature profile for the first prototype exhaust with a sharp 60
degree angle at the head pipe.
Figure 2
Temperature Profile for First Prototype
5.00E+02
4.50E+02
4.00E+02
3.50E+02
Point 1
3.00E+02 Point 2
Tem perature (F)
Point 3
Point 4
2.50E+02
Point 5
Point 6
2.00E+02 Point 8
Point 9
1.50E+02
1.00E+02
5.00E+01
0.00E+00
0.00E+00 1.00E+00 2.00E+00 3.00E+00 4.00E+00 5.00E+00 6.00E+00 7.00E+00
Time (seconds)
Figure 3 shows the temperature profile for the second prototype exhaust with a rounded
60 degree angle at the head pipe.
Figure 3
Temperature Profile for Second Prototype
6.00E+02
5.00E+02
4.00E+02
Point 1
Point 2
Tem perature (F)
Point 3
Point 4
3.00E+02
Point 5
Point 6
Point 8
Point 9
2.00E+02
1.00E+02
0.00E+00
0.00E+00 1.00E+00 2.00E+00 3.00E+00 4.00E+00 5.00E+00 6.00E+00 7.00E+00
Time (seconds)
Table 1 shows the temperatures of the final fitted pipe with and without the air pump
operating. Temperatures were only taken at the two most important points, the head pipe
and the muffler. The dramatic increase in temperature with the air pump operating shows
the effects of burning more hydrocarbons before they are exhausted to the atmosphere.
Table 1