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~A II!!! The Engineering

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850085

A New Practical Model for the Scavenging

Process in a Two-Stroke Cycle Engine
Eran Sher
Dept. of Mechanical Engineering
Ben-Gurion University, Beer-Sheva, Israel
(At present on a sabbatical leave at M.l.T.)

I nternational Congress
& Exposition
Detroit, Michigan
February 25 - March 1, 1985
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ISSN0148-7191
Copyright © 1985 Society of Automotive Engineers,lnc.

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850085

A New Practical Model for the Scavenging

Process in a Two-Stroke Cycle Engine
Eran Sher
Dept. of Mechanical Engineering
Ben-Gurian University, Beer-Sheva, Israel
(At present on a sabbatical leave at M.I.T.)

ABSTRACT the cylinder at atmospheric conditions - rn (SAE

recommended terminology (1».~ o
A semi-empirical model is proposed to
represent the scavenging process in cross, loop nc == ma,c 1m 0 (1)
or uniflow scavenged engines. The model is
based on the assumption that in most cases (if
not in all) the time variation of the mass In two-stroke cycle engines the prediction of
fraction of fresh air content in the gas passing the charging efficiency is an extremely
through the exhaust port (S) exhibits an nsn difficult task as the scavenging process is a
type curve. An exponential function of the complex function of the method of scavenging,
form of the cylinder geometry and the physical
conditions of operation. Several models have
e - era b been suggested to simulate the scavenging
1 - exp [-c . A .(---------) ] process. The simplest models are the pure
ere - 8 Io displacement and the isothermal pure mixing (2).
The first model assumes a constant pressure
is suggested to fit this curve Hhere the shape process in which the entering fresh charge
and the form factors may consider any pushes out the burnt gas by a perfect
combination of perfect displacement, perfect displacement mechanism, during which no mass or
mixing and short-circuiting processes. The heat transfer is allowed to cross the interface
charging efficiency was then calculated and between them. Thus,
compared with other models - the isothermal
mixing, the non-isothermal mixing, the Benson l for l < 1.0
model and a detailed computer model. The new (2)
model has been found as a realistic model for 1.0 for,\ ~ 1.0
modern engine design and an easy-to-use model
for computer simulations. where ,\ is the delivery ratio.
The isothermal pure mixing model assumes a
constant volume, constant pressure and a
constant temperature process during which a
THE PERFORMANCE AND EMISSIONS OF AN INTERNAL perfect mixing occurs betHeen the entering
COMBUSTION ENGINE are dependent on the charge and the cylinder content. A modified
thermodynamic properties of the mixture trapped version of the pure mixing model (3) - the non
inside the cylinder at the commencement of the isothermal mixing model allows a temperature
compression stroke. In two-stroke cycle engines difference between the cylinder content and the
these properties are closely related to the entering charge, however for the t\>l0 cases, the
efficiency of the charging process. In pure mixing model results (Appendix I):
quantitative terms, the success of this process
is evaluated by the overall charging efficiency, n =1 - exp(- l) (3)
n , Which is defined as the ratio between the c
mgss of delivered charge retained - m and the This model is a very simple model which does not
mass of the pure air which could be t~agped in take into consideration the method of scavenging
:+ or the cylinder geometry. However, although the
Nwnbel~s-in vGl'enthes'is des'ignate references perfect mixing concept is far from reality, the
at end of p~peI'.
predicted overall efficiency has been found
0148·7191/85/0225-0085$02.50
Copyright 1985 Society of Automotive Engineers, Inc.
 Downloaded from SAE International by University of New South Wales, Sunday, August 19, 2018

2 850085

quite close to the actual performance for old mixture. The e function represents the
engines design. instantaneous exhaust gas composition. Its
Benson (4) has suggested a O-dimensional variation with time has been found by many
gas dynamic model to simulate the scavenging investigators, to exhibit in most cases if not
process. The cylinder was divided into three in all, an IIsn type curve. Figure 1 shows some
zones - an air zone, a gas zone and a mixing experimental results as measured by Sher (7) in
zone, where the scavenge process was considered a motorized flow visualization rig using a loop
to be in three phases - a displacement phase, a scavenged (Schnilrle type) two-stroke engine. In
short-circuiting phase and a mixing phase. The that rig, both the fresh charge and the burnt
model consists of two differential equations for gas were simulated by water (isothermal model)
each zone to consider the mass and energy and therefore lower values for the B function
balance, a prescribed function to specify the are expected, however the TlSTI type curve is
flow rates of the air and gas into the mixing clearly seen, In the same paper, the author has
zone, and two constants which represent the presented a calculated curve as obtained by
phases timing. Benson (4) has demonstrated how running a detailed computer program for the same
close are the results of his model to the actual experimental conditions, and this shows a
performance of a modern engine design. However, similar behavior. Figure 1, also presents four
in spite of its high complexity (numerical other calculated curves for the exhaust gas
integration of six dependent differential composition; the isothermal mixing model, the
equations), the model does not consider the non-isothermal mixing model, the Benson (4)
method of scavenging and the cylinder geometry, model, and a detailed computation model (7)
although these may be considered by the running for a modern engine design. The latest
prescribed function of the mixing rates or by two show an "SII type curve, while the simplest
the phases timing. do not. The failure of these curves is
In another work of the present author (5), emphasized at the first half of the scavenge
an attempt was made to investigate the mechanism process where the perfect mixing concept is very
of the scavenge process by solving numerically far from reality.
the relevant conservation equations inside the In general, the "Sit type curve may be
cylinder to yield the time variation of the represented by an exponential function as
spatial profiles of the temperature and mixture follows:
composition. The calculations resulted in the
time development of the interface profile
between the fresh charge and the burnt gas, and B 1 - exp[-c • A (5)
allowed the identification of poor scavenging
regions inside the cylinder for prescribed
cylinder geometry and a set of operation where e is the crank angle, band c are the form
conditions. However, although this model can and shape factors, and the SUbscripts 10 and Ie
present a realistic and clear picture of the in- are the Inlet Opens and Inlet Closes
cylinder events, and although it can be used to respectively.
optimize the cylinder geometry, it is not a I. 0 , - - - , - - - , - - - - , - - - - - , - - - - - - - - ,
practical model for an engine simulation to
predict the overall engine performances. ~
.. EXPERIMENTS SHER (7)
It is the purpose of the present paper to z
Q .8 MIXING
propose a new model for the scavenging process l-
in a two-stroke engine which is a realistic
model for modern engine design on one hand, and
(/)
0
Q.
/ "
a practical model for engine simulation on the :z:
0 .6 ISOTHERMAL OETAILEo/
COMPo /
other. u MIXING
SHER{S
(/)
THE "S" SHAPE CONCEPT <>:
t'l
One of the most accurate methods to I- .4
(/)
evaluate the charging efficiency in a fired two- :::>
stroke engine, is to situate a sampling valve in <>:
J:
the exhaust pipe just outside the exhaust ports x
w .2
(Kannapan (6) and others), and to trace the ~
,
exhaust gas composition with time. For this en.
purpose it is convenient to define the B
function as follows:
dm /dt .2 .4 .6 .8 1.0
a,e
B diii-/dt-- (~)
t*- [(O-Oro)/(Orc-8ro)]
e
where dm /dt is the mass flow rate of the Figure 1 - Some calculated curves for the
mixture ~merging from the cylinder through the exhaust gas composition vs. time,
exhaust ports, and dm /dt is the fresh charge and an experimental observation in a
mass flow rate which fsecontained in this flow visualization rig.
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850085 3

The charging efficiency (equation 1) may be the form and the shape factors, band c; a
then expressed in terms of 8 as follows: The perfect displacement process is represented by
mass of delivered charge retained is always: c=O, an isothermal pure mixing process by c=l
and b=O, and a pure short-circuiting process by
c+ m • However, as observed experimentally in a
rt flow Visualization rig "'by Sher (7), no definite
m
a,c ortm a,s • dt -
0
•
ma,e
• dt ( 6)
phases can be identified during the process, but
rather a complex combination of the three phases
where ma,s is the mass flow rate of the entering occurs, and thus the approach of a perfect
displacement process - charging losses, may be
fresh charge through the scavenge ports. which preferable over any pure phases model.
is related to the delivery ratio by: Figures 2 and 3 show the effect of the form
factor, b, artd the shape factor, c, on the
m
a,s
= m0 • dA/dt
1.0
If we assume a constant volume constant pressure ~

process having a constant specific heat. then Z >.. =. >"0' t*

0 C· Ao" 1.7
I-
.8
p • V = m • R • T = canst (8) Tg/To " 2.5
(f)
0
and from the energy balance: tl.
:2
0 .6
u
ma,s Ta,s IT e (9) (f)
<t .Q.

where
'"
I-
(f)
.4 1.5
2.0
:::> 2.5
<t
I
T = S . T + (1 - S) • Tg (10) X
e a,s w .2
~
,
and T is the temperature of the unmixed burnt CQ
gas. g
Substitution of equations 4, 7. 8, 9 and 10 o L--=~2:::::-L_---.l._-.---J1------J
into equation 1 results: o 2 A .6 .8 1.0
t- [(8-8rol/<8rc81Ol]
t * S • dAidt * dt * ( 11)
n
c
= A - J B-~-(l-:-B)-:-T-/T- Figure 2A - The effect of the form factor, b, on
o ga,e
the exhaust gas composition.
where the non-dimensional time - t * is defined
as 1.0 r----,r----,----,---r---"

t * = (0 - 0ro)/(Orc - Oro) ( 12)

A" I • t*
~

Equation (11) may be integrated numerically >- .8 e'A o "!'?

u
by a simple technique to yield the charging z Tg/To " 2.5
efficiency at any time t* or at the end of the w
scavenge process (t*=l). u
G: .6
lJ..
FEATURES OF THE PRESENT MODEL W

Equation (11) suggests that the scavenging '"Z

process may be interpreted as a combination of a
perfect displacement scavenging and charging
'"a:<t .4
MIXING
I
losses. The type of the process is determined by U
~

lu .2
'" The rig dimens'ions and the physical conditions ".
of ope:eation lJe1 e se leeted so as to conse:pve a
7

simplified form of the gene1 al similarity law 7

between the l~eal and the silmllated engine. The

mi.:dng process was -investigated by Hsing a time .2 A .6 .8 1.0
dependent scavenging silmAlation with two incom- t"- [<8- 8IQl 1(8re - 8ro l]
pressib le fluids (water). The mLTing layer
between the two media was made vis-ible by apply- Figure 2B - The effect of the form factor, b, on
ing a colom~ change PH indicator. the charging efficiency.
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4 850085

predicted exhaust gas composition and the

charging efficiency. a higher form factor and a
lower shape factor result in lower charging
losses and a higher charging eficiency. An = "c(stand. cond.) • [l:!'!_
appropriate selection of band c, can produce l-w o
any curve between the perfect mixing and the
( 1 3)
perfect displacement procsses. A practical
procedure to calibrate the model is to set the where w is the air humidity ratio and the index
value of the shape factor, C, to fit the o denotes standard atmospheric conditions.
measured exhaust gas composition at the end of
the scavenge process, and then to set the form
factor, b to fit any other measured value mear
the Bottom Center. This technique has been 1.0
performed to fit a 6-curve to a calculated curve ~

as predicted by a detailed computer program by Z A = AO • t*

Sher (5) for three different make engines, and 0 b= 2.0
I-
.8
some results are summarized in Table 1. The Tg ITa = 2.5
U)
engine specifications are given in Table 2 (more 0
details may be found in ref. 8). a..
:2
The calculations of the present model for 0 .6
the charging efficiency, for all of the three u
U)
engines at both times, show an excellent
agreement with the predictions of the detailed
« C'AD
<!J
model. This agreement was obtained by setting I- .4 2.0
the form factor, b, to 2.±.06 and the shape U) 1.7
::> 1.4
factor, c, to 2.1±.43 (for the modern design «
engine, the 1st and the 3rd, c=1.7±.03). J:
X
w .2
~
,
Ql.

THE EFFECT OF ENGINE SPEED 0

0 .2 .4 .6 .8 1.0
Table 3 shows the effect of the engine t*- [(B-8 ro )l(Brc 8ro)]
speed on the selection of the best fitting
values for the form factor b, and the shape Figure 3A - The effect of the shape factor, c,
factor c. It is clearly seen that the selection on the exhaust gas composition.
doesn't depend on the engine speed but on the
engine design. This conclusion is supported by
another observation of the present author (ref.
9) which stated that the primary parameter which
affects the deterioration of the charging 1.0
efficiency, at off-nominal engine speeds, is the
delivery ratio - Ai the mechanism of scavenging A = I· t*
~
the burnt gas does not seem to change with the >- .8 C·A o =1.7
engine speed in this range. u Tg/Ta = 2.5
Z
W
Q
lJ.
lJ. .6
w
THE EFFECT OF ATMOSPHERIC CONDITIONS
<!J
~
In another article of the present author <!J .4
(ref. 9), the effect of changes in atmospheric a::
pressure and temperature on the performance of a
«
J:
crankcase-scavenged spark-ignition two-stroke u
~

cycle engine has been investigated both I .2

experimentally and theoretically. One of the
conclusions there, stated that the deterioration
"'u
of the engine performance at high altitude is
mainly attributed to the deterioration of the
charging efficiency while the delivery ratio .2 .4 .6 .8 1.0
increases only to a moderate extent. Therefore, t*- [(8- 8 10 ) I (B rc - BIG )]
it is suggested here to use the correction
factor for the indicated power to correct the
charging efficiency as follows: Figure 38 - The effect of the shape factor, c,
on the charging efficiency.
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5
850085
TA8LE 1
Comparisons between the present model rsults and predictions of a detailed
computer program (ref. 5) for three different make 2-8 engines at nominal
engine speed. (See Table 2 for the engine specifications). Here, BC, Ie and
EC stand for Bottom Center, Inlet Closes, and Exhaust Closes respectively.

Engine 2 3

Detailed model results:

B at IC .81 .91 .79
B at BC .18 .26 .18
A, .96 .95 .94

Calibration of the present model (assuming A=AO·t * and T lT =2.5):

g a
b 2.06 2.00 1. 96
e 1.73 2.53 1. 68

Comparison:

n at Be -
c
Detailed model .468 .460 .461
Present model .470 .460 .460

no at Ie -
Detailed model .801 .725 .784
Present model .799 .727 .786

TABLE 2
Engine specifications. The three engines are crankcase-scavenged two-stroke,
spark ignition engines having a piston controlled port and a loop scavenging
of the SehnUle type.
Engine

2 3
Manufacturer Karl Schmidt USSR Limbach

Type STIHL 075 L 275 E

Number of cylinders 2
Swept volume Ccm 3 ) 111.0 124.3 136.8x2
Crankcase/swept volume 3.5 5.3 3.2
Compression ratio 8 7.6 8
Cylinder bore (em) 5.80 5.18 6.60
Stroke of piston (em) 4.20 5.90 4.00
Port timing:
Exhaust port open ('BBOC) 67 67 66.5
Inlet port open ('BBOC) 56 56 53
Port width (em):
Exhaust 3.25 2.65 3.4
Inlet 2.4 1. 55 3.2
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6 850085

TA8LE 3

The effect of the engine speed on the selection of the best fitting values for
band c.

Engine 2 3
75% of nominal speed
h, .78 .74 .79
b 2.03 2.04 2.01
c 1. 74 2.49 1. 70

Nominal speed:
h, .96 .95 .94
b 2.06 2.00 1. 96
c 1. 73 2.53 1. 68

133% of nominal speed

h, .76 .68 .76
b 2.02 1. 96 1. 97
c 1. 71 2.61 1. 67

THE MODE OF INTROOUCING THE FRESH CHARGE 1.0 , - - - , - - - , - - - , - - r - , - - ' "

Figure 4 ShOHS the effect of changing the >'0= 1.2~·

overall delivery ratio, Ao ' on the charging A= >"0· t*
DISPLACEMENT /'/1.0
efficiency for a linear cnarging function
~

>- .8 b = 2.0
u C = I. 7
(A=AO.t*). An increase of 20% in AQ results in z
an increase of 15% in the charging efficiency w Tg / To = 2.5
while the pure mixing suggests an increase of !,d
u..
11%. A reduction of 20% in AQ results in a u.. .6 PRESENT~~~~~
decrease of 17% in the charging efficiency as W
compared with 13% of the pure mixing model. The to
difference between the predictions of the two Z
models is attributed to the "SIl shape of the to .4
0::
exhaust gas composition; although the charging «
I
efficiency as predicted by the present model is u
higher, the exhaust gas at the end of the ~

I .2
scavenging process, contains a higher fraction
of fresh air, and thus the charging efficiency "'U
is much more sensitive to the exhaust mass flow
rate, or alternatively to the delivery ratio.
Figures 5A, 58, and 5C present the effect .2 .4 .6 .8 1.0
of changing the time dependence rate of the
introducing charge. It seems that the mode of t- [(8- 8 10 )1 (8r e 8 10 l]
introducing the fresh charge has a profound
effect on the rate of the charging process Figure 4 - The effect of the overall delivery
(Figure 5C) and to a certain extent on the ratio on the charging efficiency.
overall charging efficiency. Introducing the
fresh charge at a rate proportional to -/t*
results in a higher mass fraction of fresh air
content in the eexhaust gas during the entire
process, than introducing it at a rate -t*2 CONCLUSIONS
(Fig. 58). However, since the mass flow rate of
the exhausted gas at the early stages is high, A practical new model has been proposed to
and since the mass fraction of the fresh air represent the scavenging process in a two-stroke
content at this stage is low. it is expected cycle engine. The model is based on the
that a high overall charging efficiency would be assumption that the time variation of the mass
obtained. In general, in any case where the fraction of the fresh air content in the gas
exhaust gas composition exhibits an liS" type passing through the exhaust port exhibits an "slt
curve, the higher is the negative derivative of type curve. An exponential function has been
the mass flow rate of the introducing fresh suggested to fit this curve, from which the
charge, the higher is expected the overall charging efficiency has been derived.
charging efficiency. The following conclUsions were drawn:
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850085 7

1.0,----,---,---,---,----__=_ I.O,--,------,,----,--~--~

~
b" 2.0 z b" 2.0
.8
C" 1.7 Q .8 C" 1.7
I-
~

o Tg/To " 2.5

(f)
Tg/To " 2.5 r
I- 0
a. 7
<t "I
a:: .6 ::;;
0 .6 ' /
>-
a::
w
u
(f)
'
/,//
<t

~/ /
> <!>
..J .4 I- .4 A"fi*
W (f)
o ::J '
~

I
-<
.2 ~
<t
I
X
.2
,4//
Q).
,
,
~ / /-(d
b //
0
0 .2
--- .4 .6 .8 1.0
,*- [(B-B ro ) I (B rc Bro )]
Figure 5A - Some possible forms of the delivery Figure 58 - The effect of the delivery ratio
ratio function. function on the exhaust gas
composition.

1. The selection of the form and the shape attributed to the deterioration of the
factor, band c depends on the engine type. charging efficiency, it is suggested to
For modern loop-scavenged engines it is correct the charging efficiency by using
recommended to select b-2. and 0-1.7. the appropriate correction factor for the
indicated power.
2. As the mechanism of scavenging the burnt
gas by the fresh charge does not change 4. The higher is the negative derivative of
noticeably with the engine speed, the the mass flow rate of the introducing fresh
selection of band c doesn't depend on the charge, the higher is expected the overall
engine speed. charging efficiency.

As the deterioration of the engine 5. The following table summarizes a brief

3. comparison between several known models.
performance at high altitude is mainly

Model B nc comments

pure displacement 0, 1 I., unrealistic

Isothermal mixing l-exp (-I.) l-exp(-I.) insensitive to

engine design
Non-isothermal mixing l-TIT g ·exp(-I.) l-exp(-I.) (unrealistic
for modern
engines)
Benson (4) "SII shape a monotonic heavy computer
increasing programs - non
function practical for
Detailed computer Cref. 5) liS" shape " engine
simulation

Present dt *
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8 850085
p - pressure
I. 0 r - - - r - - - - - ; r - - - , - - - , - - - " R - universal gas constant
T - temperature
t - time
~ t* - dimensionless time (eq. 12)
>- .8 v - volume
u
z
w GREEK SYMBOLS
~ B the instantaneous exhaust gas composition
tt .6 (eq. 4)
w n - charging efficiency (eq. 1)
c
to n - scavenging efficiency
Z
to
osc - crank-angle
0: A - cumulative delivery ratio
<>: Ao - total delivery ratio
I
U w - air humidity ratio
~

SUBSCRIPTS
o - standard conditions
1 - at the end of the gas exchange process
l.j - at the end of the bloH-dmm process
.2 .4 .6 .8 1.0 a - air
e - exhaust
1*- [(B-B ra ) I (BIC - Bra)] g - burnt gas
Ie - Inlet closes
Figure 5C - The effect of the delivery ratio Ee - Exhaust closes
function on the charging efficiency. s- scavenge

REFERENCES
APPENDIX I
1. SAE. "Recommended Practice, Engine
Terminology and Nomenclature,lI SAE J60LJC, THE PURE MIXING MODEL
SAE, p. 24.01, 1979.
2. B. Hopkinson, Trans. N.E. Cst. Tostn. Engrs. The pure mixing model assumes the
scavenging process to occur at constant pressure
Shipbuilders Vol. 30, pp 433-462, 1914.
and constant volume process in which the two
3. B.S. Benson and N.D. Whitehouse, Internal
Combustion Engines, Chapter 7, Pergamon gases are ideal with identical constant specific
Press, 1979. heat, c. A perfect mixing occurs inside the
cylindeF to form a homogeneous mixture.
4. R.S. Benson, "A New Gas Dynamic Hodel for
The energy balance on the cylinder surface
the Gas Exchange Process in Two-Stroke Loop
resul ts:
and Cross Scavenged Engines,lI Int. J. Mech.
Sci, Vol. 19, pp 693-711, 1977.
5. E. Sher, npredicting of the Gas Exchange Iii ·c·T lii·c·T· d(m • c 'T)/dt (I-1)
a p a e p e v
Performance in a Two-Stroke Cycle Engine,"
SAE 850000, 1985.
6. A. Kannapan, "Cumulative Sampling Technique however P·V const. and thus:
for Investigating the Average Process in
TWo-Stroke Engines,lI ASHE paper 74, DGP-11, me m·T IT
a a e
(I-2)
1974.
7. E. Sher, IIInvestigating the Gas Exchange and
Process of a Two-Stroke Cycle Engine with
Flow Visualization Rig," J. Israel Tech., m·T = -t'm
Vol. 20, pp 127-136, 1982.
8. E. Sher, IIImproving the Performance of a The mass conservation law results:
Crankcase-Scavenged Two-Stroke Engine with a
Fluid Diode," Proc. Instn. Mech. Egnrs., Iii • Iii - Iii • Iii '(1-T IT ) (I-4)
Vol. 196, pp 23-34, 1982. a e a a e
9. E. Sher, liThe Effect of Atmospheric and the oerfecttmixing assumEtion states, T
=1'. A SUOstltU Ion or eq. 1 If e
Conditions on the Performance of an Air-
Borne TWo-Stroke Spark Ignition Engine,n into eq. 1-3 results:
Proc. Instn. Mech. Egnrs., Vol. 198 D, No.
1, 1984. T· (m·T)
- 1':(1'=1'-5 (I-5)
NOTATION a
b - form factor (eq. 5) If we assume that the inlet conditions =
c - shape factor (eq. 5) the standard conditions, then equation r-5 may
m - mass be integrated as follQ\ols:
 Downloaded from SAE International by University of New South Wales, Sunday, August 19, 2018

850085 9

l·m
f a dm
a
-em a ·T a ) •
o

where T , and T are the temperatures of the

4 1
cylinder content at the end of the blow-dovm
period and at the end of the scavenge period
respectively. an integration of eq. 1-6 yields:

T = (1-7)
1

If we define the scavenging efficiency, n as

the mass of delivered charge retained andsEhe
mass of the cylinder content, then:

(1-8)

and
(I-g)

Using the assumption of perfect mixing process

ldould gi ve:

(1-10)

The charging efficiency, n • is related to the

scavenging efficiency by: C

(I-11)

Solving eqs. 1-7. 1-9 and r-11 for n results:

c
no = 1-exp(-l) (1-12)

And thus, the charging efficiency is independent

of the temperature ratio between the burnt gas
and the fresh charge.
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