Two-stroke engine

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Brons two-stroke V8 Diesel engine driving a Heemafgenerator.

A two-stroke engine is an internal combustion engine that
completes thethermodynamic cycle in two movements of
the piston (compared to twice that number for a four-stroke
engine). This increased efficiency is accomplished by using the
beginning of the compression stroke and the end of the
combustion stroke to perform simultaneously the intake and
exhaust (or scavenging) functions. In this way two-stroke engines
often provide strikingly high specific power. Gasoline (spark
ignition) versions are particularly useful in lightweight (portable)
applications such as chainsaws and the concept is also used in
diesel compression ignition engines in large and non-weight
sensitive applications such as ships and locomotives.
Invention of the two-stroke cycle is attributed to Scottish
engineer Dugald Clerk who in 1881 patented his design, his
engine having a separate charging cylinder. The crankcase-
scavenged engine, employing the area below the piston as a
 charging pump, is generally credited to Englishman Joseph
Day (and Frederick Cock for the piston-controlled inlet port).
Contents
 [hide]
 1 Applications
 2 Different two-stroke design
types
o 2.1 Piston controlled inlet
port
o 2.2 Reed inlet valve
o 2.3 Rotary inlet valve
o 2.4 Crossflow-scavenged
o 2.5 Loop-scavenged
o 2.6 Uniflow-scavenged
o 2.7 Stepped piston engine
 3 Power valve systems
 4 Direct injection
 5 Two-stroke diesel engines
 6 Lubrication
 7 Two-stroke reversibility
 8 See also
 9 References
 10 External links
[edit]Applications
A two-stroke minibike.

Lateral view of a two-stroke Forty series British

Seagulloutboard engine. The serial number dates it to
1954/1955
The two-stroke engine was very popular throughout the 20th
century in motorcycles, small engined devices such
as chainsaws and outboard motors and was also used in some
cars, a few tractors and many ships. Part of their appeal was due
to their simple design (and resulting low cost) and often
high power-to-weight ratio. Many designs use total-loss
lubrication, with the oil being burnt in the combustion chamber,
causing "blue smoke" and other types of exhaust pollution. This is
a major reason for two-stroke engines losing out to and being
replaced by four-stroke engines in many applications.
Two-stroke engines continue to be commonly used in high-power,
handheld applications such as string trimmers and chainsaws.
The light overall weight, and light-weight spinning parts give
important operational and even safety advantages. Only a two-
stroke running on a gasoline-oil mixture can power
a chainsawrunning in any position.
These engines are still used for small, portable, or specialized
machine applications such as outboard motors, high-
performance, small-
capacity motorcycles, mopeds, underbones, scooters, tuk-
tuks,snowmobiles, karts, ultralights, model airplanes (and other
model vehicles) and lawnmowers. The two-stroke cycle is used in
many diesel engines, most notably large industrial and marine
engines, as well as some trucks and heavy machinery.
A number of mainstream automobile manufacturers have used
two-stroke engines in the past, including the Swedish Saab and
German manufacturers DKW and Auto-Union. The Japanese
manufacturer Suzuki did the same in the 1970s.[1]Production of
two-stroke cars ended in the 1980s in the West, but Eastern
Bloc countries continued until around 1991, with
the Trabant andWartburg in East Germany. Lotus of Norfolk, UK,
has a prototype direct-injection two-stroke engine intended for
alcohol fuels called the Omnivore[2][3] which it is demonstrating in a
version of the Exige.[4]
[edit]Different two-stroke design types

A two-stroke engine, in this case with a tuned expansion

pipe illustrating the effect of a reflected pressure wave on the fuel
charge. This feature is essential for maximum charge pressure
(volumetric efficiency) and fuel efficiency. It is used on most high-
performance engine designs.
Although the principles remain the same, the mechanical details
of various two-stroke engines differ depending on the type. The
design types of the two-stroke engine vary according to the
method of introducing the charge to the cylinder, the method of
scavenging the cylinder(exchanging burnt exhaust for fresh
mixture) and the method of exhausting the cylinder.
[edit]Piston controlled inlet port
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Piston port is the simplest of the designs. All functions are
controlled solely by the piston covering and uncovering the ports
as it moves up and down in the cylinder. A fundamental difference
from typical four-stroke engines is that the crankcase is sealed
and forms part of the induction process in gasoline and hot bulb
engines. Diesel engines have mostly a roots blower or piston
pump for scavenging.
[edit]Reed inlet valve
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Main article: Reed valve

A Cox Babe Bee 0.049 cubic inch (0.8 cubic cm.) reed valve
engine disassembled. It uses glow plug ignition. The mass is 64
grams.
The reed valve is a simple but highly effective form of check
valve commonly fitted in the intake tract of the piston-controlled
port. They allow asymmetric intake of the fuel-charge, improving
power and economy, while widening the power band. They are
widely used in ATVs, and marine outboard engines.
[edit]Rotary inlet valve
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The intake pathway is opened and closed by a rotating member.
A familiar type sometimes seen on small motorcycles is a slotted
disk attached to the crankshaft which covers and uncovers an
opening in the end of the crankcase, allowing charge to enter
during one portion of the cycle.
Another form of rotary inlet valve used on two-stroke engines
employs two cylindrical members with suitable cutouts arranged
to rotate one within the other - the inlet pipe having passage to
the crankcase only when the two cutouts coincide. The crankshaft
itself may form one of the members, as in most Glowplug model
engines. In another embodiment, the crank disc is arranged to be
a close-clearance fit in the crankcase and is provided with a
cutout which lines up with an inlet passage in the crankcase wall
at the appropriate time, as in the Vespa motor scooter.
The advantage of a rotary valve is that it enables the two-stroke
engine's intake timing to be asymmetrical which is not possible
with two-stroke piston port type engines. The two-stroke piston
port type engine's intake timing opens and closes before and after
top dead center at the same crank angle making it symmetrical
whereas the rotary valve allows the opening to begin earlier and
close earlier.
Rotary valve engines can be tailored to deliver power over a wider
speed range or higher power over a narrower speed range than
either piston port or reed valve engine. Where a portion of the
rotary-valve is a portion of the crankcase itself it is particularly
important that no wear is allowed to take place.
[edit]Cross flow-scavenged
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In a crossflow engine the transfer ports and exhaust ports are on
opposite sides of the cylinder and a deflector on the top of the
piston directs the fresh intake charge into the upper part of the
cylinder pushing the residual exhaust gas down the other side of
the deflector and out of the exha port. The deflector increases
piston's weight and its exposed surface area, and also makes it
difficult to achieve an efficient combustion chamber shape. This
design has been largely superseded by loop scavenging method
(below), although for smaller or slower engines the crossflow-
scavenged design can be an acceptable approach.
[edit]Loop-scavenged
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 The Two-stroke cycle
1=TDC
2=BDC
 A: intake/scavenging 
 B: Exhaust 
 C: Compression 
 D: Expansion(power) 
Main article: Schnuerle porting
This method of scavenging uses carefully shaped and positioned
transfer ports to direct the flow of fresh mixture toward the
combustion chamber as it enters the cylinder. The fuel/air mixture
strikes the cylinder head then follows the curvature of the
combustion chamber then is deflected downward. This not only
prevents the fuel/air mixture traveling directly out the exhaust port
but creates a swirling turbulence which improves combustion
efficiency, power and economy. Usually a piston deflector is not
required, so this approach has a distinct advantage over the cross
flow scheme (above). Often referred to as "Schnuerle" (or
"Schnürl") loop scavenging after the German inventor of an early
form in the mid 1920s, it became widely adopted in that country
during the 1930s and spread further afield after World War II.
Loop scavenging is the most common type of fuel/air mixture
transfer used on modern two stroke engines. Suzuki was one of
the first manufacturers outside of Europe to adopt loop scavenged
two stroke engines. This operational feature was used in
conjunction with the expansion chamber exhaust developed by
German motorcycle manufacturer, MZ and Walter Kaaden. Loop
scavenging, disc valves and expansion chambers worked in a
highly coordinated way that saw a significant increase in the
power output of two-stroke engines, particularly from the
Japanese manufacturers Suzuki, Yamaha and Kawasaki. Suzuki
and Yamaha enjoyed success in grand Prix motorcycle racing in
the 1960s due in no small way to the increased power afforded by
loop scavenging. An additional benefit of loop scavenging was
that the piston could be made nearly flat or slightly dome shaped.
This enabled the piston to be appreciably lighter and stronger and
consequently tolerated higher engine speeds. The "flat top" piston
also has better thermal properties and is less prone to uneven
heating, expansion, piston seizures, dimensional changes and
compression losses.
[edit]Uniflow-scavenged

The Uniflow Two-stroke cycle

1=TDC
2=BDC
 A: Intake(effective scavenging ≈140°-250°) 
 B: Exhaust 
  C: Compression 
 D: Expansion(power) 
In a uniflow engine the mixture, or air in the case of a diesel,
enters at one end of the cylinder controlled by the piston and the
exhaust exits at the other end controlled by an exhaust valve or
piston. The scavenging gas-flow is therefore in one direction only,
hence the name uniflow. The valved arrangement is common
in diesel locomotives (Electro-Motive Diesel) and large marine
two-stroke engines (Wärtsilä). Ported types are represented by
the opposed pistondesign in which there are two pistons in each
cylinder, working in opposite directions such as the Junkers
Jumo and Napier Deltic.[5] The once-popular split-single design
falls into this class being effectively a folded uniflow. With
advanced angle exhaust timing uniflow engines can be
supercharged with a crankshaft driven (piston [6] or Roots) blower.
In Japan. Nissan Diesel Motor was manufacturing Uniflow Two-
stroke Diesel Engine(ja:ユニフロー掃気ディーゼルエンジン)
from General Motors from under a license of Detroit Diesel Series
71.
The latest invention, called the Reversed Uniflow two-stroke
engine, has a large intake valve for compressed intake air without
fuel-oil mixture. Direct fuel injection is to be used for gasoline or
diesel fuel, pending intake air pressure. This engine will work on
the Miller cycle. US Patent #6889636.
[edit]Stepped piston engine
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The piston of this engine is "top-hat" shaped, the upper section
forming the regular cylinder. and the lower section performing a
scavenging function. The units run in pairs, the lower half of one
piston charging an adjacent combustion chamber.
This system is still partially dependent on total loss lubrication (for
the upper part of the piston), the other parts being sump
lubricated with cleanliness and reliability benefits. The piston
weight is only about 20% heavier than a loop-scavenged piston
because skirt thicknesses can be less. The patents on this design
are held by Bernard Hooper Engineering Ltd (BHE).[7]
[edit]Power valve systems
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Main article: Two-stroke power valve system
Many modern two-stroke engines employ a power valve system.
The valves are normally in or around the exhaust ports. They
work in one of two ways: either they alter the exhaust port by
closing off the top part of the port which alters port timing such
as Ski-doo R.A.V.E, YamahaYPVS, Honda RC-Valve, Cagiva C.T
.S., Suzuki AETC system or by altering the volume of the exhaust
which changes the resonant frequency of the expansion chamber,
such as Honda V-TACS system. The result is an engine with
better low-speed power without sacrificing high-speed power.
[edit]Direct injection
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Main article: Gasoline direct injection#In two-stroke engines
Direct injection has considerable advantages in two-stroke
engines, eliminating some of the waste and pollution caused by
carbureted two-strokes where a proportion of the fuel/air mixture
entering the cylinder goes directly out, unburned, through the
exhaust port. Two systems are in use, low-pressure air-assisted
injection, and high pressure injection.
[edit]Two-stroke diesel engines
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Main article: Two-stroke diesel engine
Diesel engines rely solely on the heat of compression for ignition
(unlike gasoline engines, which employ a spark plug). Intake is via
piston-controlled Schnuerle porting but combustion gases can exit
through conventional exhaust valves located in the cylinder head
or through piston porting just above bottom dead center (BDC).
Modern two-stroke diesels are all scavenged by forced induction,
most usually with a mechanically driven Roots blower. When
extra power is required a form of hybrid turbocharger will be used,
with the exhaust-driven components taking over at higher speed.
Marine two-stroke diesel engines directly coupled to the propeller
are able to start and run in either direction as required. The fuel
injection and valve timing is mechanically readjusted by using a
different set of cams on the camshaft. Thus the engine can be run
in reverse to move the vessel backwards.
[edit]Lubrication
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The common two-stroke engines that consumers regularly come
across (such as motorcycles and power tools) cannot use regular
sump lubrication, since the crankcase is being used to pump fuel-
air mixture into the cylinder. Traditionally, all moving parts of the
engine itself (big-ends, little-ends, main-bearings,
and piston/ring assemblies) were lubricated by a pre-mixed fuel-
oil mixture (at a ratio between 16:1 and 50:1). Increasingly, even
small two-stroke engines have pumped lubrication from a
separate tank of oil. This is still a total-loss system with the oil
being burnt the same as in the older system, but at a lower and
more economical rate. It is also cleaner, reducing the problem of
oil-fouling of the spark-plugs and coke formation in the cylinder
and the exhaust. These pumped systems would be difficult to
implement in hand-held two-stroke devices such as chainsaws
(which must operate in any attitude) and up to the present time
such motors still run on fuel-oil mixture.
All two-stroke engines running on a petroil mix will suffer oil-
starvation if forced to rotate at speed with the throttle closed, e.g.
motorcycles descending long hills and perhaps when decelerating
gradually from high-speed by changing down through the gears.
Two-stroke cars (such as those that were popular in Eastern
Europe in mid-20th century) were in particular danger and were
usually fitted with freewheelmechanisms in the powertrain,
allowing the engine to idle when the throttle was closed, requiring
the use of the brakes in all slowing down situations.
Two-stroke diesel engines use a wet sump lubrication system, as
they are scavenged by fresh compressed air thus not relying on
crankcase compression of the combustible mixture.
[edit]Two-stroke reversibility
For the purpose of this discussion, it is convenient to think in
motorcycle terms, where the exhaust pipe faces into the cooling
air stream, and the crankshaft commonly spins in the same axis
and direction as do the wheels i.e. "forwards". Some of the
considerations discussed here apply to four-stroke engines (which
cannot reverse their direction of rotation without considerable
modification) almost all of which spin forwards too.
Regular gasoline two-stroke engines will run backwards for short
periods and under light load with little problem, and this has been
used to provide a reversing facility in microcars such as
the Messerschmitt KR200 that lacked reverse gearing. Where the
vehicle has electric starting, the motor will be turned off and re-
started backwards by turning the key in the opposite direction.
Two-stroke golf carts have used a similar kind of system.
Traditional flywheel magnetos (using contact-breaker "points" but
no external coil) worked equally well in reverse because the cam
controlling the points is symmetrical, breaking contact
before TDC equally well whether running forwards or backwards.
Reed-valve engines will run backwards just as well as piston-
controlled porting, though rotary valve engine have asymmetrical
inlet timing and will not run very well.
There are serious disadvantages to running any engine
backwards under load for any length of time, and some of these
reasons are general, applying equally to both two-stroke and four-
stroke engines. Some of this disadvantage is intrinsic,
unavoidable even in the case of a complete re-design. The
problem comes about because in "forwards" running the major
thrust face of the piston is on the back face of the cylinder which,
in a two-stroke particularly, is the coolest and best lubricated part.
The forward face of the piston is less well-suited to be the major
thrust face since it covers and uncovers the exhaust port in the
cylinder, the hottest part of the engine, where piston lubrication is
at its most marginal. The front face of the piston is also more
vulnerable since the exhaust port, the largest in the engine, is in
the front wall of the cylinder. Piston skirts and rings risk being
extruded into this port, so it is always better to have them
pressing hardest on the back wall (where there are only the
transfer ports) and there is good support. In some engines,
the small end is offset to reduce thrust in the intended rotational
direction and the forward face of the piston has been made
thinner and lighter to compensate - but when running backwards,
this weaker forward face suffers increased mechanical stress it
was not designed to resist.[8]
Large two-stroke ship diesels are sometimes made to be
reversible. Like four-stroke ship engines (some of which are also
reversible) they use mechanically operated valves and so require
additional camshaft mechanisms.
On top of other considerations, the oil-pump of a modern two-
stroke may not work in reverse, in which case the engine will
suffer oil starvation within a short time. Running a motorcycle
engine backwards is relatively easy to initiate and in rare cases
can be triggered by a back-fire. It is not advisable.
Model airplane engines with reed-valves can be mounted in either
tractor or pusher configuration without needing to change the
propeller. These motors are compression ignition, so there are no
ignition timing issues and little difference between running
forwards and running backwards.
[edit]See also
 Bourke Engine
 Junkers Jumo 205
 Napier Deltic
 Twingle engine
 Wärtsilä-Sulzer RTA96-C
 Kadenacy effect
 Four-stroke
[edit]References
1. ^ Suzuki LJ50 INFO
2. ^ Green Car Congress: Lotus, QUB and Jaguar to Develop
Variable Compression Ratio, 2-Stroke OMNIVORE
Research Engine
 3.^ Lotus Engineering Omnivore Variable Compression Ratio
Engine to Debut in Geneva
4. ^ Lotus developing efficient two-stroke OMNIVORE engine -
Autoblog
[dead link]
5. ^ "junkers". Iet.aau.dk. Retrieved 2009-06-06.
6. ^ Junkers truck engine 1933.
7. ^ BHE - Stepped Piston Engine
8. ^ Ross and Ungar, "On Piston Slap as a Source of Engine
Noise," ASME Paper
[edit]External links
 How Stuff Works: Two-Stroke Engine
 Sherman, Don (December 17, 2009), "A Two-Stroke Revival,
Without the Blue Haze", New York Times.