EXPERIMENT NO 11

TO STUDT THE CUT MODEL OF TWO STROKE PETROL ENGINE AND

DESCRIBE ITS
DIFFERENT PARTS AND WORKING

11.1 APPARATUS
 Carburator
 Spark plug
 Piston
 Cylinder
 Cylinder head
 Connecting rod
 Rings
 Crank shaft
 Crank case
 Cam shaft
 Transfer pots
 Inlet and outlet ports

Figure 11.1 Two stroke petrol engine

11.2 Theory:
A two-stroke (or two-cycle) engine is a type of internal combustion engine which completes a
power cycle with two strokes (up and down movements) of the piston during only one crankshaft
revolution. This is in contrast to a "four-stroke engine", which requires four strokes of the piston to
complete a power cycle during two crankshaft revolutions. In a two-stroke engine, the end of the
combustion stroke and the beginning of the compression stroke happen simultaneously, with the
intake and exhaust (or scavenging) functions occurring at the same time .Two-stroke engines often
 have a high power-to-weight ratio, power being available in a narrow range of rotational speeds
called the "power band". 

11.3 Explanation of parts:

Spark plug
The spark plug supplies the spark that ignites the air/fuel mixture so that combustion can occur. 

Piston
A piston is a cylindrical piece of metal that moves up and down inside the cylinder.

Connecting rod
The connecting rod connects the piston to the crankshaft. It can rotate at both ends so that its angle
can change as the piston moves and the crankshaft rotates.

Crankshaft
The crankshaft turns the piston's up-and-down motion into circular motion just like a crank on a
jack-in-the-box does.

Sump
The sump surrounds the crankshaft. It contains some amount of oil, which collects in the bottom of
the sump (the oil pan).

Spark plug Crankshaft Piston Connecting rods

11.4 PARTS OF TWO-STROKE PETROL ENGINE

There are four major parts of the two- stroke petrol engine.

 Intake
 Compression
 Power
 Exhaust

Intake:
 Also known as suction or induction stroke .This stroke of the piston begins at top dead center
(T.D.C.) and ends at bottom dead center (B.D.C.). In this stroke the intake valve must be in the
open position while the piston pulls an air-fuel mixture into the cylinder by producing vacuum
pressure into the cylinder through its downward motion. The intake valve is open, and fuel and air
are drawn past the valve and into the combustion chamber and cylinder from the intake manifold
located on top of the combustion chamber. The exhaust valve is closed and the electrical contact
switch is open. The fuel/air mixture is at a relatively low pressure (near atmospheric) and is colored
blue in this figure. At the end of the intake stroke, the piston is located at the far left and begins to
move back towards the right.

Compression:

This stroke begins at B.D.C, or just at the end of the suction stroke, and ends at T.D.C. In this stroke
the piston compresses the air-fuel mixture in preparation for ignition during the power stroke
(below). Both the intake and exhaust valves are closed during this stage. With both valves closed,
the combination of the cylinder and combustion chamber form a completely closed vessel
containing the fuel/air mixture. As the piston is pushed to the right, the volume is reduced and the
fuel/air mixture is compressed during the compression stroke. During the compression, no heat is
transferred to the fuel/air mixture. As the volume is decreased because of the piston's motion, the
pressure in the gas is increased, as described by the laws of thermodynamics. The mixture has been
colored yellow to denote a moderate increase in pressure. To produce the increased pressure, we
have to do work on the mixture, just as you have to do work to inflate a bicycle tire using a pump.
During the compression stroke, the electrical contact is kept opened. When the volume is the
smallest, and the pressure the highest the contact is closed, and a current of electricity flows through
the plug.

Figure 11.2

Power:
 Also known as ignition .This is the start of the second revolution of the two stroke cycle. At this
point the crankshaft has completed a full 360 degree revolution. While the piston is at T.D.C. (the
end of the compression stroke) the compressed air-fuel mixture is ignited by a spark plug (in a
gasoline engine) or by heat generated by high compression (diesel engines), forcefully returning the
piston to B.D.C. This stroke produces mechanical work from the engine to turn the crankshaft.
Because the intake and exhaust valves are closed, the combustion of the fuel takes place in a totally
enclosed (and nearly constant volume) vessel. The combustion increases the temperature of the
exhaust gases, any residual air in the combustion chamber, and the combustion chamber itself.
From the ideal gas law, the increased temperature of the gases also produces an increased pressure
in the combustion chamber.

Exhaust:

Also known as outlet .During the exhaust stroke, the piston once again returns from B.D.C. to
T.D.C. while the exhaust valve is open. This action expels the spent air-fuel mixture through the
exhaust valve. At the end of the power stroke, the piston is located at the far left. Heat that is left

over from the power stroke is now transferred to the water in the water jacket until the pressure
approaches atmospheric pressure. The exhaust valve is then opened by the cam pushing on the
rocker arm to begin the exhaust stroke .The purpose of the exhaust stroke is to clear the cylinder of
the spent exhaust in preparation for another ignition cycle. As the exhaust stroke begins, the
cylinder and combustion chamber are full of exhaust products at low pressure .Because the exhaust
valve is open, the exhaust gas is pushed past the valve and exits the engine. The intake valve is
closed and the electrical contact is open during this movement of the piston.

Figure
11.3
11.5 WORKING PRINCIPLE:
The 2 stroke engine is different from a 4 stroke engine in two basic ways. First, the combustion
cycle is completed within a single piston stroke as oppose to two piston strokes, and second, the
lubricating oil for the engine is mixed in with the petrol or fuel. In some cases, such as
lawnmowers, you are expected to pre-mix the oil and petrol yourself in a container, pour it into the
fuel tank. In other cases, such as small motorbikes, the bike has a secondary oil tank that you fill
with 2 stroke oil and then the engine has a small pump which mixes the oil and petrol together for
you.

This effectively routes the mixture up the side of the cylinder and squirts it into the combustion
chamber above the piston, forcing the exhaust gas to expel through the green exhaust port on the
left. Once the piston begins to advance again, it generates a vacuum in the crank case. The reed or
flapper valve is sucked open and a fresh charge of fuel-air-oil mix is sucked into the crank case.
When the piston reaches the top of its travel, the spark plug ignites the mixture and the cycle begins
again. For the same cylinder capacity, 2 stroke engines are typically more powerful than 4 stroke
versions. The downside is the pollutants in the exhaust; because oil is mixed with the petrol, every 2
stroke engine expels burned oil with the exhaust. 2 stroke oils are typically designed to burn cleaner
than their 4 stroke counterparts, but nevertheless, the 2 stroke engine can be a smoky beast. If, like
me, you grew up somewhere in Europe where scooters were all the rage, for teenager then the mere
smell of 2 stroke exhaust can bring back fond memories. The other disadvantage of 2 stroke engines
is that they are noisy compared to 4 stroke engines.

Figure 11.4

11.6 ADVANTAGES AND DISADVANTAGES:

Because two-cycle engines can effectively double the number of power strokes per unit time when
compared to four-cycle engines, power output is increased. However, it does not increase by a
factor of two. The outputs of two-cycle engines range from only 20 to 60 percent above those of
equivalent-size four-cycle units .This lower than expected increase is a result of the poorer than
ideal charging efficiency, or in other words, incomplete filling of the cylinder volume with fresh
fuel and air. There is also a major disadvantage in this power transfer scenario. The higher
frequency of combustion events in the two-cycle engine results in higher average heat transfer rates
from the hot burned gases to the motor's combustion chamber walls. Higher temperatures and
higher thermal stresses in the cylinder head (especially on the piston crown) result. Traditional two-
cycle engines are also not highly efficient because a scavenging effect allows up to 30 percent of
the unburned fuel/oil mixture into the exhaust. In addition, a portion of the exhaust gas remains in
the combustion chamber during the cycle. These inefficiencies contribute to the power loss when
compared to four-cycle engines and explain why two-cycle engines can achieve only up to 60
percent more power.