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Thread: the clean two-stroke thread

  1. #421
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    The trouble with sleeve valves is you need a lot of oil, to help it transfer heat.

  2. #422
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    Quote Originally Posted by Flettner View Post
    The trouble with sleeve valves is you need a lot of oil, to help it transfer heat.
    Fortunately you know the three techniques that come together in this suggestion (HCCI, OP and SLEEVE VALVE) and you know where the fault is that makes it disposable

  3. #423
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    I thought that the mixture could act as a coolant for the valve sleeve, but unevenly, not in the same way throughout the sleeve since there may be areas where the outer zone of the sleeve does not come into contact with the mixture
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  4. #424
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    Euro 5 two-stroke with direct injection:

    https://www.visordown.com/news/new-b...tion-heres-how

    I am, however, unable to find the injectors for the direct injection in the pictures. So might be "just" crankcase or throttle body fuel injection after all.

    On their homepage it says injection without further details.

    https://langenmotorcycles.co.uk/

  5. #425
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    Yeah, dosent look very Euro5.
    Smoke bellowing out the back
    Maybe Euro5 is allowed good smelling twostroke smoke?

  6. #426
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  7. #427
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    A year ago I indicated a possible solution for the TPI system to be imposed on the use of the carburetor, at more economical levels and thus be more affordable for much of the world.
    In that line I tried to create something that corresponded to what was indicated and what I show you is part of it.
    It is a type of pumping that is only possible in the 2S and that would never work in a 4S.
    The operation is simple, at the cost of two pumps: a vacuum driven by the crankcase and the other by a plunger driven by combustion in the cylinder.

    Image 2 shows the inputs and outputs of the two pumps and the description of the operation is:
    1 crankcase vacuum
    2 empty pump filling
    3 emptying pump vacuum
    4 high pressure pump filling
    5 plunger impulse input
    6 emptying high pressure pump

    images 3y4:
    control mechanism of quantity to be pumped to the injectors


    image 5 description of the operation of the bypass valves in the sections:
    1 filling from the tank
    2 pumping to the high pressure pump
    3 return to deposit
    4 high pressure pump filling
    5 pumping to injectors.
    Valves 3-4-5 must have special characteristics regarding the opening pressure:
    valve 3 must have an opening pressure higher than valve 4 and lower than valve 5

    This design is for 50cc motorcycles
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  8. #428
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    Yes, it is a proposal of a type of pump that in production costs may not be lower than an electric or mechanical pump operated by cam.
    But if it has a lower operating cost since it does not use electrical energy or kinetic energy to function.
    The use of this type of pump in comparison with the carburetor would be more the manufacturing cost, but it would share with the carburetor the fact of not consuming energy created by the engine for its operation.

  9. #429
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  10. #430
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    Yamaha tpi ?
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  11. #431
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    Ceci,
    Well it does discharge into the transfer passage, but not against the net air flow direction, but that’s where there’s any similarity.
    It’s interesting though in terms of the fuel metering rate, using the pressure extremes within the crankcase to control the stroke of the plunger pump, hence fuel per cycle (fpc) delivery. Wonder it they ever got it running?
    "Success is the ability to go from one failure to another with no loss of enthusiasm.”

  12. #432
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    Quote Originally Posted by ken seeber View Post
    Ceci,
    Well it does discharge into the transfer passage, but not against the net air flow direction, but that’s where there’s any similarity.
    It’s interesting though in terms of the fuel metering rate, using the pressure extremes within the crankcase to control the stroke of the plunger pump, hence fuel per cycle (fpc) delivery. Wonder it they ever got it running?

    Hi Ken.
    This is one of many attempts "if you check you will see all the others (Boch, Stihl, Martin Clerch and a few others)" to create an injection using the maximum pressure of the crankcase.
    You know that it is not enough pressure that is created, when you collaborated with the creation of the DICTEH in ORBITAL, they decided to use an auxiliary compressor instead of using it as if they do it in the IAPAC in IFP.
    The crankcase pressure is not valid, instead we can use the cylinder pressure (I already showed an attempt that dates from 1919), this other one that I show you has as a reference that of 1919, it can be used in a single cylinder engine, injection in transfer pasage.


  13. #433
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    Back on the bench.
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  14. #434
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    Quote Originally Posted by ceci View Post
    Yamaha tpi ?
    why not an electromagnet like https://m.youtube.com/watch?v=bpA1xwVWJ-M
    or a cam lobe on the web like an old diesel
    No amount of experimentation can ever prove me right; a single experiment can prove me wrong.

  15. #435
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    Quote Originally Posted by ceci View Post
    Yamaha tpi ?
    If port 25 had CO2 fed to it controlled by an ECU, like they do to wastegates on high performance turbo engines, I can see it working quite well. TZs Arduino controlling a pair of PWM valves, one in and one out, would probably do it.

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