Namely the intake
port is open 270 degrees. I guess we have to define 'open' partial
or fully open and closed. Doug in Japan.
Hi Doug and George,
I am having trouble seeing a P port ever being closed.
The only event I see is an apex seal passing over the port, a rotor
face moving away with a full charge and a new rotor face being exposed
to the incoming charge.
Maybe a pulse as the flow changes in velocity but no real interruption
of flow or port closing per se; is this not why the VE is so high with
PPs?
This is not the case in a side port, where the passing rotor side wall
closes off the port for a portion of the cycle.
How do you see it?
Dave McCandless
Dave your correct!
Which brings up a point of how the p-port is tunable, or from what point do
we calculate the wave that rides down the inlet tube, reverses, and travels
back to chamber.
I tend to think it's the IO fully opened ( no bleed-off to previous rotor
face). However I would like an expert to confirm this is the case or not.
BTW my calculations are wrong in the graph it's not 1 ms, it's 2,001 ms or
72 deg . You can play with that number in the chart to see different
outcomes / advantages.
If you were to start the 'fuel in' fase at 'IO fully' (ignoring the exhaust
port faze) you would see the reversed sound wave supporting the fuel
commencement faze ( 72 deg of 80 deg to 160 deg) and finishing at the 'IC
start' faze ( 270 deg) and before the reduction of max volume.
I don't know what's the best approach - it's either one or the other.
I know Tracy favours what's in this graph for fuel injection, as the 70 deg
of volume reducing is only minor back pressure. I will show theses pressures
in the new graph I am working on. I think it 49 psi at the 'IC fully' mark
at 80 deg.
George ( down under)
For the amount of time you are thinking about it you can buy a pressure sensor
and record it in real time using a computer.
Paul Lamar
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