Paul,
Yes it is a little confusing to talk about it. Thanks for the pictures.
I believe George`s graphical information is helpful and I can look at
the area of time I am interested in. I would suggest editing it so it
only shows 360 degrees of e-shaft rotation but this is not mandatory.
Before we determine where the apex starting point is, we have to define
what part of the cycle we are most interested in seeing.
It should be noted for everyone that George and I are speaking
about two
totally different places of fuel injection. Perhaps we should be on
separate threads. George is concerned with manifold air speed and how
that affects the transfer of fuel from the manifold injection point, to
its arrival into the Intake area labeled 'A' in the first photo of
How-wank-works, jpeg Paul posted.
I am only interested in what happens in the chamber space between apex
seals as depicted by 'C' in the second picture in the series. Lets
consider that my injectors are placed about where the label 'INTAKE'
is shown, then you can understand that I would want the fuel to start
injecting into this area 'C' about this rotor position.
Now look at the third picture in the series and note that the injector
could still be injecting well past this position before the following
apex seal closes the intake port and immediately afterwards the fuel
injection port. Also note that Mazda new research engines with the
hydrogen injector at 12`clock position probably injects at this time as
well. Again mixing a wee bit of hydrogen with the other hydrocarbon
based fuels increases the flame front speed.
Why am I trying this injector location? I am trying to test a theory
that spraying fuel directly into the housing intake chamber will help
improve fuel burn efficiency. Mazda research engines appear to be going
this way and they are economy and emission driven of course. This is
not direct injection in the normal use of the phrase, as that would be
injecting on the compression side of the stroke.
Housing intake chamber injection supposes that, by delaying the
injection
of fuel until the exhaust port closes, we may save some fuel from going
down the exhaust port. My second reason is probably the influence of
too many years designing for Japanese clients. That philosophy states
that if an idea is reduced to its minimal size and simplicity its
functionality will increase and surrounding components can also be
reduced in size. Usually the merits are not immediately apparent.
Several questions remain. How much heat will the rotor lose when
fuel is
contacted with it?
Is cooling the rotor by spraying it with fuel a good thing?
How to mount the injector tubes? I am open for all opinions here..
I have done a design using a 15.1mm ID stainless pipe that will
have an
O-ring seal on the inner housing and a taper NPT thread on the outer
part. This would screw into the outer housing sending the pipe into a
bored step in the inner housing. Obviously the hole is being drilled
fairly perpendicular to the inner housing. The challenge is sealing on
the outer housing. It is not flat in this area and sealing with Teflon
thread putty would be marginal.
I therefore have purchased the 2nd generation alloy aluminum brazing
rods
from an outfit named Technology Products in Florida. These rods still
require the welded area to be 200 degrees below melting point of the
housing metal however. Heat dissipates rapidly in the housings so that
also means a lot of heat has to applied into them to bring the welded
area up to at least 550 degrees. I am concerned the housings might get
deformed.
Has anyone done any welding on the rotor housings and then run them
or at
least 'mic' them to see if they are still true? I don`t consider TIG
welding on the inner liner to be a problem because it so precise and
localized. I want to build up the aluminum housing thickness around the
injector mounts before drilling and tapping and hence my concern. Ditto
on the P-port intakes, with the same technique and same concerns.
Doug in Japan
Just some ideas:
The injector spray tip should be as close as is possible to the housing
face. So the longest injector and, or, a rather fat mounting tube to
hold the injector. Welding the housing inside or out is not on the
table. The housings are closer to the stiffness of hard rubber than one
could imagine. Even screwing in a sleeve with an "O" ring boss is not
acceptable. Perhaps an "O" ring groove in the sleeve at the housing face
would be fine.
There would only be the coolant pressure to contain. On the outer
surface, A deep "O" ring groove in the sleeve adjacent to the surface. A
fat "O" ring in this groove to fit snugly in the groove. A cover ring
with a 45 degree angle inside and a diameter big enough for 4 8-32
socket heads screws into the housing to clamp the sleeve in place. Also,
if it turns out that a case bolt is in the perfect location for the
injector, it can be removed with minimal fear.
The rotor will not be measurably affected by fuel spray. The fuel spray
will never make the trip from the nozzle to the rotor, as radiant energy
from the 350 degree rotor will turn the fuel into a gas as it leaves the
nozzle. A good thing.
The main advantage of injecting into the housing, is that with no fuel
in the inlet tract, radiant energy from the rotor face sees nothing to
violently expand, and thus reduce volume into the engine. Secondly, the
tuned lengths will respond to a steady state media that does not change
mass with the fuel delivery rates.
Top oiling may have to be increased as more oil will be consumed with
the fuel without contacting any surfaces to be lubricated. A small price.
I can make pictures if need be.
Lynn E. Hanover
Lynn, we have had no problems welding thin SS P-port tubes to the inner steel liner.
No detectable distortion or no effect on the dyno.
http://www.youtube.com/watch?v
Paul Lamar ...No rotor no motor.
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