Hi
I'm inventor at Korea.
As my calculation using ceramic rotor and housing make no cooling system
or extremely less cooling system.
In that case efficiency and power get much better.
and I also considering using superalloy for that. like Inconel.
I need opinion of yours.
puru puru
It is worth a try.
Paul Lamar
Hello everybody!: I guess that Mazda conducted some research on a
similar concept, they called it: 'Adiabatic Wankel type Rotary Engine',
SAE paper 860616 by R Kamo and R M Kakwani is about this.
As the subject of improving ignition in Wankel RCEs came recently to
this forum, I'd like adding some references that may have a connection
to this, all SAE papers:
920303: 'Heat transfer and performance characteristics of a
Dual-Ignition Wankel Engine', M S Raju (Sverdrup Technology, Inc)
920304: '3-D Computations to improve combustion in a Stratified-Charge
Rotary Engine Part III: Improved Ignition Strategies', J Abraham (John
Deere) and F V Bracco (Princeton Univ)
930680: 'Catalytic Glow Plugs in the JDTI Stratified Charge Rotary
Engine', Dylan Hixon et al (Precision Combustion Inc)
2001-01-1844/4263: 'Research and Development of a Direct Injection
Stratified Charge Rotary Engine with a Pilot Flame Ignition System',
Takumi Muroki et al (Kanagawa Institute of Technology and Chiba
University)
It doesn't deal with the same, but the title of this SAE paper sounds
good to me: 860562: 'Experimental evaluation of Rotary Engine Timing
Gear Loads', Mark R Kulina (John Deere)
In the issue of rotor temperature affecting favorably several
things: HC emissions, BSFC, perhaps the reduction in exhaust HC may
allow to a fuel/air ratio more favorable for fuel economy; in China,
professor Teluan Chen headed a large multi-centric research about RCEs,
published in SAE paper 880628, one of the models proposed in the article
as having good performance used a PP with a Reed-Valve control, directly
sending the fuel:air mix towards the hot surface of Rotor, this helping
in Vaporization of gasoline, Rotor cooling, and fuel economy and
emissions results.
Hope somebody finds an interest in this; if testing some of these ideas,
tell us about results, please. Thanks for your attention.
Nice year 2014.
Salut † Jose Gros-Aymerich Madrid, Spain
Reed valves are not needed with side exhaust ports. On peripheral intake
port the airflow never really stops due to the inertia of the air
molecules so the reed valve would not function. As the narrow apex
passes over the intake p-port the next chamber in line starts receiving
air as the first chamber is closing.
Reed valves are obsolete tech.
www.rotaryeng.net/Adiabatic-rotary.pdf
http://papers.sae.org/860616/
http://www.sbir.gov/sbirsearch/detail/72100
http://ceramicrotaryengines.com/
http://link.springer.com/chapter/10.1007%2F978-1-4757-9348-2_6#page-1
Paul Lamar
Thanks Paul: your comments are always sound, but as you can see in the
attached patent granted to Ford in 1979, a Reed-Valve in a Peripheral
Intake Port may be of some help, attached is also the image of the
results obtained by Yanmar Diesel with major and minor Reed-Valves, and
in a PP, the inherent possibility of exhaust gas recirculation, because
of the overlapping of intake and exhaust openings, the intake ducts
having a lower pressure than the exhaust at partial load and low rpm,
this allows EGR, causing misfirings and poor MEP, all this being
improved by a R-V, that also would generate some kind of an
'super-charge' effect, because of the opening and closing overflows, in
the style of an 'hydraulic ram'.
As you know, an early opening of a PP gives better low rpm performance,
but a late close gives better results at high rpm, both stated as º
before or after 'TDC', and a R-V would act as a variable timing intake,
always giving the best results, the intake time would close when no more
mix would enter the working chamber, and blow-back to intake manifold
would be prevented, this allows placing the intake port for top rpm
power, and also having the low rpm advantages, as the RV closing in
connection to the difference in pressures of the intake port and the
working chamber, it's the same as an early geometrical closing of intake
port would yield.
All charts published in many places, I don't send it here, show that the
difference in volumetric efficiency at low and high rpm of a PP is much
larger than in a side intake port approach, BMEP in PPs is always
greater than with SPs, and besides the data published by Yanmar Diesel,
the Toyota SAE paper, the results of the Norton engine, that having the
carburetor butterfly close to the housing working surface acts as a non
return valve, I had a letter from D W Garside that indicates that from
data received from other RCE builders, R-Vs improve low end performance,
but are somehow worse at high rpm, and for a company building motorcycle
engines, as well as for most of the persons asking questions or making
comments in this forum, who focus on airplane engines, the situation is
different, but my main if not only interest is car engines.
But I guess we discussed all this before. Thanks for your kind
attention, have a nice year 2014. Best regards. Salut Jose Gros-Aymerich
Madrid, Spain
Reed valves are a dead end Jose. They add weight, cost and cut the air
getting in the engine. Less air less HP. In the RX8 engine there is no
valve overlap at all.
The engine will smoothly pull the car away from 600 RPM idle with out
depressing the throttle pedal. Manual transmission. I have one and I
demonstrated that many times to a car full of people.
There are at least several hundred thousand RX8's out there. Borrow one
and drive it.
Paul Lamar
Thank you Paul: Yes I've driven an RX-8, but as the man from Mazda told
me tires were not in good condition, I didn't go any further than a turn
around the block. I'm waiting for a tuned 1988 13B non turbo to arrive,
checked and tuned by Kevin at Rotary Resurrection, as I bought also two
sets of housings, I'll try finding someone to modify one of the sets to
a rectangular shaped Peripheral Port, and I'll add on each PP a
Reed-Valve for a 2-Stroke Snowmobile, equal in type to the ones
described in the Ford's patent, I'm looking also for a suitable R-V to
be adapted to the side plate of a KC-27 engine, where the admission hole
for manifold from carb is located. When I have results of both, I'll let
you know. Some people have fun by gambling, or by attending rock
concerts, buying gems, or traveling to far away places, I like this kind
of mechanical experiments, that is just an equivalent of the good old
Meccano, but full size, and a bit more costly; that's all, it's just a
game I play for fun, please don't arrange to have me sent to no asylum,
I'm just as sane as anyone.
Nice year 2014. Salut Jose Gros-Aymerich
Madrid, Spain
I think that if we had a reed valve with an open throat on a slide valve
like our slide throttle plate we may solve some problems. Mecano is the
same as the Erector sets of the American's.
Peter Duffecy
The data Jose is referring to is either a charge cooled port or a p-port
running at
4000 RPM. Hardly a common situation. We run 5000 RPM up
and a real p-port. The side exhaust port makes all the difference.
Paul Lamar
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