That is a good idea. 482 F might be a little on the low side. Is
there anything
out there that might be higher temperature?
If the .125 liner is pressed in the side housings will hold it in place.
Paul Lamar
Hello Paul,
the path / track on the side housings of the OMC engine could be plasma
nitrided - a process with N2 + heat or something like that ...
Perhaps you can get in contact with Otto Scharft, Andrew F. Burke or Mike
Griffith. They are listed / named at Freedom Motors as consultants + were
related to the OMC R+D ...
With kindest regards
Frank Herfert
I had that idea too Paul, that is why I suggested using .125 SS sheet to
make the liner in one of the original posts.
It would be stiff enough after forming and welding the ends. I would
however think about welding a SS tube from the liner and out the exhaust
and same for the intake to give material retention and blending the
ports for better flow.
Then I guess we can just go with plain old iron apex seals, we can make
them and the material is cheap. If it works them maybe exotic ones that
have a longer life after all the testing and we are sure the design will
work.
Also, Paul would you use a round port for the exhaust and intake ports
or more of a oval port with the long side parallel to the apex seals
( side to side )?
Then end plates come into question, I know two piece will give us a
longer life and it will be light, but sealing them can be difficult. I
was thinking about mapping the side seal travel path, then cutting the
path with the mill and then a SS insert but to a tight press fit. Freeze
the SS and heat the aluminum and press the two together. That way the
water cooling paths are not violated in any way. We just have to rely on
the transfer of heat from the combustion chamber/rotor/oil to the SS to
the aluminum thru conduction transfer.
David Mikesell
Here is an easy way to do it. Just bolt aluminum heat sinks on the hot
side of a steel trochoide. You don't need no stinking cooling on the cold
side :-)
The screws can be welded to the steel core. Same goes for the p-port
tube. The exhaust port and be flat and tapped for the flange bolts.
It will pretty much look like the OMC rotor housing.
--------------------------------------------------------------------
Here is the water cooled version. With water jacket but
with out water jacket cover it is 7.38 cubic inches which translates
to 2.2 pounds of hard 4130 chrome molly steel. A cannon
prof rotary engine rotor housing to say the least.
The air cooled OMC in the snow mobile require a radial blower
to cool it and this type of cooling cost substantial HP and
raises the net BSFC. Perhaps in an aircraft this would not
be necessary.
To pump waster through a heat exchanger cost far less
in terms of HP needs.
As far as cooling drag is concerned the new Kays & London wedge
diffuser combined with cross counter flow cuts the
cooling drag. This is what the TTC is using. 30 square inch
air intake behind the prop will cool 650 HP. That is about
a six inch diameter opening. Scaling for 300 HP that gives a hole
area 13.8 square inches. That is about a 4 inch hole.
I digress.
The tension bolts can go on the out side. Moving them to the outside
saves a lot of weight and simplifies the rotor housing and water jacket.
The rotor housing is keyed to the end housings with a simple
elongated circular depressions in the endhousing.
This will be in drawn eventually.
The water goes in at the cool compression area and leaves
at the exhaust area. This optimise's the cooling effect. Sort
of cross counter flow. It is explained in my book and it is
working extremely well in the TTC project.. On a mutl rotor
version a water gallery in the end housing can run along the
cool side and a return gallery for the hot water near the exhaust side.
The on rotor is shown with AN -8 fittings for this purpose.
The water jacket cover is a thin strap of SS anchored on the hot end
end and a tension device on the other to compensate of
thermal expansion. There is a small silicone O ring between
the cover and the rotor housing water jacket. This also saves a
lot of weight.
The OMC engine is about 2/3rds the size of the Mazda.
This engine can use the stock OMC e-shaft and rotor.
Paul Lamar
Hi Paul, I am having some trouble visualizing your idea,
"The tension bolts can go on the out side. Moving them to the outside
saves a lot of weight and simplifies the rotor housing and water jacket.
The rotor housing is keyed to the end housings with a simple
elongated circular depressions in the endhousing."
Steve Carlisle
I changed my mind about that. The way a PT6 is put together gave me the
idea.
They use a zillion 8-32 screws and nuts :-)
I'll modernize the rotary and do away with tension bolts and use a zillion
10-32's to hold the side plates to the rotor housing. It is a piece of cake
for an NC mill to drill and tap a bunch of holes. It will save a lot of
weight.
Paul Lamar
Okay, I understand you now with the small bolts. The steel rotor housing
would get heavy!
Steve Carlisle
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