I am amazed I did not figure this out years ago. I read Kenichi 1969
book Rotary Engine years ago. And then did not bother to read it
again when the 1981 Rotary Engine book came out. I assumed the same
subjects were covered in the 1981 book but they were not. The airflow
in the combustion chamber situation in the 1981 book was ignored.

You know what is meant about assumed.

It makes an "ass" out of you and "me" :-)

Kenichi knew all about the problem from the get go.

I am also amazed  nobody attempted to fix the problem until now.

Don't take my word for it.

Here is page 100. Read it yourself.

Paul Lamar

I'm not understanding this. Are you wanting the flame to be
further toward the leading edge?

Are you wanting the pressure to be more toward the leading edge?

As I understand it, at the speeds we are talking about, gas flows
similar to a liquid. So one needs to think in terms of directing
a fluid.

So I am trying to wrap my hands around what is needed so I can
try to envision how to make it work.

Regards,
Steve Thompson


Further aft. It is too far forward.

The ratio of the rotor rotation speed is one third of the e-shaft
rotation speed.
When the e-shaft is at 90 after TDC the rotor has only rotated 30 degrees.

-----------------------------------------------------------
Here is what Keniche said about it in the 1969 book.


"The increase of flame speed by the increase of engine speed is more
noticeable in a rotary engine than in a conventional engine. This is
because the gas in the combustion chamber is pushed by the rotor
in the direction of rotation, and at the same time, the trailing side
combustion chamber functions as a squish area and generates strong
compression turbulence. Thus as a result, the flame growing from the
ignition electrode is pushed at very high speed, by the combination of
turbulent flow and normal rotating gas, in the downstream direction
to the leading side."

The effect on the e-shaft in terms of torque generated  is the vector sum
of the compression chamber pressure, the combustion chamber pressure
and the exhaust chamber pressure at any given e-shaft angle.
That is a time function so it is very important to have a high pressure
at the best time in the combustion chamber.

Some of the pressures cancel being on opposing rotor faces.

That differs from a piston engine.

That also assumes the pressure is equally distributed over the face of the
rotor which is probably true but may not be true. Perhaps there needs
to be some additional experimentation to see if this is really true.

It amazes me the result is that close to a piston engine.

As time goes by instrumentation is getting more capable and
so is CFD so this problem will eventually be solved.

Paul Lamar



The Rotary Engine free News Letter. Powered by Linux. If you want off
the list PLEASE let me know and I will remove  you.  ACRE NL web
site. http://www.rotaryeng.net You Tube http://tinyurl.com/beqqxas
Copyright 1998-2017 All world wide rights reserved.