2017.04.09

 Hello Paul,

 perhaps you like to see a more extreme version of a "bypass"  the
 patent US3393666 by Yamamoto suggests long grooves in the sliding
 surface at the short axis ... ;-)

 In general, it's not a good idea to apply "a lot of holes" in the
 area where combustion will take place ...

 Please, have a look at the snapshots leak_2000 + leak_8000  leakage
 through the leading spark plug hole at 2000 rpm is ~ 34%, at 8000 rpm
  still ~ 17%. (RX-8 "Renesis" engine)

 I'm shure, Mazda is able to reduce the Seal Leakage, say by 50%. Then
 the share of "Hole Leakage" would be at around ~ 40 to 60% ...

 So, if you will invest some money + work into better / more tighter
 seals, it would be good to reduce the "hole leakage" as well. Perhaps
 the diameter of the spark plug hole at the leading side could be
 reduced to ~ 8 mm, without hindering the "flushing" with fresh
 mixture to much ... ?

 Area of the plug hole (r * r * 3.1415926 ?) ...
 14 mm diameter  ~ 154 mm2 12 mm           ~ 113 10 mm
 ~  79 8 mm           ~  50 mm2

 Related to leakage it would be the best to have no holes at all ...
 Remember Daimler-Benz with one T spark plug only or early NSU engines
 with a small channel for the leading plug, too ...

 But: with a "detuned" engine for "family car use" (less than 350 hp)
 Mercedes has had reached at around 294 g/kWh with 1 T plug + ~ 267
 g/kWh with 2 spark plugs ... - in those days of course without any
 "high sophisticated" + high tech computer or electronic devices ...
 ;-)

 c/o Kurt Emerson  your idea was analyzed e.g. by Mr Votaw in 2012.
 Simply search for: "Computational Study on Micro-Pilot Flame Ignition
 Strategy for a Direct Injection Stratified Charge Rotary Engine"
 (Wright State University) The thesis deals with the UEL AR741 + CFD
 ..., size is ~ 5,11 MB

 Turbulence for promoting / supporting the combustion process ...

 Please, have a look at the patent by Mazda (JP2013050040) + the
 snapshots.

 tgr.jpg  picture of the Experimental small "vortex blade" in the
 recess of the rotor

 turb_mdr.jpg  with a MDR type recess there is rearly not much of
 turbulence - so combustion velocity is slow + duration is pretty long
 ...

 turb_tgr.jpg  more turbulence with the "blade", resulting in faster
 combustion  more of the mixture is burnt earlier - as long as the
 chamber volume is still small  more pressure ...

 slow_fast.jpg  comparison without + with turbulence  the "center"
 of combustion / main combustion will occur much earlier with
 turbulence ... (that's also true for rumbling reciproces ...)

 I don't think, that I have to show the small AVL RE again ... ;-)

 Freedom Motors is / was a "sub devision" of Moller International.
 Actually they shall cooperate with PSC + FPCO at a company called
 "EcoRotary LLC" in Dixon, CA + Moller will be a customer of engines
 only ... ?

 At last, why Austro Engines + Co are developing Diesel / Multi Fuel
 engines ... - it's simply because that's requested by the Army / Air
  Force / Navy ...
 Very important sources of Money ... ;-)

 Unfortunately Mazda does not try to get any orders from the japanese
 defense ministerium ... (?) Would help a lot ... ;-)

 With kindest regards (from old germany) ;-)

 Franky / Frank Herfert

 Looks like he understood the problem and was working on it.

 Paul Lamar

Been thinking about this. Would having side port intake assist
with turbulence in the chamber as opposed to the direct intake to
the chamber? Yes, it would provide resistance to the flow, but
would that actually be a good thing because of the turbulence
that could be effected?

Regards,
Steve Thompson


Over the years many tries have been made to add turbulences.
It never made any difference. It was the researchers at Vienna University that
recently discovered the squish flow phenomena. That will blow away any turbulence and
make it inconsequential.

It is quite obvious looking at the flame propagation diagrams there is something in the combustion
chamber blowing the flame away.

Paul Lamar

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