KE'NiCH1 YAMAMOTO

'~lIl't .~ Titr]'t!'cst WIliW~ite;..1 :U!:J ~fs+ 'rI~'1

KENICHI YAMAMOTO

ROTARY ENGINE

.::--.

Published by Sankaido Co., Ltd.

5-5-18, Hongo, Bunkyo-ku, Tokyo, Japan

Published in 1981

Based on volume six of the ee Automotive engineering" published in Japanese by Sankaido, this English version incorporates some addition

and updating.

Copyright © 1981 Toyo Kogyo Co., Ltd. Toyo Kogyo Co., Ltd.

3-t, Shinchr,'Fuchu'&o, Aki-gun, Hiroshima, Japan

Mazda Rotary engine, License NSU-Wanke! Printed in Japan

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CONTENTS

PREFACE

CHAPTER 1 OUTLINE OF THE ROTARY ENGINE················ 1

1.1 HISTORY OF THE ROTARY ENGINE··············· 1

1.2 TYPES OF ROTARY ENGINE-···· ······································4

1.2.1 SINGLE ROTATING ENGINE 4-

1. 2.2 OSCILLATORY ROTATI:SG ENGINE 5

1.2.3 PLAKETARY ROTATING ENGINE 5

1. 3 REQUIREMENTS FOR A PRACTICAL ROTARY ENGINE 6

1.4 OUTLINE OF THE NSU-WANKEL TYPE ROTARY ENGINE ····· .. ···································6

1.4. 1 BASIC STRUCTURE········· 6

1. 4. 2 PRIXCIPLE OF OPERATION··········································· 7

1.4.3 FEATURES OF THE ROTARY E!"\GINE 7

1.4.4. LICENSERS AND LICENSEES 8

CHAPTER 2 BASIC DIMEKSIONS ·····11

2.1 PERITROCHOID·· ·············11

2.1.1 EQCATIO:S OF PERfTROCHOID···· ,. ··························11

2.1.2 PARALLEL TROCHOID CURVE········ ·········· .. ·· .. ··12

2. 2 I~NER ENVELOPE OF PERITROCHOID ·············· .. · ·····12

2. 2. 1 EQUATION OF I:###BOT_TEXT###quot;KER E:;..IVELOPE ········· ··········12

2.2.2 PARALLEL INl';ER ENVELOPE ········13

2.3 A:-\GLE OF QSCILLATION···· .. · ··············13

2.3.1 CALCULATION OF ANGLE OF OSCILLATION···· ·13

2. 3. 2 ;\IAXIMUM ANGLE OF OSCILLATION · ·· .. ······14

2.4 VQLWvlE OF WORKING CHAMBER ················ ······ .. ············14

2.4.1 SIDE AREA OF WORKING CHA~IBER - ··· .. ···········14

2.4.2 CHANGE IN VOLUME OF WORKING CHAMBER········· .. · .. ············· ·············· .. ···· ··········14

2. 4. 3 STROKE VOLU~1E .. ·· ··· .. ···· .. 15

2.5 COMPRESSION RATIO '" 15

2. 5. 1 THEORETICAL COMPRESSION RATIO ··15

2.5.2 COMPRESSIO:\ RATIO OF ROTARY ENGI!\E···· ·16

2.6 CIRCUMFERE:\TIAL VELOCITY AND ACCELERATION OF ROTOR VERTEX ············16

2. 6. 1 CIRC u: 1F ERE::-<TIAL VEL OCITY OF ROTOR VERTEX···· · ·16

2.6.2 ACCELERATIOX OF ROTOR VERTEX······ .. . ·· .. ··· .. ·········· .. 16

2.7 PRACTICAL APPLICATIOXS OF THE BASIC DIMENSIONS ············ .. ·· ··17

CHAPTER 3 BASIC CONSTRUCTION OF THE ROTARY ENGINE·········· · .. ··· .. ···· .. ·· .. ···· .. ··········19

3.1 ROTOR

...................... ································19

3.1.1 BASTC COXSTRCCTIO:!,; ·················· .. ····· .. ····19

3. 1.2 ROTOR MATERIAL······· ·20

3.2 CO:

STRCCTION OF HOC-SING '. . ··········20

3.2.1 ROTOR ITOUSIXG ·20

3.2.2 SIDE HOUSIXG - - ············· .. ······ .. 23

3.3 PHASING GEAR MECHANISM······ . . . . . . . ·24

3.3.1 BASIC STRCCTL~RE OF PHASING GEAR· . . . . . . ·24

3.3.2 TOOTH LOAD· . . . . . ···················· .. · .. ·······25

3.4 OUTPUT SHAFT SYSTEM AND BEARINGS, ··25

3.4.1 STRUCTURE OF OCTPUT SHAFT .

3.4.2 BALANCE OF INERTIA FORCE .

3.4.3 BEARINGS A:!,;D BEARING LOADS .

. ··26

... . . ··26

. ·27

-1-

3.5 GAS SEALIXG MECHANISM ···································28

3.5.1 CO;XSTRCCTION OF GAS SEALING MECHANISM ·····························28

3.5.2 ..... \ P"~X SE ... !!J,.,L ".,.,.,.,.,',. "',.,.,., -,.,', .... ,. - - -- - "_ --"_"_ , , ,.,.,.,.,., - - -- -- - - - - - -- --"_ .. "_, -"_ -, - ·28

3.5.:3 SIDE SEAL AND CORXER SEAL .. . . ··30

3.6 INTAJ<E AND EXHAUST MECHA:\ISM . ··30

3.6. 1 IXTAKE AND EXHA UST PORT SYSTEM··············· ·:;0

3.6.2 PORT TJ?;IING· ·31

3.7 COOLIXG SYSTEM . . ····················32

3.7.1 COOLIXG SYSTE1,t FOR THE HOVSIXG .. . .. ················32

3.7.2 COOLING OF ROTOR .. .. . . '.<-13

3.8 LUBRICATIO!'i SYSTE:-"I . . . . . . . . . . . . . . . . ·· .. · .. ·······35

3.8.1 LCBRICATION OF OCTPUT SHAFTIXG .. . . . .. ··35

3.8.:: LUBRICATIO?->; OF GAS SEAL SLIDING SURFACE . ·35

3. 8. 3 OIL SEAL . . .. . ·36

CHAPTER 4 PEl-?FOR.MAKCE AND COMBUSTION . ·37

4.1 PERFORl\iAXCE CHARACTERISTICS 4.1.1 CALCULATTOX OF m~TPUT·

................... ····37 ............................. ·37

4. 1. 2 FRICTION LOSS···· .

. <17

4. 1. :J PERFORMANCE AT WIDE OPEX THROTTLE···· . ·38

4.1.4 CHARACTERISTICS OF EXHAl:ST EI\I1SSIOXS· ·38

4.1.5 FeEL CONSl:T\·1PT10N PERFOR~IANCE - - - - - - - - _._. __ ,.

4.2 V1I3RATIO=--- AND XOISE .

..·····39

. ·······················40

4. 2. 1 EXGI:\E VII:lRATIO;\

........................... ···40

..· .. ···42 . "·43

4. 2.2 E;\GIXE KOISE .. .. .

4.3 COMB CSTION CHARACTERISTICS········ .

4.3. 1 FLAI\-JE PROPAGATION .. ·43

4.3.2 IGNITARILITY IX LIGHT-LOAD OPERATION ·············43

4.3.3 ABNORMAL COMBUSTION· . . ·44

4.4 EFFECT OF INTAKE-EXHAUST SYSTEIVI ..·············,·45

4.4. 1 INTAKE-EXHA LST PORT SYSTE~l· . . ,15

4.4.2 PORT TnUNG· .. · . . . . . .. .. .. ·46

4.5 EFFECT OF ROTOR RECESS ·47

4.5.1 LOCATION A~D COXFIGL.:RATION OF ROTOR RECESS . ·47

4.5.2 VOLL.:ME OF ROTOR RECESS . ············· ···· .. ·········· ··· .. ·······48

4.5.3 PROBLEMS INVOLVED IX INCREASED BURXING SPEED · ··49

4. 6 EFFECT OF G AS SEAL.. . ·49

4.6.1 I:\IPROVEEXT OF GAS SEAL 49

4.6.2 EFFECT OF TMPROVED GAS SEAL .. 50

4.7 EFFECT OF IGNITION SYSTEl\I ···51

4.7.1 IGNITIO::-'; SPARK CH/\RACTERISTICS .. · 51

4~ 7.2 SPA_RK PLUG - - -", ,- - - - ···· .. ····· .. ·51

4.7.3 DISTANCE FROM IXNER SL.:RFACE OF ROTOR HOCSING TO ELECTRODE .. · ·· .. ···· .. ·· .. 52

4.7.4 LOCATION AXD i\CMLlER OF SPARK PLL.:GS .. · ·········· .. · ··· 52

4.8 EXHAUST EMISSIOX COXTROL SYSTE~i .. · ···53

4. 8. 1 THER:'IAL REACTOR SYSTE!'vl ·54

4.8.2 CA TAL YST SYSTE\I ·55

4.9 SIX PORT IxDUCTIO:\ SYSTE11 RE (6 PI) .. · .. ·58

4.9.1 STRUCTURE AND OPERATION .. ··············· .. ········ .. · .. · ·· .. ·· ·...... .. · .. ······ .. ·····59

4.9.2 AIM AND EFFECT

........................ ················59

CHAPTER 5 FUTURE DE

Related Interests

    ELOPMENT-·········· ········· ······61

    5.1 FeEL INJECTION TYPE ROTARY E~GINE ···· .. ····61

    5.2 STRATIFIED CHARGE TYPE ROTARY E:\GINE . ···· .. 62

    5.3 SUPERCHARGE TYPE ROTARY EXGINE .. · ········63

    5. 4 MULTI-ROTOR TYPE ROTARY ENGIXE · ····64

    5.5 DIESEL ROTARY ENGINE . . ..· · ···64

    5.6 APPLICATIO:::S OTHER THAX TO AUTOMOBILES ·························· .. ···· ·· .. ·65

    -2-

    ··28 ··28 ··28 30 ···30 ···30

    31 32 ·32 33 35 35 35 36

    37

    ···37 ··37 37 ·38 38 39 ·40 ·40 ·42

    ····43 ·43 ·43 ··44 ·45

    ····45 ····46 ····47

    47

    ····48 ·49 ··49 ··49 ··50 ···51 ·51

    ···51 ····52 ····52 ·····53 ·····54 ·····55 ·····58 ···59 ·····59

    ·····61

    ··· .. 61 ·····62 ··· .. 63 ·····64 ·····64 .. ··65

    PREFACE

    Nikolaus August Otto of Germany succeeded in making a practical internal combustion engine in 1876, and Gottlieb Daimler made an automobile utilizing an internal combustion engine in 1886. These were both the reciprocating type piston engines. Since then, the development of the internal combustion engine for automotive purposes has been remarkable. As a consequence, however, the history of the internal combustion engine mainly consisted of engines that possessed the reciprocating mechanism.

    It is not appropriate to conclude, however, that the mechanism of the internal combustion engine must be of the reciprocating type solely because the early history of the internal combustion engine was primarily that of the reciprocating one.

    As the matter of fact, there have been numerous challenges made, in the course of development of the internal combustion engine, to create practical rotary engines.

    However, satisfying all the requirements for a practical internal combustion engine is not so simple as to be achieved by a mere casual idea and automotive applications demand still more rigorous requirements. This explains the reason why many efforts in the past for perfecting a practical rotary engine did not succeed.

    There is solid background and good reason why the NSU-Wankel type rotary engine invented by Felix Wankel have become the only practical rotary engine. First, its principle is superior. Secondly, enormous and untiring efforts have been made to make it work.

    No matter how innovative an invention may be, there is no invention that is absolutely perfect from the beginning. The case of the NSU-Wankel type rotary engine is one good example of untiring enthusiasm and effort having prevented an excellent invention from falling into oblivion.

    The development history of the NSU-Wankel type rotary engine includes the improvement of the engine itself and the progress of its application. The number of years and the scale of research work devoted toward the rotary engine compared with that of the reciprocating engine, however, is still small. Accordingly, this book which introduces the actual circumstances of development of the rotary engine up to the present stage may touch merely part of the full potential of the NSU-Wankel type rotary engine.

    We are very pleased that the rotary engine has by now established a firm position in the history of internal combustion engine. We will further continue to pursue the

    path of improvements and new discoveries. - 3

    KENICHI YAMAMOTO

    CHAPTER 1

    OUTLINE OF THE ROTARY ENGINE

    In 1954, Dr. Felix Wankel (West Germany) became the first in the world to successfully develop a rotary engine with the cooperation of NSU (West Germany).

    The attention of those in the field of mechanical engineering, not to mention those related to the automotive industry, has gradually increased blending high expectations for the new engine with a cognizance of past failures.

    While being watched by engineers throughout the world, this rotary engine was made a practical engine as a result of tenacious effort. In spite of the many trials and difficulties it encountered, it gradually came to be acknowledged as an engine applicable to automobile as well as industrial purposes. Commercial production of the rotary engine began ten odd years ago.

    The NSU-Wankel type rotary engine will be described from the viewpoint of its historical background and the requirements for an internal combustion engine.

    1. 1 HISTORY OF THE ROTARY ENGINE

    To this day, many inventors have designed various types of machines to obtain motive power. Most of them were of rotary piston structure composed of rotary motion parts, because the idea was natural and the structure was simple. However, most of such ideas were those that could not provide sufficient airtightness and durability, and were of complicated configuration. Hence, engines with reciprocating pistons were developed first. Untiring research and development of the reciprocating engine as an automotive engine took place since then and made the engine what it is today.

    Incidentally, reciprocating engines have the following shortcomings:

    ( 1) Because of reciprocating parts, vibration, noise and power loss become greater as engine revolutions increase.

    ( 2) Because of its cranking mechanism, it is heavy and large compared to power output. ( 3 ) Because of its intake and exhaust valve mechanism, it generates mechanical noise and this mechanism requires many parts.

    The rotary engine, which does not require an intake-exhaust valve mechanism and draws power directly from a rotating motion, has been the subject of

    research and development for many inventors and engineers as an ideal engine that overcomes the abovementioned shortcomings of reciprocating engines.

    Various types of rotary engines which grew from the rotary mechanisms of pumps and compressors have been developed to date, but it took many years before a rotary engine could be made practical. The following is a history of development of rotary engines in chronological order:

    1588 Ramelli invented the first rotary piston type water pump.

    Fig.!. 1 shows its rotary piston mechanism in which a seal that slides radially is mcorporated in the rotor.

    1636 Pappenheim invented a gear type pump.

    This gear type pump is the first pump composed of moving parts that only rotate. It is still used for oil pumps on automobiles, etc.

    1759 James Watt invented the first rotary steam engine.

    Although he designed an engine which has

    a rotor that derives its rotating power directly from steam pressure, it could not be put to practical use due to an airtightness problem.

    Fig. 1.1 Ramelli's pump

    Fir. 1.2 Pappenheim's gear pump

    1 -

    Fig. 1.3 Rotary steam engine by James Wat.t

    Fig. 1." Murdock's. rotary steam engine

    Fig. 1. 5 Franchot's rotary compressor

    1799 Murdock also invented a rotary steam engine.

    He used wooden seals to improve airtight. ness, and succeeded in generating power for machine work and water pumps, but the engine did not provide sufficient airtightness and durability.

    1860 Oldham and Franchot manufactured a rotary type compressor.

    As a. curve to form the working chamber; the peri trochoid curve was applied for the first time.

    1867 Behrens manufactured a rotary steam engine with improved airtightness.

    A recess that corresponds to the Circular arc of the housing's inner wall is provided on part of the ftxedshaft. The rotor rotates by coming In contact with this part. Since the sealing method. was changed to a face contact seal, water pumps and steam

    Fig. L 6 Behrens's rotarv steam engine

    Fig. 1.7 Cooley's rotary steam engine

    .Fig. 1.8 Umpleby's rotary engine

    Fig. 1.9 Rotary engine by WaJlinder & Skoog engines with this structure were able to operate under a high pressure that could not he used in those days.

    Beginning with the 20th century, the theories on mathematics, geometry, thermodynamics; materials, processing, metrology, etc. had progressed along with the deveIopmentof the reciprocating type internal combustion engine, and also research on the rotary type internal combustion engine further advanced.

    1901 Cooley manufactured a rotary steam engine in which both inner and outer rotors rotate, The inner rotor uses the peritrochoid curve and the outer rotor uses its outer envelope.

    1908 Umpleby advanced Cooley'S steam engine into a rotary type internal combustion engine.

    1923 Wallinder and Skoog announced their joint research on the rotary engine.

    2 -

    opDOt

    nes ials, with mal ype

    ~ne ate. irve

    ope, rine non

    oint

    Fig. 1. 10 Rotary engine by Sensaud de Lavou

    Fig. 1. 11 Maillard's rotary compressor

    Fig. 1.12 Wankel's rotary compressor

    This rotary engine uses the hypotrochoid curve for the inner wall of the housing and uses its inner envelope for the external shape of the rotor.

    1938 Sensaud de Lavou further advanced the rotary theory in those days.

    He devised an internal combustion engine that goes through the four strokes in one housing and does not require additional components such as intake and exhaust valves, but this engine could not be put to practical use because airtightness, lubrication, cooling, etc. were insufficient.

    1943 Maillard devised a compressor by applying the rotary theory.

    This compressor uses the hypotrochoid curve for the rotor and its outer envelope for the inner surface of the housing. He further advanced his research to apply this

    Fig. 1. 13 250cc x 1 rotary engine (NSU, West Germany)

    Fig. 1.14 Spider (NSU. West Gormany)

    Fig. 1.15 Cosmo Sports (Toyo Kogyo)

    j

    theory to engines, and contributed a great deal to the geometrical analysis of the rot· ary engine.

    1951 Wankel manufactured a rotary compressor.

    This compressor was installed on NSU's motorcycle as a supercharger and established a speed record in the United States.

    1959 The NS U - Wankel type rotary engine succeeded in a durability test.

    A 250cc x 1 rotor rotary engine of NSU completed a durability test of one hundred hours, and the report of "The Rotary Engine Achieves Success" was announced throughout the world.

    1962 NSU announced a water-cooled 150cc X 1 rotor rotary engine mounted on a boat for water-skiing.

    1963 Toyo Kogyo made a prototype car, Cosmo

    3-

    Fig. 1.16 Ro 80 (NSU. West Germany)

    Sports, installing a 400cc x 2 rotor rotary engine, and displayed the engine and main parts at the Tokyo Motor Show for the first time.

    1964 NSU announced its sports car Spider installing a 497. 5cc x 1 rotor rotary engine, and this became the first rotary engine mounted car in the market.

    1967 Toyo Kogyo introduced its Cosmo Sports (491cc X 2 rotor) to the market. NSU also introduced its R080 (497. 5cc X 2 rotor).

    Since then, rotary engine mounted cars proliferated and have been improved constantly to suit market requirements and to improve their marketability.

    1.2 TYPES OF ROTARY ENGINE

    Currently, the term rotary engine is familiar to those in the automotive industry and to the public as well. However, this term is interpreted in a number of ways, so it cannot be said that the interpretation is unified.

    In this book, the rotary engine is defined as; "An internal combustion engine that performs the four strokes of intake, compression, expansion and exhaust while the working chamber changes its volume and the moving parts always rotate in the same direction."

    From this meaning, there are cases that the terms rotary piston engine, or rotary combustion engine are used in order to more accurately describe the rotary engine.

    In the case of gas turbine, although it consists of rotating parts only, it is not included in the term, rotary engine, used here, because a gas turbine gets its power by the flow of gas. The volume of the working chamber does not change.

    Since James Watt devised the first rotary engine in 1759, many rotary engines have been studied in the world. It is not easy to classify the ideas of the many rotary engines systematically, but it is possible to group them into the three types-single rotating engine, oscillatory rotating engine and planetary rotating engine.

    1. 2. 1 SINGLE ROTATING ENGINE

    A single rotating engine is an engine in which the rotor rotates at a certain angular velocity and the center

    I

    'Scavenging port

    Fig. 1.17 Rotary engine by Mallory Co. (mechanism)

    Angle of rotatiOll 360·

    SuctiOll/exhaust bYO negative pressure

    Fig. 1. 19 Rotary engine by Mallory Co. (pressure change)

    Fig. 1. 20 Single rotating rotary engine

    of its rotation does not move. An example is the Mallory engine (United States) which can be explained as follows: The rotor, which is divided by a number of vanes, rotates eccentrically in the housing. Fig. 1. 18 shows how the engine operates. The air-fuel mixture intake is supercharged by a blower and is compressed as the rotor rotates. The mixture, which is ignited after a compression stroke of approximately 180 degrees in rotation angle of the output shaft, successively completes the strokes of expansion and exhaust. And, in order to prevent the exhaust gas from mixing with fresh mixture, a scavenging port is provided which sucks out

    4

    he ed

    ler 18 Ire

    ed ter in tes ler IxIUt

    the exhaust gas by negative pressure.

    As for other single rotating engines, there are those of various structures as shown in Fig. L 20.

    1. 2. 2 OSCILLATORY ROTATING ENGINE

    An oscillatory rotating engine is an engine in which a plural number of rotors rotate around the center of rotation by changing their angular velocity, and the chamber volume changes as the rotors come close to each other or separate from each other. As a typical example, this may be explained by introducing the structare and operation of Kauertz's engine.

    In this engine, a single rotating rotor and an oscillatarily rotating rotor rotate concentrically and perform a relative motion inside a round housing. The relative motion of the two rotors are controlled by gears and linkages, and, if appropriate intake and exhaust ports are provided, each stroke of intake, compression, expansion and exhaust can be performed by the rotation f rotors which open and shut the ports.

    As this type of engine requires a complicated oscillatory motion mechanism, problems concerning strength and noise are apt to occur.

    Fig. 1. 23 shows another example of an oscillatory rotating engine.

    1. 2. 3 PLANETARY ROTATING ENGINE

    A planetary rotating engine is an engine in which • rotor rotates by making a planetary motion. A typical example of this is the NSU-Wankel type engine which will be explained in detail in 1. 4 and from Chapter 2.

    Fig. 1. 21 Kauertz engine (construction)

    Compression

    Fig. 1.22 Kauertz engine (function)

    Fig. 1. 23 Oscillatory rotating rotary engine

    Fig. 1. 24 Turbo-radial engine (construction)

    Fig. 1. 25 Planetary rotating rotary engine

    Therefore, in this section, a turbo-radial engine and its mechanism will be introduced.

    In this engine, a peri trochoid curve is used on the rotor and its outer envelope is used on the housing. A rotor gear is projected from the rotor, and it meshes with a stationary gear which is concentric with the output shaft. Since the rotor center and the output shaft center are eccentric to each other, the rotating power of the output shaft can be obtained by the gas pressure which the rotor receives. In this engine. the working chamber does not make a rotating motion. Therefore, the gas seals to secure gas tightness are arranged on the housing side.

    There are other planetary rotating engines which are of different structure as shown in Fig. 1.25.

    -5-

    1. 3 REQUIREMENTS FOR A PRACTICAL ROTARY ENGINE

    Although various types of rotary engines have been developed to date, there are few that do not qualify as internal combustion engines or do not qualify as a practical engine even if they satisfy the qualifications of an internal combustion engine.

    The requirements for a rotary engine to be qualified as a practical internal combustion engine can be summed up in the following five items. The practicality of various ideas on rotary engines can be judged by evaluating them by these criteria:

    e 1) Every moving part, including the timing mechanism, should make a rotating motion.

    A mechanism having a reciprocating inertia will increase mechanical noise and vibration, and will work against high speed and high revolution. Accordingly, structures that require intake and exhaust valves and mechanisms using the rotors oscillatory motion are not desirable.

    e 2) Gas seals of the working chamber should be three-dimensionally reliable.

    The gas seal mechanism of a rotary engine should be constituted by connecting the individual seals three-dimensionally. Among the many ideas we come across are those that do not show such three-dimensional thoughts.

    e 3 ) Appropriate gas exchange of intake and exhaust should take place.

    Together with having a mechanism that can correctly open and close the ports, sufficient time for intake and exhaust should be provided especially for high speed and high revolution. Among the ideas on rotary engines, there are some that ignore this point.

    e 4) Every component part should have the strength to endure high speed and high pressure.

    As the component parts are exposed to high pressure, high sliding velocity and high heat load, every part should have sufficient allowance in size and in shape.

    e 5 ) Sufficient cooling and lubrication should be provided.

    In order to qualify as an nternal combustion engine, although this is related to above e 4 ), durability against high heat load, high sliding velocity, etc. are required. Therefore, the structure should be simple, and the ideas on rotor cooling, lubrication of seal parts, and oil seal structure should be those that are given adequate thought. Also, it is desirable for a practical rotary engine

    to have a simple and compact structure. When we evaluate the various types of rotary engines devised to date in view of the above-mentioned requirements, the

    NSU-Wankel type rotary engine is the engine that best satisfies the above-mentioned requirements.

    The NSU-Wankel type rotary engine will simply be called a rotary engine, and the reciprocating piston engine will be called a reciprocating engine hereinafter.

    1. 4 OUTLINE OF THE NSUWANKEL TYPE ROTARY ENGINE

    1.4.1 BASIC STRUCTURE

    The basic structure of the NSU-Wankel type roo tary engine is shown in Fig. 1. 26.

    The inner surface of the rotor housing is cocoon shaped, and the rotor performs a rotating motion inside the housing. By arranging side housings to both sides of the rotor housing, three working chambers are formed. The rotor housing and side housings correspond to the cylinder and cylinder block of the reciprocating engine, and the rotor corresponds to the piston.

    As phasing gears to control the rotating motion of the rotor, a rotor gear and a stationary gear is fitted to the rotor and side housing with a gear ratio of 3:2. As shown in Fig. 1. 27, by having the rotor gear rotate while being meshed with the stationary gear, the apex of the rotor will rotate by drawing a peritrochoid which is the basic curve of the rotor housing.

    Side

    plug

    gear

    Cooling water passage Fig. 1.26 Basic construction of NSU-Wankel

    type rotary engine

    ~Rotorgear ~ ~

    ~::)~ ~

    ~~':~ j

    Peritrochoid <>.rYe

    (basic configuration of rotor housii1l!)

    Fig. 1. 27 Generation of peritrochoid curve

    6 -

    1 a e lII. n d

    !.

    :e X h

    1. 4. 2 PRINCIPLE OF OPERATION

    Fig. 1. 28 shows the operation of the rotary en-

    gine.

    The intake port opens at CD, where the intake stroke begins. The volume of the working chamber gradually expands as the rotor rotates as illustrated by ® and ®, and reaches the maximum volume at @. The intake port automatically closes at @.

    The air-fuel mixture is compressed by ®, ® and ®, and goes into the expansion stroke after being ignited near the compression top dead center ®. After going through the expansion stroke @), @ and @, the exhaust port opens at @. The exhaust stroke goes through @), @, @ and @, and completes at @. From this point the stroke returns to CD, where the intake stroke begins again.

    As described in the above, the rotary' engine is a four stroke one cycle engine (hereinafter referred to as a four stroke engine) which continuously performs clearly distinguishable four strokes of intake, compression, expansion and exhaust. Until one of the working chamber completes the four strokes starting from CD, the strokes illustrated from i) to vi) of Fig. 1. 28 are repeated

    .. ~).)

    Fig. 1. 28 Function principle of rotary engine

    three times, which in turn means that the rotor rotates once and the output shaft three times. Also, the other two working chambers will respectively complete the four strokes once during this period, which in turn means that a total of three explosions take place in the same period. In other words, the rotary engine undergoes one explosion while the output shaft rotates once, as in the case of a two-stroke reciprocating engine.

    Furthermore, since the output shaft rotates three times while one working chamber completes the four strokes once, the time required of one stroke will be 270 degrees in terms of the rotating angle of the output shaft. When compared with a four stroke reciprocating engine (180 degrees for one stroke), this is 1. 5 times longer.

    1.4.3 FEATURES OF THE ROTARY ENGINE

    As compared with the reciprocating engine, the rotary engine has the following basic features:

    ( 1 ) There are no reciprocating parts.

    Since reciprocating engines have reciprocating parts, there are problems of unbalance caused by the inertia of reciprocating parts and complicated engine vibration. Whereas, in a rotary engine is composed of only rotating parts, engine

    Fig. 1. 29 Comparison of engine size

    Fig. 1. 30 Comparison of main parts of engine

    -7-

    Engine weight (kg)

    Fig. 1. 31 Output and weight distribution of engine

    vibration is very low because it is possible to perfectly balance the engine by using balancing weights.

    Also, since the rotary engine does not require a cranking mechanism, it has the advantages of smooth motion, less mechanical loss, simple construction, and compactness.

    ( 2 ) There are no intake-exhaust valve mechanism.

    For those engines which require an intakeexhaust valve mechanism like a reciprocating engine, mechanical noise is generated by the opening and closing of the valves, and the valves themselves obstruct air flow. There are additional problems such as the valves being unable to follow the motion of the cam at high revolutions.

    Since the rotary engine has a rotor that directly opens and closes the intake and exhaust ports, it does not require an intake-exhaust valve mechanism ; hence, the correct timing for opening and closing can be maintained even at high speeds.

    ( 3 ) The time for one stroke is 270 degrees in terms of the rotating angle of the output shaft, and there is one explosion for one rotation of the output shaft.

    00,.-,,--,....,---, 401--+-+--+--1

    50 40 30 20

    50 40 30 20 10 o

    -1 o 90 180 270 360' Angle of output shaft ro'alm 4-cyl. recipro. engine

    1\ 1\
    \ "
    ,
    --- -- , --
    \ 1\
    o ~--',}, --\~
    \ ,

    ~,
    --

    Related Interests

      - - , -~,
      O. ~" Vi ,\
      o "
      I'"~ J
      -, J .... ,J
      0 ,..I

      -1 o 90 180 270 300' Angle of output Slaft rotation 6-cyl. reciorc. engioo

      -10 0""' ---;'))""'''1-;':;80''"'' 2"'70:7, :;-;360'

      Arlgleofoutputshaftrotation 2-rotor rotary engine

      Fig. 1. 32 Comparison of torque curve

      The long intake stroke means that the volumetric efficiency becomes higher even at the high speed range, and reduces the torque drop, Also, the long expansion stroke means that it is advantageous from the point of torque fluctuation. In a rotary engine that has two rotors, the expansion stroke overlaps so the torque fluctuation is as low as in the case of a six cylinder reciprocating engine.

      As described in the foregoing lines, the rotary engine has the superb features of light weight, compactness, less vibration and noise, flat torque characteristics, etc. Vehicles installing a rotary engine provide more freedom in designing the body for style and comfort. And, the driver will experience quieter, more comfortable and more responsive driving.

      1.4.4 LICENSERS AND LICENSEES

      Twenty odd companies of six countries are respectively in collaboration with Audi NSU Auto Union AG and Wankel GmbH, and are advancing their development of the NSU-Wankel type rotary engine. Although there are licensees who have different fields of industrialization of the engine in terms of engine output, kinds of fuel, etc., they are conducting their development work in their respective fields while mutually exchanging technical information under their common aim of research and development of the rotary engine.

      Field of Application

      Licensers

      Table 1. 1 Licensers and Licensees (as of 1977)

      Country

      Company

      Motor vehicles

      West Germany

      Audi NSU Auto Union AG Wankel GmbH

      Company

      Licensees

      Country

      Fichtel & Sachs AG

      West Germany

      Field of Application

      Klockner-Humboldt-Deuta AG Daimler-Benz AG

      MAN (Maschinenfabrik Augsburg-

      Nurnberg AG) Friedrich Krupp GmbH

      Dr, lng. h.c.F. Porsche AG Johannes Graupner

      Boats, Land vehicles and Industrial purposes

      1 All technica I field, Motor vehicles Model engines

      -8-

      Field of Application

      Country

      Company

      Motor vehicles

      Luxemburg

      Comotor S.A. (Peugeot/Citroen)

      Great Britain

      Rolls- Royce Motors Limited NVT Motorcycles Ltd.

      Off-road vehicles

      Switzerland

      CROCO Engines GmbH

      United States

      Toyo Kogyo Co .• Ltd. Nissan Motor Co., Ltd. Toyota Motor Co .• Ltd.

      Cumtiss- Wright Corporation Outboard Marine Corporation Ingersoll-Rand Company American Motors Corporation General Motors Corporation

      All technical fields Motorcycles

      A J1 technical fields

      Boats and Industrial purposes Industrial purposes

      Motor vehicles

      All fields excepting airplanes

      Japan

      Yanmar Diesel Co .• Ltd.

      All technical fields excepting motor

      vehicles

      All technical fields Passenger cars Passenger cars

      Note: NSU became Audi NSU in August 1969 by merger .

      • ferenees:

      1) F. Huf: Zur Geschichte der Rotationskolbenmaschinen.

      Automobil Revue No. 49 (1961)

      Z) F. Wankel: ROTARY PISTON MACHINES. London IIliffe Books Ltd. (1965)

      3) D. Korp: Protokoll einer Erfindung DER WANKELMOTOR. MOTORBUCH VERLAG STUTTGART

      -9-

      (1975)

      4) Kenichi Yamamoto: Rotary Engine. Nikkan Kogyo Shimbunsha (1969)

      5) Kenichi Yamamoto: Outline of Rotary Engine. No. 83.

      Vol. 8. Sankaido (1969)

      CHAPTER 2

      BASIC DIMENSIONS

      The NSU-Wankel type rotary engine is a simple 'meChanism consisting of a rotor housing in which a ro::or and an eccentric shaft rotate. In principle, the mechEi5m is composed of a peri trochoid curve and its inner envelope. Their elements are called the basic dimensi- 005.

      Being closely related with the shape of each component of the rotary engine, the basic dimensions of this rrochoid greatly affect all the engine characteristics including displacement, performance, durability, producrimy, etc.

      Various organizations in the world are actively Jmticipating in the competition for research and development of the rotary engine. However, in comparison with e:.e many years of systematic studies on the reciprocating engine, few basic studies on the rotary engine have been eonducted at universities and institutes. The relation between these basic dimensions and the characteristics _ the rotary engine remain to be pursued further.

      2. 1 PERITROCHOID

      Peritrochoid is a basic curve forming the inner mrface of the rotor housing. It is the actual base for the geometric construction of the rotary engine.

      2. 1. 1 EQUATION OF PERITROCHOID

      Peritrochoid is the locus of the tip point P of an urn fixed on the revolving circle B in Radius q when it rolls along the periphery of the base circle A in Radios p as inscribed.

      Therefore, the equation of peritrochoid can be expressed by the coordinates of Point P (x, y) in the coordinates x, y of the center of Base Circle A, as initial point, as

      x=e cos a+R cos f3}

      y =e sin a+R sin f3 .•••••.•••••.••••• (2.1)

      where e: center distance between Base Circle A and Rolling Circle B

      R: length of arm fixed on Rolling Circle B

      a: angle of rotation of Revolving Circle B around Base Circle A

      f3: angle of rotation of Revolving Circle B on its axis

      In Fig. 2. 1. Point F on Base Circle A and Point G on Revolving Circle B are the point of contact between the circles when a=O and 1'=0. From the rela-

      "....,.. "....,..

      tion FH=GH,

      q(a-I')=pa .. I'=(l-p/q)a

      This shows that the angle of rotation a of revolving Circle B around Base Circle A and that of I' on its axis are in a proportional relation.

      This curve will be closed if

      I-p/q=1/m (m being an integer) Therefore, the relation between p and q will be

      p/q=(m-1)/m (2.2)

      The equation of peritrochoid becomes

      x=ecosa+Rcosa/m} (2.3)

      y =e sin a+R sin aim

      Fig. 2. 2 shows the configurations of the curves when m=2,3 and 4, respectively.

      The rotary engine in practical application presently uses the trochoid of m=3, the equation of which is expressed, as

      x=e cos a+R cos a/3}

      u=e sin a+R sin a/3 (2.4)

      Since Radius p of the base circle and Radius q of the revolving circle used to draw this trochoid satisfies P/q=2/3 from Eq. (2.2) and q=t=e from the center distance e, p=Ze and q=Se will result.

      As shown in Eq, (2.4), the center distance e between the revolving and base circles and the length R of the arm fixed on the revolving circle are the basic values to determine the trochoid. In general, e is called

      y

      Fig. 2. 1 Generation of peritrochoid

      (6)~~

      m=z m=3 m=4

      Fig. 2.2 Configuration of peritrochoid and inner envelope

      11-

      Fig. 2. 3 Trochoid constant and trochoid configuration

      the amount of eccentricity and R, the generating radius.

      The ratio of the generating radius R to the eccentricity e is called the trochoid constant K, which will provide a typical index for a trochoid to indicate its geometric configuration.

      K=R/e (2.5)

      Fig. 2.3 shows the trochoid constant K and the configuration of the trochoid when the working volume is taken as constant. The trochoid constant is an important index to determine the basic dimension of the engine, such as maximum angle of oscillation, theoretical compression ratio, circumferential velocity of the apex seal, outside dimensions of engine, etc. Generally, it is taken between K=6-8.

      2.1.2 PARALLEL TROCHOID CURVE

      In the actual rotary engine, the curve used for the inner surface of its rotor housing is the trochoid given by Eq, (2. 4) that has been moved outward in parallel by a constant amount a.

      The purpose of this is to form the top of the apex seal in a circular section in the radius a and to change its line of contact with the inner surface of the rotor housing as the rotor rotates.

      The parallel trochoid curve is expressed by x=e cos a+R cos a/3+a cos (a/3 + SO) } y=e sin a+R sin a/3+a sin (a/3+so)

      .................. (2.6)

      where SO is the angle of oscillation of the apex

      y

      Parallel trochoid CUM!

      01.:

      Fig. 2.4 Parallel trochoid carve

      ~~-*--~~~+-x

      v=O,

      21C

      Fig. 2.5 Envelopes of two-lobe peritrochoid

      Fig. 2.6 Generation of inner envelope of peritrochoid

      seal, as described in 2. 3.

      This curve is closely approximate to the trochoid drawn with the generating radius R increased by the amount of the parallel transfer a. In ordinary calculation, a sufficient accuracy for practical use can be obtained by substituting R+a for the generating radius R in Eq. (2.4).

      2. 2 INNER ENVELOPE OF PERITROCHOID

      As shown in Fig. 2.6, the envelope of a peritrochoid is a pattern drawn by the peritrochoid fixed on Circle A when it rolls along the inner surface of the stationary Circle B as inscribed. The inner line of this pattern is called the inner envelope.

      The inner envelope of the trochoid is a basic curve forming the contour of the rotor. As shown in Fig. 2.5, its three apexes are always in contact with the peritrochoid.

      2.2. 1 EQUATION OF INNER ENVELOPE

      As shown in Fig. 2.6, when the x-y coordinate system rotates as fixed to the revolving circle A, the

      12 -

      oid the ilalin-

      in

      roon the this

      lIVe ~. 5, rro-

      late the

      following relation between the x-y and X-Y coordinate systems will be established:

      x-» cos ~+x cos N2+y sin ~/2} ... (2 7)

      Y=e sin ~-x sin N2+y cos N2 .

      Since Point P (x, y) draws a peritrochoid, sub-

      stituting Eq, (2. 4) in Eq. (2.7), using

      ~=u-3v

      a-N2=u+3v

      the group of curves will be given by

      X=2e cos 3v, cos u+R cos 2V}

      Y=2e cos 3v· sin u-s-R sin 2v ...•.. (2. g)

      The envelope is given by the following additional conditions:

      dX ax ax du Tv=Tv+Tu'Yv=o

      dY ay aY du

      Yv=Tv+Tu' dv =0

      Therefore, the equation of the envelope can be expressed, as

      3e2

      X= Rcos 2V+--(cos gv-cos 4V) 2R

      ( ge2 )1/2

      ± e 1- R2 sin23v •

      (cos 5v+ cos v)

      Y R· 3e2 ( • .) = sm 2v+-- SIn gV+SIn 4v

      2R

      ( ge2 )1/2

      ± e 1- R2 sin23v •

      (sin 5v-sin v)

      .................. (2. g)

      These functions are cyclic functions with the period of 2 tt, The inner envelope corresponds to

      1 1 5 7 3 11

      V=-tr,...,,-tr -tr"""-1r -tr"""-7r

      6 2'6 6'26

      in Eq. (2. g).

      2. 2. 2 PARALLEL INNER ENVELOPE

      In the same manner as using the parallel trochoid curve for the configuration of the inner surface of the rotor housing, the parallel transferred inner envelope obtained in 2. 2. 1 is used for the configuration of the rotor of the actual engine.

      Eq. (2. g) being parallel transferred outward by a', the equation of the parallel inner envelope will be:

      3 e2

      X =R·cos 2v+-.-(cos gv-cos 4V)

      2 R

      ±e(cos 5v+cos v).

      ( ge2. )1/2 3 ea' 1---s1n23v +-.-

      R2 -2 R

      (cos 5v-cos v) +a' cos 2v

      ( ge2 )1/2

      1- R2 sin23v

      Y R· 3 e2 ( • .) I

      = . SIn 2v+-,- SIn gV+SIn 4v

      2 R

      ±e(sin 5v-sin v).

      (- ge' )1/23 ea' I---sin23v ±-.-

      R2 2 R

      (sin 5v+sin v) +a' sin 2v

      ( ge2 )1/2

      1- R2 sin23v

      .................. (2.10)

      Generally, a' can be determined, as follows: a'=a-Sp

      where a: amount of parallel transfer of trochoid

      Sp: minimum clearance between rotor and rotor housing

      In this case, Sp is determined considering error in manufacture, thermal deformation and bearing clearance, etc. of the rotor and rotor housing.

      The use of the parallel inner envelope for the rotor configuration makes it possible to always keep constant the minimum clearance between the rotor and the rotor housing.

      2.3 ANGLE OF OSCILLATION

      The angle of oscillation is that formed by the generating radius of the peri trochoid and the normal of the trochoid. This angle of oscillation shows the inclination of the apex seal to the inner periphery of the rotor housing. It is a factor greatly affecting the various performances of the engine.

      2. 3. 1 CALCULATION OF ANGLE OF OSCILLATION

      In Fig. 2.1, taking rp as an angle formed by the normal of the trochoid and the x-axis, the angle of oscillation 'P can be expressed as 'P= rp-a/3

      cos 'P= cos (rp-a/3)

      = cos ¢ cos a/3 + sin ¢ sin a/3 (2. 11) Thus rp satisfies the following equation:

      dx 3e sin a+R sin a/3 ( )

      tan¢=- ···212

      dy 3e sin a-i-R cos a/3 .

      Substituting sin ¢ and cos ¢ obtained from Eq. (2. 12) for those in Eq. (2. 11),

      cos 'P

      2 3ecos-a+R

      3

      ( 2 )112

      ge2+ R2+6eR cOS"3 a

      .................. (2.13)

      J or----:r~~!;;,-;,:bc###BOT_TEXT###quot;'f"-,;-~~~ -10r--t--t-_,-+--\~-r-t---c#-i

      -20f--f--f--l--l--~~~H

      - 30f-+--t--t--+----l--"'t--«--t----t--l

      Fig. 2.7 Angle of oscillation and rotating angle of main axis

      - 13-

      The angle of oscillation can be obtained by this equation. Fig. 2.7 shows the relation between <p and a.

      2. 3. 2 MAXIMUM ANGLE OF OSCILLATION

      The maximum value of the angle of oscillation is called the maximum angle of oscillation. The maximum angle of oscillation <p max is given by a, the value of which can be obtained by applying the condition d<p/da =0 to Eq. (2.13), as

      2 3e

      cosS a = -R '" (2. 14)

      Substituting this in Eq. (2. 13), IOma:< becomes

      { ( 3e )1}1/1

      cos IOmax= 1- R 1

      ......... (2. 15)

      . 3e

      SIn IOmax=-

      R

      Using the trochoid constant K in Eq. (2. 15), sinlOmax=3/K ···························(2.16) From this, it is clear that the maximum angle of oscillation will become smaller as the trochoid constant becomes greater and vice versa.

      The maximum angle of oscillation is itself an important factor greatly affecting the design and performance of the apex seal, while it is also a convenient constant in calculating the volume of the> working chamber, compression ratio, etc., as later described.

      2. 4 VOLUME OF WORKING CHAMBER

      The change in the volume of the working chamber is one of the fundamental requirements for the rotary engine to be regarded as an internal combustion engine.

      The volume of the working chamber of the rotary engine is defined as the product of the area (side area) enclosed by a side of the rotor contour and the inner surface of the peri trochoid and the width of the rotor housing.

      2. 4. 1 SIDE AREA OF WORKING CHAMBER

      The side area F of the working chamber shown in Fig. 2. 8 is expressed as

      F=FI-F,-F,-F. ··················(2.17) where FI: area enclosed by the peritrochoid and

      Lines OPI and OP, F,: area of L:,OPIO' F3: area of L:, OP,O'

      F.: area enclosed by O'plp, (1/3 of the rotor side area)

      The coordinates (x, y) of any point P between PI and P, on the trochoid are

      x=e cos (a+B) +R COs( a;B)1

      ...... (2. 18)

      v=e sin(a+B) +RSin( a;B)

      From this,

      FI=l(b(X dy _ydx)dB

      2 Jo dB dB

      =( e2+ ~2) 7r -./3eR sin(~ a + ~)

      .................. (2. 19) From the formula of the triangle area,

      F2= ~eRSin ~ a ························(2.20)

      F,=e R sin( fa + ;) ···············(2.21) From Eq. (2.9) of the inner envelope, F.=_!.(7/, "(x dX _y dX)dV

      2 J", " dv dv

      = (7/' "(x dX _ Y dX )dV

      J. dv dv

      7r

      =-(R'+2e2) -2eR cos lOmax 3

      - ( % R'+4e1 )lOmax (2.22)

      The side area of the working chamber is

      F=!!...e'+eR 3

      { 2cos IOmax- 3 ~ 3 Sin( ~ a + ;) }

      +( %R'+4e')lOmax ···············(2.23) where lOmax is the maximum angle of oscillation obtained in 2. 3. 2.

      Fig. 2.8 Side area of the working chamber

      2. 4. 2 CHANGE IN VOLUME OF WORKING CHAMBER

      With the width of the rotor housing taken as b, the volume of the working chamber is expressed, as

      3v3

      V=b·F= Vrnln+--eRb 3

      { l-Sin( ~ a + ;)} (2.24)

      where

      Vmln={ ; e'+2eR cos lOmax

      +( ~R2+4e' )lOmn- 3~ 3 eR} b

      .................. (2.25) This indicates that the volume of the working

      -14 -

      chamber of the rotary engine changes in sine curve.

      On the other hand, the volumetric change of the reciprocating engine is expressed, as

      V= Vm1n+r'S

      { (I-sin a) + ;;.(I +cos 2a)} ... (2.26)

      where t: : radius of crank S : area of cylinder

      a: angle of rotation of crank

      A : length of connecting rod/radius of crank

      The volumetric change of the working chamber of the rotary engine corresponds to that of the reciprocating engine taken as ).--->00. Also, the period of the volumetric change is 1. 5 times that of the reciprocating engine, showing a smoother change.

      Fig. 2. 9 shows the curves of volumetric change for the rotary and reciprocating engines. For easy comparison of the volumetric change, different readings for the angle of rotation of their main axes are used, respectively.

      Reciprocating: swine Cyl. dia 90nm

      \ ~ 90nm

      \ A=4

      \ \

      \

      \

      \

      o 270 540 810 1080 Rota)' qina

      o 180 360 540 720 Re::ipro.qina

      o.rtlXll shaft rotating' ",gle

      Fig. 2.9 Comparison of change in volume of working chamber between rotary and reciprocating engines

      2. 4. 3 STROKE VOLUME

      The stroke volume is given by the difference between the maximum and minimum values of the volume of the working chamber.

      From Eq. (2.24), the stroke volume VH is VH=3,v3"eRb ···························(2.27) With the major and minor axes of the peritrochoid taken as A and B, respectively, the following relations will be established:

      A=2(R+e) B=2(R-e)

      Using these relations, also

      VH=3,v 3 (A2_B2)b (2.28)

      16

      In the above caluculation, the parallel transfers a and a' of the trochoid and the inner envelope, respectively, have been disregarded for convenience. In practice, they need to be considered. In such a case, the volume of the working chamber can be approximately calculated in practically sufficient accuracy by taking RI=R+a and R2=R+a', as follows:

      When

      2.5 COMPRESSION RATIO

      It is impossible for the rotary engine due to its mechanism to obtain a higher compression ratio than the theoretical compression ratio that is expressed by the ratio of the maximum to minimum values of the volume of the working chamber as obtained in 2. 4. This is one of the major problems in designing a diesel rotary engine

      2. 5. 1 THEORETICAL COMPRESSION RATIO

      The theoretical compression ratio 5th is Vmax

      eth= Vmin

      (2 ) ,,3,v"3

      2eRcos lOmax + gR2+4es II'max+3"es+-2-eR

      2eRcos II'max+( ~ R2+4e2)lI'max+; e2_ 3~ 3 eR 2K cos lOmax + ( tK2+4)lI'max+%K +~K 2K cos lOmax + ( ~ K2+4 ) lOmax + ; K - 3~ 3 K

      .................. (2.31)

      As being clear from this, the theoretical compression ratio 5th is determined only by the trochoid constant K. Fig. 2.10 shows the relation between K and the maximum angle of oscillation and the theoretical

      1\ -
      -,
      "'-""
      r-.
      1"'-- i:'--., .J.
      1'1 26

      ~ 24 :5 22

      'ID

      ~20

      "jij 18

      ]16

      14

      18 20 22 24 26 28 30 32 Max. angle of oscillation 9' .... (0)

      10 9 8 7 6

      Trocroid coosfa1t K

      Fig. 2. 10 Relation between trochoid constant and max. angle of oscillation and theoretical compression ratio

      -15 -

      compression ratio. This indicates that, as the trochoid constant increases, the theoretical compression ratio also increases. If the trochoid constant is taken between K= 6-10, the theoretical compression ratio will become 15 -25.

      2. 5. 2 COMPRESSION RATIO OF ROTARY ENGINE

      The compression ratio of the actual rotary engine is lower than the theoretical compression ratio due to the effects of the parallel movements of the peri trochoid and its inner envelope, the volume of the recess for the combustion chamber provided in the rotor surface, the volume of the spark plug hole, etc.

      Taking the theoretical minimum volume of the working chamber and the stroke volume as V'min and VH', respectively, when the parallel movement is considered. and the sum of the volume of the combustion chamber recess and the volume of the spark plug hole as VT, the compression ratio e of the actual rotary engine can be obtained by

      e

      V'min+ VT+ VH' V'min+VT

      .................. (2.32)

      2. 6 CmCUMFERENTIAL VELOCITY AND ACCELERATION OF ROTOR VERTEX

      The speed of the rotor vertex, i.e. the sliding speed of the apex seal over the peritrochoid curve, corresponds to that of the piston ring of the reciprocating engine. It is one of the important factors to determine the durability of the apex seal and the inner surface of the rotor housing. The acceleration of the rotor vertex is closely related with inertia force acting on the apex seal, greatly affecting the apex seal functions.

      2. 6. 1 CIRCUMFERENTIAL VELOCITY OF ROTOR VERTEX

      The circumferential velocity v is obtained from Eq. (2. 4), as

      v={ (~~)\( :)T/2

      =~ (ge2+ R2+6eRcosf a y/2 ...... (2.33) Engine speed 6000rpm

      1080 Rotary engine 720 Recipro, engine

      o 270 540 810

      o 180 360 540

      Rotating angle of output shaft (')

      Fig. 2. 11 Rotor vertex speed and piston speed

      I

      Where, oi=da rdt (tad/sec) is the rotating angular velocity of the output shaft.

      Fig. 2.11 shows a comparison between the circumferential velocity of the rotor vertex and the piston speed of the reciprocating engine.

      In the rotary engine, its rotor always rotates in the same direction eliminating the speed-zero point, the presence of which is inherent in the reciprocating engine.

      The maximum and minimum values of the peripheral speed are

      w Vmax=3' (R+3e)

      when a=O, 31r (on major axis) w

      Vmin=3'(R-3e)

      .. .... (2.34)

      h 3 9 ( . is)

      w en a="2 1r, "21r on mmor axis

      If the distance from the rotor center to any point on the rotor is taken as r, the point will draw a peritrochoid curve with the eccentricity e and the generating radius r, That is, the circumferential velocity of this point can be obtained by substituting r for R in Eq. (2. 33).

      2. 6.2 ACCELERATION OF ROTOR VERTEX

      The x- and y- elements of the vertex acceleration, az and ay, respectively, are

      az= ~~ =-w2(ecosa+~ cos ;)j

      d"y 2(' R, a )

      av= dt2 = -w e sm a+g sin 3'

      .................. (2.35) The magnitude of acceleration, as, is

      a, = (a,:, +ay 2) 112

      w2 {( 2 )}1/2

      =9 81e2+ R2+18eRcos3'a

      .................. (2.36) The acceleration is divided into the parallel element a- and the vertical element au to the generating radius, as

      ·· .... · .. (2.37)

      . a a

      a.=az,sln--av·cos-

      3 3

      2 • 2

      =weSln-a

      3

      Generally, the inertia force is given by the product of acceleration and mass, The inertia force acting on the apex seal can be obtained by multiplying Eq. (2. 37) by the mass of the apex seal.

      -16 -

      2. 7 PRACTICAL APPLICATIONS OF THE BASIC DIMENSIONS

      The basic dimensions must be carefully determined depending on intended use of the engine and considering its size, range of practical revolutions, etc.

      The displacement of the rotary engine can be in-

      creased or decreased by changing the width of the rotor housing obtained by the same trochoid curve. Therefore, sufficient prospective view on the development plan for the future engine displacement will also be necessary to determine the basic dimensions.

      Table 2. I shows the practical applications of the baSIC dimensions.

      e(mm)

      Rlmml

      Ta hle 2.] Practical applications of the basic dimensions.

      h(mm)

      a(mml

      K

      ! "'max (degree)

      60 7.6 47 0.5 32 6.18 ~!:i.O
      129 9.5 65 0.5 40 6. 8~ 26.0
      150 10.5 66 1 41 6.28 28.5
      221 10.5 72 3 54 6.86 25.9
      253 11.0 84 1 52 7.63 23.2
      452 14.0 94 3 64 6.71 26.5
      491 15.0 101 4 60 6.73 26.5
      573 15.0 102 3 70 6.80 26.2
      654 15.0 102 3 80 6.80 26.2
      655 17.5 116 4 60 6.63 26.9
      747 17.0 118.5 4 69 6.97 25.5 References:

      I) R.F. Ansdale: The Wankel RC Engine. London I1iffe Books Ltd. (1968)

      2) W. D. Bensinger: Rctationskolben- Verbrennungsmotoren, Springer- Verlag (1973)

      3) Kernchi Yamamoto: Rotary Engine. Nikkan Kogyo

      Shimbunsha (969)

      4) Kenichi Yamamoto: Basic Dimensions and Computations of Wankel Engine, No. 85, Vol. 8, Nainenkikan, Sankaido (969)

      - 17-

      CHAPTER 3

      BASIC CONSTRUCTION OF THE ROTARY ENGINE

      The rotary engine is composed of the housing !YStem, rotation system, intake-exhaust system, cooling system and lubricating system. It does not have a valve mechanism and can transmit its output power only by means of rotary motion, allowing it to be more compact and more simply constructed than the reciprocating engine.

      A considerable number of its component parts are of the same construction and have the same function as those of the reciprocating engine. Their construction and shapes are relatively fixed. Other parts have functions and construction unique to the rotary engine. There is the possibility of newer construction and flexible factors in the manufacturing process and materials, as research and development proceed further.

      This Chapter describes the basic construction of the rotary engine, mainly the construction and charaeteris ics of the component parts unique to the rotary engine.

      3.1 ROTOR

      The rotor has a function corresponding to the pston and connecting rod of a reciprocating engine, directly transmitting the pressure of combustion gas to the output shaft as turning force. Also, the rotor does the work of the intake-exhaust valves. The rotor automatically opens and closes the intake-exhaust ports as it rotates.

      The rotor is equipped with an apex seal on each apex, and side seals, corner seals and oil seals on both sides. The rotor gear and bearing are incorporated in

      land

      gear

      Fig. 3. 1 Names of parts of the rotor

      its center. Fig. 3.1 shows the names of the parts of the rotor.

      3. 1. 1 BASIC CONSTRUCTION

      The contour of the rotor is based on the inner envelope of a trochoid, as described in 2. 2.

      In a practical engine, the rotor housing inner surface is formed by the curve of the basis trochoid parallel transferred outward by a fixed distance. The outer surface of the rotor is also formed by the inner envelope parallel transferred outward in the same manner, accordingly.

      A clearance between the rotor and the rotor housing is secured by giving slightly smaller parallel transfer for the rotor than that for the rotor housing. From the viewpoint of the engine performance, a minimum possible amount of this clearance is desirable. Generally, it is set at approximately O. 5 mm considering deflection of the output shaft, thermal deformation, bearing clearance, tolerances for manufacture, etc.

      The three sides of the rotor periphery are called the rotor flanks, which are machined by numerically controlled machines or copying grinders.

      The rotor is of hollow construction for cooling and lighter weight, provided with ribs for rigidity and higher cooling effect.

      (1) ROTOR RECESS

      A recess provided in each rotor flank is called the rotor recess. Its volume determines the compression ratio of the engine. Moreover, its configuration and location have a great effect on the combustion characteristics of the engine, as described in 4. 5.

      Therefore, an optimum rotor recess has been selected to meet the particular requirements for output performance, fuel consumption performance, driveability exhaust gas, etc. of the engine.

      The rotor recess may be machined by numerically controlled machines or copying grinders. In general, it is precision cast eliminating the need of machining.

      ( 2 ) ROTOR LAND

      A projection provided on the side face of the rotor is called the rotor land that defines the position of contact between the rotor and the side housing for most favorable lubrication.

      The land is generally located on the inner side of the oil seal where sufficient lubricating oil can be

      19 -

      supplied and the sliding speed over the side housing is small.

      The top face of the land is tapered for better lubricating effect.

      The projection of the rotor land is generally set at O. 1- O. 15 mm , A smaller projection will cause the part other than the rotor land to contact with the side housing when the rotor leans, while a greater projection will increase the area of the side seal directly exposed to combustion gas causing gas leak, seal temperature rise, etc.

      The clearance between the rotor land and the side housing is generally set at 0.1-0.2 mm to prevent the two parts from sticking together as well as to keep to a minimum noise due to inclination and axial movement of the rotor.

      (3) BLOW-BY GAS RECOVERY GROOVE

      A difference in pressure of blow-by gas leaked into both side spaces of the rotor from the side seals and corner seals will press the rotor to one side in the side housing.

      To eliminate such a pressure difference, a balancing hole connecting the two side spaces may be cut in

      -S;h=!

      'Jfu? ",,," gas recovery - /P;

      /~Ojl seal_// /1

      Fig. 3.2 Blow-by gas recovery groove

      1 OOOrpm at wide open throttle

      ~ 1.0

      o Top dead center

      Bottom dead center

      Top dead center

      Fig. 3.3 Comparison of rotor side face pressure

      the rotor. However, the result will be a complicated structure and increased weight of the rotor. Instead of this balance hole, a blow-by gas recovery groove has been provided, as shown in Fig. 3.2.

      The blow-by gas leaked into both side spaces will be recovered into the side intake port through this groove.

      Such a blow-by gas recovery groove will also reduce the variation in gas pressure in the rotor side spaces and stabilize the oil sealing function.

      3.1.2

      ROTOR MATERIAL

      The requirements for the rotor material are: (1) higher fatigue strength at high temperature; (2) smaller thermal expansion coefficient; (3) higher wear resistance ; and (4) better castability and workability; etc. In general, nodular graphite cast iron is used.

      However, from the viewpoint of the rotor weight, this nodular graphite cast iron has the disadvantage of its greater specific gravity.

      Less weight of the rotor will reduce the load on its bearing, which is effective to obtain a wider range of allowable engine speed.

      For that purpose, the development of a rotor using light weight material such as aluminum alloys, etc. is

      under way.

      3. 2 CONSTRUCTION OF HOUSING

      The housing of the rotary engine, corresponding to the cylinder block and cylinder head of the reciprocating engine, is composed of a rotor housing and its side housings forming the side walls.

      Fig. 3.4 shows the construction of the housing

      of the rotary engine.

      1

      In the reciprocating engine, each stroke for in-

      take, compression, expansion and exhaust takes place in the same space. The heat load on its cylinder head and

      3.2.1

      ROTOR HOUSING

      Fig. 3.4 Construction of housing

      - 20-

      ,..._..6000rpm "-"4 000 rpm 0---02000rpm

      Water temperature 90'C

      Fig. 3.5 Temperature distribution of inner surface of rotor housing

      cylinder block is relatively evenly distributed.

      In the rotary engine, on the other hand, the working chamber moves as the stroke proceeds. The space for the intake stroke in the housing is always cooled by fresh air, while that for the expansion stroke is alw.-ays exposed to high temperature and high pressure.

      Furthermore, pressure due to centrifugal force of the apex seal and gas pressure acts on the inner surface of the rotor housing, always showing a greater val;,e on a particular position.

      Fig. 3.5 shows an example of the temperature distribution over the inner surface of the rotor housing.

      As shown, the housing is subject to different temperature and pressure with a great difference on different areas over its surface. Therefore, the following items have been taken into consideration for material, structare, surface treatment, etc. of the rotor housing:

      ( 1) To provide a strength sufficient to withstand mechanical stresses to be caused by combustion pressure, fastening bolts, etc.

      ( 2 ) To minimize the temperature difference as well as to withstand the thermal stress to be caused due to uneven temperature distribution. Especially, to secure sufficient means for cooling and lubrication in the vicinity of the spark plug hole to be exposed to the highest temperature.

      ( 3 ) To minimize deformation of the inner surface of the rotor housing, thereby preventing gas leak at the apex seal leading to a reduction in engine performance.

      ( I) BASIC STRUCTURE

      The apex seal slides over the inner surface of the rotor housing. To reduce wear in the apex seal, the inner surface of the rotor housing is formed by a peritrochoid curve, geometrically, as determined, that has been parallel transferred outward by a fixed distance.

      Exhaust

      plug hole

      Fig. 3. 6 Construction of rotor housing

      Passages for cooling air or water are provided around the outside of the inner surface of the rotor housing. Ribs or fins are also provided for higher rigidity and better cooling effect. Further, in the rotor housing, spark plug holes, an exhaust port, etc. are provided at their respective optimum positions meeting the requirements for engine characteristics.

      Fig. 3. 6 shows an example of the structure of the rotor housing.

      The cooling method for the rotor housing can be classified into the circumferential flow cooling system and the axial flow cooling system depending on the direction of flow of the cooling medium.

      In the circumferential flow cooling system, air or water flows around the outer side of the trochoid. Fig. 3. 7 shows an example of the rotor housing for circumferential flow cooling.

      In the axial cooling system, air or water flows through the outer side of the trochoid in the axial direction.

      Fig. 3.8 shows examples of the rotor housing structure for water cooling (a) and air cooling (b).

      For automobiles, the axial flow water cooling

      Fig. 3.7 Construction of circumferential flow-type water cooled rotor housing

      _,. 21 --

      (a) Water cooling type

      Fig. 3.8 Construction of axial flow-type cooling of rotor housing

      (b) air cooling type

      system is generally applied because of its relatively easy manufacturing.

      ( 2 ) MATERIAL

      Since the rotor housing is subjected to a much hi. gher heat load than the side housing, its material must be of high strength, small thermal expansion coeficient and high heat conductivity.

      In general, gamma silmin aluminum alloy is used for the rotor housing.

      Fig. 3.9 shows a comparison of temperature distribution of cast iron and aluminum alloy rotor housings.

      The cast iron rotor housing of low heat conductivity shows its highest temperature approximately 150°C higher than that of the aluminum alloy rotor housing, exceeding the critical temperature for maintaining lubricating oil film.

      However, cast iron has a smaller thermal expansion coefficient than aluminum alloy causing less thermal deformation and is lower in cost.

      Therefore, further studies are being conducted for improving the housing structure.

      For the aluminum alloy housing, its inner surface

      I

      ~ Cast irm

      ~ 4 Alumirun alloy

      Fi~. 3.9 Comparison of temperature distribution

      over which the apex seal slides has been chrome plated for higher wear resistance. To improve the adhesive property of chrome plating, a new manufacturing method, called SIP (Sheet-metal Insert Process), has been developed.

      In this method, a sheet of steel formed to the trochoid is inserted inside the rotor housing and its inner surface is hard-chrome plated. The outer surface of the sheet is provided with a fine-saw-toothlike cut for a better bond to the aluminum alloy.

      Fig. 3. 10 shows its cross sectional structure.

      Steel sheet (Enlarged)

      Fig. 3.10 Cross-sectional structure of SIP rotor housing

      (3) INNER SURF ACE TREATMENT OF HOUSING

      In the early stage of development of the rotary engine, the greatest obstruction encountered was chatter marks caused on the inner surface of the rotor housing. The chatter marks were caused by frictional vibration of the apex seal and greatly affected the durability of the engine.

      To solve this problem. a long period of time was spent on the study of the apex seal material and the configuration to be used. and on the inner surface treatment of the rotor housing.

      As a result, it has proved effective to use hard chrome plating, nickel plating containing silicon carbide

      - 22-

      -

      Fig. 3.11 Structure if porous chrome-plated surface

      particle (Nickasil, Elnisil), spraying of combined carbide or molybdenum alloy, etc.

      The hard chrome plating is usually performed over a steel sheet layer in the SIP method, as abovernentioned, since the direct chrome plating on aluminum alloy results in poor adhesive property and strength.

      Further, to improve the maintenance property of lobricating oil film, small holes or grooves may be mechanically cut in the chrome plated surface, or the surface may be porous-chrome plated electrically.

      Fig. 3. 11 shows the porous chrome plated surface.

      (.( ) SP ARK PLUG THROUGH HOLE

      The spark plug of the rotary engine must be located on the outer side of the inner surface of the rotor housing so as to avoid contact with the apex seal and rotor. Therefore, a through hole is cut in the rotor housing connecting the spark plug to the working chamber.

      Since the location of the spark plug through hole has a great effect on combustion efficiency, ignitability, etc. its optimum location is to be selected also in relation to the rotor recess.

      For automobile engines, a two-spark plug system, one spark plug installed on the trailing side (retarded side) and the other on the leading side (advanced side) of the minor axis, is generally used to obtain better combustion efficiency over a wider range of operating conditions.

      Although a large diameter plug through hole is advantageous to ignitability, gas may leak due to a pressure difference between the two adjacent working chambers caused when the apex seal passes over the hole. For this reason, a greater diameter is used for the leading side hole of the minor axis where the pressure in both working chambers nearly balances and a smaller diameter for the trailing side hole where a greater pressure difference develops.

      The area in the vicinity of the spark plug through hole is heated to the highest temperature in the rotor housing and is subject to severe thermal stress. The lubricating oil film is liable to be eroded away when the apex seal is pressed against the inner surface of the rotor housing due to the high pressure of the combust-

      Fig. 3.12 Pressure difference between adjacent working chambers

      ion gas.

      Therefore, special considerations have been given to mechanical strength, cooling and lubrication in the vicinity of the spark plug through hole.

      3. 2. 2 SIDE HOUSING

      The side housing has sliding surfaces for the corner seals, side seals and oil seals. It is subject to gas pressure and temperature difference in its areas, as well as the rotor housing. However, the lubricating condition of the side housing is not so severe as that of the rotor housing because of its smaller heat load, circumferential velocity and contact pressure of the sliding seals.

      ( 1) BASIC STRUCTURE

      Fig. 3. 13 shows the cross-sectional structure of an axial-flow water-cooled side housing.

      The side housing is provided with an intake port.

      Its interior is hollow forming a cooling water passage. Ribs are arranged therein for higher rigidity and better cooling effect.

      Also, in the central part of the side housing, a lubricating oil passage is provided for the rotor interior cooling oil returning to the oil pan.

      Further, a secondary air or EGR gas passage may be provided for cleaner exhaust gas.

      Fig. 3.13 Cross-sectional structure of axial flow type watercooled side housing

      (2) MATERIAL AND SLIDING SURF ACE TREATMENT

      For the side housing, cast iron or aluminum alloy may be used. Generally, cast iron of low cost is used because of its smaller heat load than that of the rotor

      ~ 23-

      (Sprayed cross-sect i on)

      Fig. 3.14 Carbon steel sprayed side housing

      housing.

      For a cast iron side housing used in an engine operating under relatively light load, no special surface treatment is required; provided the sliding surface has been sufficiently finished and the material for gas and oil seals properly selected.

      On the other hand, for a high power engine subject to high heat loads, the sliding surface is hardened by nitrization, induction hardening, etc.

      Aluminum alloy is generally advantageous to the phases of cooling and lighter weight, but poor in wear resistance thus requiring treatment by metal spraying, etc. on the sliding surface. In such a case, an effective method to improve the adhesive property on the aluminum alloy is to first spray on molybdenum over which carbon steel is then sprayed.

      Fig. 3. 14 shows the sliding surface of a side housing thus treated.

      However, metal spraying causes prob'ems in the working environment. Therefore, methods of bonding a steel sheet over aluminum alloy and of forming a hardened layer over the surface by chemical treatment, etc. are being studied.

      3. 3 PHASING GEAR MECHANISM

      The rotary engine is equipped with a phasing gear mechanism for accurate control of the rotary motion of the rotor.

      The phasing gear consists of an external gear (stationary gear) fixed on the side housing and an internal gear (rotor gear) installed in the rotor, corresponding respectively to the peritrochoid generating base circle and

      rolling circle, as described in 2. 1.

      These phasing gears are meshed at the rotating ratio 1 : 3 of the rotor to the output shaft. The rotor apex draws a trochoid curve that is the basic curve for the inner surface of the rotor housing.

      3. 3. 1 BASIC STRUCTURE OF PHASING GEAR

      For phasing gears, the profile shifted spur gearing is generally used.

      The stationary and rotor gears are designed for a gear ratio 2 : 3 and for their pitch diameters 4e and 6e, respectively, so that the center distance will be equal to the eccentricity e of the trochoid.

      The normal backlash for the gearing is determined considering the clearances between the journals and the rotor shaft and main shaft bearings.

      The stationary gear s solid with the main shaft bearing housing, as shown in Fig. 3.15, which .s generally press fit and bolted to the side housing.

      The spring constant of the stationary gear itself is closely related with the magnitude of gear load and the point of resonance. Therefore. considerations have been given to the thickness and shape of the stationary gear for sufficient fatigue strength and proper rigidity.

      The rotor gear is usually in the shape of a ring gear, as shown in Fig. 3.1.

      The rotor gear may be bolted to the rotor, but. in general, spring pins are used for its flexibility to abo sorb gear load, as shown in Fig. 3. 16.

      The side faces of the rotor gear also often play the role of the rotor land that governs the axial movement of the rotor. Provisions have been made for face shape and lubricating to prevent seizure with the

      Fig. 3.15 Stationary zear

      Fig. 3. 16 Rotor gear installed with spring pins

      I

      -24-

      side housing.

      The gear material is normally S 45 C or equivalent of carbon steel conditioned for mechanical structure. For particular specifications for a racing car engine, alloy steel or surface hardened material are used to increase fatigue strength.

      3. 3. 2 TOOTH LOAD

      Various concepts have been proposed on the generating mechanism of tooth load and some of them theoretically analyzed. In general, the following factors are thought to be the possible causes of generating a tangential load on the tooth:

      ( 1) Variation in the rotor speed.

      ( 2) Unbalanced inertia force in the revolution

      system.

      ( 3 ) Clearance between bearings and journals. ( 4) Deflection in the output shaft.

      ( 5) Errors in gear cutting and in installation of gears.

      Fig. 3.17 shows an example of measurement of tooth load on the stationary gear.

      The tooth load tends to increase as the engine speed and load increases, and has the point of resonance showing the maximum value to the engine speeds.

      To reduce the tooth load, the effective method is to relieve the above factors generating the load. Further effective methods may be to give flexibility to the phasing gears allowing them to absorb the tooth load, or to move the point of resonance out of the range of normal engine speed by changing the spring constant of the gear itself.

      Moreover, the tooth load will be affected depending on the condition of combustion and an the characteristics of the power transmission system.

      Fig. 3.18 shows a comparison of tooth load between the single-and dual-spark plugged engines.

      Also, a similar effect is apparent due to change in the spark plug position and the rotor recess configura-

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      200 1
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      ..'01
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      -500 c.
      c.
      0 Fig. 3.17 Gear load (at W.O.T.)

      ~1 S x 9

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      o-- ... --<> Trailing spark plug I
      I-- only
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      I-- 0--0--0 T wo·spark plugs J
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      Engine speed (rpm) ( X 103)

      Fig. 3. HI Comparison of gear load

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      -----Automatic transmission
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      2

      3 4 5 6

      Engire speed (rpm)

      7 8 ( XlO')

      Fig. 3.19 Comparison of gear load

      tion. Abnormal combustion such as knocking, preignition, etc. will further greatly increase the tooth load.

      Fig. 3.19 shows a comparison of tooth load between the manual and automatic transmissions.

      When an automatic transmission is installed, the tooth load is greatly reduced. This indicates that the tooth load will be also greatly affected by damping capacity and inertia force of the power plant to be installed.

      3. 4 OUTPUT SHAFT SYSTEM AND BEARINGS

      The output shaft of the rotary engine corresponds

      Fig. 3. 20 Construction of output shaft

      - 25-

      Fig. 3.21 Construction of output shaft

      I

      t

      to the crank shaft of the reciprocating engine. It functions to generate a turning force by receiving the combustion pressure applied on the rotor journal eccentric to the center of rotation.

      Fig. 3. 20 shows the output shaft system for a 2- rotor engine.

      The output shaft is supported by the main bearings incorporated in the front and rear stationary gears. A balance weight, an auxiliary equipment driving gear, V -belt pulley. etc., are installed on the front part; and a flywheel on the rear.

      3. 4. 1 STRUCTURE OF OUTPUT SHAFf

      Fig. 3.21 shows the structure of the output shaft of a z-rotor engine.

      The rotor journal is eccentric to the center of rotation of the output shaft by the eccentricity e of the trochoid.

      A lubricating oil passage running through the output shaft is provided to supply oil to the bearings and the rotor interior.

      The diameter of each journal is determined considering the design of the phasing gears, arrangement of seals. bending rigidity of the output shaft, etc.

      The output shaft has considerably higher rigidity than that of the crank shaft of the reciprocating engine, requiring no consideration about torsional vibration, in general.

      The output shaft material is normally a forged chrome steel, chromemolybdenum steel, etc. of high bending rigidity, and each journal is hardened.

      3. 4. 2 BALANCE OF INERTIA FORCE

      To balance the inertia force caused by the moving parts, in general, the balance of both rotating mass and reciprocating mass must be fundamentally considered.

      Of the two. the rotating mass can be completely balanced by a counterweight.

      On the other hand, the reciprocating mass leaves an unbalanced inertia force and an unbalanced couple of inertia which cannot be removed by a counterweight. They increase in proportion to the square of the engine speed.

      If such unbalanced forces remain, a reaction force or a reaction moment resisting them will consequentially act on the main bearing. Its magnitude and dire-

      Conterweight I

      f---_:a::__----I _ _:b::_____...j Counterweight

      L

      Fig. 3.22 Arrangement of counterweight

      ction will be regularly changed to become a cause of vibration that will restrict the allowable engine speed.

      Having no reciprocating mass, the rotary engine can be completely balanced only by considering the balance of the rotating mass.

      The capacity of the counterweight required for a complete balance of a single-rotor engine can be determined, as follows:

      As shown in Fig. 3.22, in which

      M: mass of the rotor (including seals and rotor cooling oil) and eccentric mass of rotor journal

      e· eccentricity of rotor journal

      w: angular velocity of output shaft

      mF,YF and m«. YR: capacity of each counterweight to be installed on front and rear ends of output shaft

      The total sum of centrifugal forces 1F is IF=Mew'- (mr YF+mR" YR)W'

      From the condition of static balance };F=O,

      Me=mrYF+mR"YR (3.1)

      The total sum of couples l'Mp with respect to Point P on the output shaft is

      l'Mp=mR·YR"bw'-mrrraw2

      From the condition of dynamic balance };Jllp=O,

      mR·YR·b=mrYp-a (3.2)

      From Eqs. (3. 1) and (3. 2), the capacity of each counterweight can be obtained, as

      b

      mrYF= a+a b Mel

      ..................... (3.3)

      mR·YR=--b-Me a+

      - 26-

      -

      M: rotor mass, e: eccentricity, m,r, .m.r. :capacity of cOll1telWeight for perfect balace

      No. of rotor

      OJtput shaft

      Balancing condition

      --

      1

      Fig. 3. 24 Arrangement of counterweight

      Fig, 3.23 shows the typical balancing condition and arrangement of counterweights for single to four rotors.

      For the actual engine, the rear counterweight is generally made solid with the flywheel, as shown in Fig, 3.24

      I-rotor

      2-rotor

      3-rotof

      4-rotor

      Rotor & countelWeight (clockwise rotation)

      (8=30')

      (8=45')

      Fig. 3. 23 Balancing condition of rotary engine

      Rear counterwei ght

      Balance hole

      3. 4. 3 BEARINGS AND BEARING LOADS

      For the main and rotor bearings in small sized engines, ball and roller bearings are mostly used.

      For automobile engines to be operated over a wide range of revolutions under severe load conditions, plain bearings of babbit metal or aluminum alloy are generally used, as shown in Fig. 3.1.

      Fig, 3. 25 shows the characteristics of load on the main bearing of a rotary engine.

      In the rotary engine, the inertia force of its moving parts can be completely balanced. The load acting on the main bearing is fundamentally only the element in the center direction of the burned gas pressure applied on the rotor.

      On the rotor bearing, the burned gas pressure applied on the rotor and centrifugal force caused by the planetary motion of the rotor will be applied.

      Since these two forces act nearly in opposition to each other, the load on the rotor bearing to the engine speed has characteristics as shown in Fig. 3. 26.

      This graph has been prepared by plotting the

      -1:'/-

      Fig. 3.25 Main bearing load

      280 260 240

      Engi", : 6540: I-~ot()( I
      Indicated rrean effective
      pressure: 12kg/cm2 I
      II
      /
      I

      \ I
      0 \v
      0
      0 !220 ~200 ~laO

      ~ 160

      <n

      14 12 10 4 5

      6 7 8 9 10

      Engre s~e(!'(rpm) (x 10')

      Fig. 3. 26 Main bearing load

      maximum value of bearing loads at each engine speed specified, indicating that the greater effect of gas pressure in the low speed range and that of centrifugal force in the high speed range are apparent.

      3. 5 GAS SEALING MECHANISM

      The gas sealing mechanism for the rotary engine corresponds to the piston and compression rings of the reciprocating engine. It is composed of three-dimensionally combined seals with specially devised connections to cover a relatively larger area to be sealed.

      The gas seals are subject to greater loads including heat load. Sufficient consideration must be given to their material, configuration, and the material and surface treatment of the sliding surfaces (Fig. 3. 27).

      3. 5. 1 CONSTRUCTION OF GAS SEALING MECHANISM

      The gas sealing mechanism for the rotary engine consists of a side seal corresponding to the compression ring of the reciprocating engine, an apex seal to seal each working chamber from its adjacent ones, and a corner seal used at the junction of the above two seals.

      Side seal

      Fig. 3.27 Construction of gas seal

      Each seal is provided with a spring on its back side which will allow the seal to keep close contact with the surface to be sealed even when it is worn.

      In such a manner, the gas sealing mechanism for the NSU-Wankel type rotary engine can make each working chamber completely independent from the others with continuous seals to keep it gas-tight. This type of gas sealing mechanism is also called "Wankel-Grid."

      3. 5. 2 APEX SEAL

      The apex seal is provided on each apex of the rotor to keep each working chamber gas-tight. For the peripheral port, it also plays the roles of both intake and exhaust valves, which is an important part unique to the rotary engine. Since it is directly exposed to high pressure combustion gas and subject to various kinds of restraint involved in the planetary motion, most efforts have been concentrated on the study of its performance and durability.

      ( 1) SEALING FUNCTION OF APEX SEAL

      As shown in Fig. 3. 28, the apex seal functions with its top and side to achieve gastightness. The top of the apex seal is pressed against the inner surface of the trochoid by the gas pressure and the spring tension acting on its bottom, and its side against one side of its groove by the gas pressure acting on the other side.

      When thermal deformation and errors in manufacture of the seal and the housing are considered, a geometrical clearance to some extent between the seal end face and the side housing will be required. The use of a split-type apex seal can reduce such clearance to a minimum.

      The apex seal keeps completely independent and

      Direction of rotor rotation

      Fig. 3.28 Gastight mechanism of apex seal

      - 28-

      gastight each of the three working chambers in which the heat cycle is continuously repeated. Each working chamber functions with a phase difference of 3600, causing a pressure difference between the two adjacent working chambers.

      Fig. 3.12 shows the distribution of the pressure difference between the two adjacent chambers.

      The pressure in a working chamber in the combustion stroke is higher than that in the compression stroke till the apex seal slightly passes the minor axis. Such a difference will soon disappear bringing a higher pressure to the working chamber in the compression stroke.

      This means that the variation in gas pressure acting on the side of the apex seal will cause it to move back and forth in its groove.

      In addition to this gas pressure. various kinds of inertia force to be caused by the planetary motion of the apex seal with the rotor must be taken into consideration with respect to the motion of the apex seal in its groove.

      ( 2 ) FORCES ACTING ON APEX SEAL

      The sliding velocity of the apex seal over the inner surface of the rotor housing is expressed, as described in 2.6.1, by

      W ( 2 )1/2

      V="3 ge2+ R2+6eRcos"3a

      where v: sliding velocity

      W' angular speed of output shaft a: angle of output shaft

      Fig. 3. 29 shows the distribution of sliding velocity of the apex seal in comparison with that of the compression ring of the reciprocating engine.

      The rotary engine shows a smaller difference between the maximum and minimum values, that is, a smaller change in velocity.

      In case of the reciprocating engine, the piston in reciprocating motion reverses in its sliding direction each time it reaches its top and bottom dead center. On the other hand, the rotary engine provides the sliding speed

      Fig. 3.29 Sliding velocity of apex seal

      continuously changing in the same direction of rotation, which is also advantageous to the formation of oil film.

      Such speed change of the apex seal indicates that centrifugal and inertia forces are acting on it.

      The radial centrifugal force F, of the rotor and the normal inertia force to its radius F; can be expressed, as

      Fr= W .w2.(!_+e.cos~a)

      g 9 3

      F W 2 - 2

      n=-'W ·e·SIll-a

      g 3

      where W: weight of apex seal

      r: distance between the center of gravity of apex seal and the center of rotor F, becomes maximum and minimum on the major and minor axes of the trochoid, respectively,

      Frmax= ~ .w2.(; +e)

      Frm1n= ~ .w2-(; -e)

      Since generally ; <e. F, min will become a centripetal force from the centrifugal force between the major and minor axes.

      The apex seal spring is designed to overcome such centripetal force and to provide the seal with positive contact pressure.

      ( 3 ) CONFIGURATION OF APEX SEAL

      Various configurations for the apex seal have been devised and studied for improving its gastightness. However, from the viewpoint of durability, productivity and installation, excessively complicated configuration or construction is not practical. Fig. 3. 30 shows the three typical types of the apex seal, of which (a) is the simplest solid type.

      (C)~

      [~ ~J
      Solid-type apex seal
      [:s: ZJ
      Split-type apex seal
      ~ ~ Split-type apex seal

      Fig. 3.30 Configurations of apex seal

      ( 4) MATERIAL OF APEX SEAL

      Durability of the apex seal is closely related to the inner surface of the rotor housing. To prevent wavy wear on the inner surface of the rotor housing, called chatter marks, many kinds of material have been studied.

      Self-lubricating special carbon material has been often used against the chrome-plated inner surface of

      - 29-

      Electron beam

      \_ Material (special cast iron)

      Base

      Fig. 3.31 Metal apex seal

      the rotor housing. As the chrome-plating and metal surface treatment techniques progressed, a metal seal of special cast iron as base metal, chilled by electron beam, began to be mostly used against the porous chromeplated inner surface of the rotor housing (Fig. 3.31). Besides, there were cases in which compound Ni-SiC plating performed on the inner surface of the rotor housing and the apex seal of special sintered alloy were used.

      3. 5. 3 SIDE SEAL AND CORNER SEAL

      The side seal of special cast iron, sintered alloy, etc. is instalied on the rotor side to prevent the high pressure gas in the working chamber from leaking into the side space of the rotor. It contacts the sliding face of the side housing and may pass inside the locus of the oil seal, which is more advantageous to lubrication than that of other gas seals. A clearance of approximately O. 05 -0. 15 mm is provided at its junction with the corner seal, allowing for possible thermal expansion.

      The corner seal keeps gastight the junction of the apex seal and the side seal. To keep gastight with the side of the rotor seal hole, it is necessary to give as smali a clearance as possible between the seal hole and the seal diameter. Too small a clearance will seize the corner seal in the hole. Therefore, the corner seal may be made flexible, as shown in Fig. 3. 32.

      Provision has been made for the corner seal to be free inside the seal hole even with a small clearance by reducing its radial rigidity.

      The corner seal is generally of special cast iron with its outer surface chrome-plated to improve wear resistance of the seal diameter and the rotor seal hole.

      Fig. 3. 32 Configuration of corner seal

      I

      3.6 INTAKE AND EXHAUST MECHANISM

      The working chamber of the rotary engine moves in the housing as its volume is varied. The intake and exhaust ports provided at appropriate locations in the housing assure proper exchange of gases.

      These intake and exhaust ports are automatically opened and closed by the rotor rotation, eliminating the need of the valve system as in the reciprocating engine. This has resulted in the characteristics of the rotary engine, such as simple construction, less mechanical noise and excellent high speed performance. etc.

      3.6.1 INTAKE AND EXHAUST PORT SYSTEM

      The intake and exhaust ports can be provided either in the rotor housing or the side housing (Fig. 3. 33). Providing ports in the rotor housing is called the peripheral port system (Fig. 3.33), and this system has the following features: CD The ports are opened and closed by the apex seal. Either port is always open to either of the working chambers. The port-open time to each working chamber in terms of the angle of rotation of the output shaft is greater than 360°, ® The two adjacent chambers are intercommunicated through the port while the apex seal passes over it. ® The direction of the flow of gas is the same as that of the rotor revolution, causing little resistance to the flow of gas.

      On the other hand, the intake ports provided in the side housing is called the side port system. This system has the following features: CD The contour of the intake port is subject to geometrical restrictions (Fig. 3.34). That is, the side seal and corner seal must clear the inner surface of the rotor housing over the specified distance to prevent them from dropping into the

      1!1" Fig. 3.33 Intake port system

      - 30-

      Fig. 3. 34 Profile of side intake port

      ports. Furthermore, the intake ports must be located outside the locus of the oil seal to prevent lubricating oil inside the oil seal from flowing into the port. ® The length of open-time of the port is shorter than that of the peripheral port by the time while the rotor side closes the former port. ® The direction of the flow of gas differing from that of the rotor causes a greater resistance to the flow of gas.

      Each location for the intake and exhaust ports are to be selected making full use of the advantages of the above side port and peripheral port systems.

      For the exhaust port, the peripheral port system is normally used.

      The reason for this is that the exhaust port of the side port system will cause a great amount of leak of high temperature exhaust gas into the rotor side space causing deterioration of the side and oil seals.

      For the intake port, the peripheral and side port systems are selected for the characteristics required for each engine.

      In the peripheral intake system, the longer opentime of the intake port and the same direction of the intake flow as that of the rotor revolution can contribute to a higher charging efficiency and output during high-speed or heavy loading operations. On the other hand, during low-speed or light loading operations, there arises a problem that the combustion will become unstable due to inclusion of a great amount of burned gas in intake gas caused by a longer overlap time of the opened intake and exhaust ports and by intercommunication between the adjacent working chambers in exhaustand intake-strokes when the apex seal passes over the port.

      In the side intake system, although its high-speed performance is lower than that of the peripheral intake system, the direction of intake normal to that of the rotor revolution easily generates swirl and the shorter overlap time between the intake and exhaust ports results in stable combustion even during low-speed or light loading operations.

      Therefore, for racing engines, etc. which put great emphasis on high-speed performance, the peripheral intake system is used. On the other hand, the side in-

      take system is used for automobile engines for general use which require balanced performance over a wide range of operation from low to high speeds.

      3. 6. 2 PORT TIMING

      The closing time and opening area of the intake port has a great effect on the performance characteristics of the engine. For higher full-open output performance a longer open-time and a greater open-area is required ; while, for better operating performance at lowspeed and light loading, a minimum possible overlap of the intake and exhaust ports is required.

      Fig. 3.35 shows the relation between the closing time and opening area in each port system.

      The peripheral system is generally used for the exhaust port. Its opening time cannot be excessively advanced in view of the thermal efficiency. Therefore, an appropriate closing time is to be determined so as to secure a sufficient opening area.

      The intake port is also required to have a maximum possible opening time and area. An excessively retarded closing time will, on the contrary, result in a lower charging efficiency because the mixture drawn in will be forced back into the intake port.

      Thus, in the peripheral intake system, the opening time will have to be advanced also to secure a sufficient opening area, leading to a greater overlap with the exhaust port.

      In the side intake system, the intake port will be opened after the top dead center of the exhaust-stroke, causing a smaller overlap with the exhaust port but a shorter opening time and a smaller freedom of the opening area. Therefore, it is often the case with the side intake system that the intake port is provided in both

      -" .2l
      ~ ~ t Ii ~
      16 ~
      :§ -s 1 i
      j E
      c. ~ ~ ~
      ~
      ioo ExIwst CaalJressioo Fig. 3. 35 Port timing

      Fig. 3. 36 Beginning of intake

      -31-

      Fig. 3.37 Fins arranged for circumferential flow air cooling system

      side housings.

      Further, the side intake port timing is usually discussed on the basis of the profile of the rotor. In practice, the port is timed by the side seal because of a clearance lying between the rotor side and the side housing, as shown in Fig. 3. 36. To minimize the overlap with the exhaust port, both the distance between the side seal and the rotor profile and the clearance between the rotor side and the side housing must be minimized.

      3. 7 COOLING SYSTEM

      In the rotary engine, the strokes of intake, compression, expansion and exhaust are performed in their respective fixed positions causing a great temperature difference between the stroke positions of the housing. The temperature on the inner surface of the housing greatly affects the formation of lubricating oil film, and gastightness by the seal will be reduced due to thermal deformation.

      For the housing cooling system it is important to minimize the temperature difference over the housing to prevent local thermal stresses and deformations as well as reducing its highest temperature.

      The rotor is also exposed to burned gas over a wider area than that of the piston of the reciprocating engine. Its temperature greatly affects the durability of the seals installed on the rotor and knocking of the engine. For this reason, the rotor also requires a cooling system.

      3. 7. 1 COOLING SYSTEM FOR THE HOUSING

      ( 1) COOLING METHOD

      The cooling methods for the housing are generally classified into air and water cooling methods by the type of cooling medium used, and also into circumferential and axial flow types by the direction of flow of the cooling medium.

      Figs. 3. 37 and 3. 38 show the arrangements of fins for the circumferential and axial-flow air-cooling

      I

      Fig. 3.38 Fins arranged for axial flow type air cooling system

      systems for the housing, respectively.

      In the high temperature zone, a maximum number of the thinnest possible fins are provided to increase the radiating surface and wind speed for better cooling efficiency.

      Such air-cooling systems are used for small engines. For automobile engines of heavy heat load, the water cooling system is generally used,

      Figs. 3. 39 and 3. 40 show the cooling water passages within the housing of the circumferential and axial flow water cooling systems for the housing, respectively.

      In the circumferential flow type, the cooling water runs independently of each housing, being capable of

      Fig. 3.39 Cooling water passage for circumferential flow type water cooling system

      - 32-

      Fig. 3.40 Cooling water passage for axial flow type water cooling system

      reducing the temperature difference between the housings and suitable for multi-rotor engines such as 4-rotors, etc. However, manufacture of the rotor housing is made difficult due to its closed passage of cooling water. Therefore, in general, the axial type is used for automobile engines.

      The vicinity of the spark plug hole exposed to heavy heat load is provided with ribs and fins effectively arranged for increasing its radiating area. Higher flow speed of the cooling water also raises cooling efficiency. The low temperature area in the vicinity of the intake port is rather heated by the cooling water, instead.

      Thus, the wall temperature can be averaged over the housing and, at the same time, the mixture is preheated to increase vaporization and atomization.

      To raise such effects, high temperature exhaust gas may be further led to the low temperature area of the housing.

      Fig. 3.41 shows its construction. Fig. 3.42 shows a comparison of the wall temperature distribution of the

      Fig. 3.42 Comparison of wall temperature of rotor housing

      rotor housing preheated by exhaust gas and that is not preheated.

      ( 2) SEALING MECHANISM FOR COOLING WATER

      A sealing system is required to prevent the cooling water leaking from the fitted surfaces between the rotor housing and the side housing.

      For the circumferential flow type, the cooling water hole connecting the housing can be provided in areas avoiding the high temperature area. For the axial flow type, sealing is required along the entire trochoid periphery.

      The rotor housing and side housing show a difference in deformation due to different material, temperature, pressure, etc. To accommodate any deviation, a rubber seal ring is installed in the groove provided in the rotor housing.

      Since the burned gas from the working chamber enters into the sealed area, high heat resistant rubber is used for the seal. A protective layer of Teflon may be glued on the working chamber side.

      3. 7. 2 COOLING OF ROTOR

      The rotor is cooled by mixture in the intake-

      Fig. 3.41 Intake mixture heated by exhaust gas

      -

      - 33-

      -------

      stroke and heated by burned gas in the combustionstroke.

      The rotor is required to be cooled in view of durability of seals and knocking of the engine, but, desirably, to be kept at an appropriate high temperature in view of thermal efficiency.

      Water, being a cooling medium of highest cooling efficiency, cannot be used for cooling the rotor in planetary motion due to the difficulty of providing a perfect sealing mechanism on the rotor. Therefore, intake mixture or lubricating oil is used as a cooling medium.

      Fig. 3.43 shows the rotor cooling system by means of intake mixture. The mixture enters into the rotor from the side housing through a through -hole provided in the rotor side face and sucked into the working chamber through the side housing on the opposite side. During this process, the mixture cools the rotor and is, at the same time, preheated by the heated rotor which in turn pronotes vaporization and atomization of the mixture.

      This system requires no special heat exchanger, such as oil cooler, etc., and is suitable for small-sized light weight engines. However, the mixture cooling system requires a longer intake passage for the intake mixture, bringing about a problem of reduction in output due to increased suction resistance. For automobile engines, in general, the rotor cooling system by means of lubricating oil is used. Fig. 3.44 shows the behavior of lubricating oil inside the rotor.

      Lubricating oil is injected into the rotor through the output shaft. The oil runs eddying along the inner surface of the rotor to take heat from it according to the change in inertia force caused by the planetary motion of the rotor. Then, it flows out from the rotor by

      Fig. 3. 43 Rotor cooling by intake mixture

      L,nstantaooous center of inertia force Fig. 3.44 Behavior of lubricating oil inside the rotor

      the centripetal force toward the rotor center and is recovered in the oil pan through the side housing.

      When the oil temperature becomes too high it will have insufficient cooling effects on the rotor as well as reducing its viscosity and film strength.

      To maintain sufficient lubrication and cooling effect, a heat exchanger (oil cooler) is generally used for cooling the oil.

      The rotor surface temperature is higher on the leading side due to difference in burning condition. The trailing side temperature has a great influence on causing knocking. Therefore, consideration has been given to the arrangement for ribs provided inside the rotor so that the lubricating oil will be properly circulated through both leading and trailing sides.

      Fig. 3.45 shows the temperature distribution on the rotor surface.

      Fig. 3.46 shows a comparison of the rotor surface temperatures with and without cooling by means of lubricating oil.

      The temperature greatly changes according to the engine revolution. A more positive cooling is required over the range of higher revolutions, while no cooling is rather desirable in some range of low revolutions.

      For this purpose, in some engines, the supply of cooling lubricating oil into the rotor is controlled according to operating conditions.

      Fig. 3.47 shows a valve mechanism to control injection of lubricating oil according to the engine revolution. The control valve is installed on the output shaft. In slow revolutions, the injection passage of lubricating oil is closed by a spring force. As the revolutions increase, the centrifugal force and oil pressure applied on the ball will open the oil passage to inject oil into the rotor.

      170' 176'

      Fig. 3. 45 Temperature distribution of rotor surface

      ~ 220 Wide open throttle operation

      e

      1200 $180

      ~

      a 160

      ~

      2 3 4 5 6

      Engine speed (rpm) ( x 1IJ3 )

      Fig. 3.46 Comparison of temperature of rotor housing

      - 34-

      -

      Oil ~,

      ~,

      ~trol jet system

      Fig. 3.47 Control of lubricating oil injection

      e200 1180 E

      -l!l

      Wide opn tiTottle operation

      ~

      ~ 160 U\

      ~140L-~ __ ~ __ ~ __ ~ __ ~~~ 2 3 456 Engine speed (rpm) (x103)

      Fig. 3.48 Change in rotor surface temperature

      As shown in Fig. 3.48, the system is provided to control the rotor surface temperature at approximately the same for that in the low revolution region as for that in the high revolution region.

      Further, to maintain the optimum rotor temperature at all times, methods of changing the valve opening revolution and changing the quantity of injection according to oil temperature are also being studied.

      3.8 LUBRICATION SYSTEM

      The lubrication system for the rotary engine includes lubrication of gas seals and their sliding surfaces as well as main and rotor bearings, phase gears, etc. of the output shafting.

      Generally, in small-sized engines, the lubricating oil is pre-mixed with the fuel ("fueloil" lubrication) and supplied into the engine for simpler construction.

      In automobile engines, however, a combination of a forced-lubrication system for feeding the proper amount of oil only to the required points of the output shafting and a separate lubrication system for the gas seal sliding surfaces is used for covering the wide range of operation.

      3. 8. 1 LUBRICATION OF OUTPUT SHAFTING

      Fig. 3.49 shows an example of flow passage of lubricating oil in the forced lubrication system for the rotary engine.

      The automobile rotary engines are generally equipped with an oil cooler to prevent the lubricating oil from being overheated.

      In some rotary engines, an oil cooler is provided with a thermo-valve mechanism, as shown in Fig. 3. 50.

      Relief valve

      Bypass valve.

      Rotor bearing Oil jet -I-Main bearing

      "--C\.Itput shaft

      Pressure reguiator

      Pressure control valve

      Fig. 3. 49 Lubricating oil flow passage

      Iberrrc-valva

      Engine

      Fig. 3.50 Thermo-valve mechanism

      It is actuated to open the bypass in the oil cooler while the oil temperature is low, thereby preventing heat loss due to overcooling and shortening warming-up time of the engine.

      3. 8. 2 LUBRICATION OF GAS SEAL SLIDING SURFACE

      The lubricating oil supplied to gas seals and their sliding surfaces functions to improve gastightness by the gas seal as well as to lubricate them.

      There are two lubricating methods used: the premixed oil-fuel ("fueloil") lubrication system, and the separate lubrication system using a small oil pump.

      The "fueloil" lubrication system, of simple construction, is required to keep a high oil mixing ratio, which is liable to cause seizure of the seals by the products of combustion, fouling of spark plugs, generation of smoky exhaust, etc.

      For automobile engines that are subjected to a wide range of operating condtion, the separate lubrication system using a metering oil pump is generally used. It discharges a proper quantity of lubricating oil according to engine speeds and load engine.

      Figs. 3. 51 and 3. 52 show the construction of a variable stroke plunger type metering pump and its function, respectively.

      The discharge of the pump is proportional to engine speeds. The throttle lever of the carburetor is linked with the control lever of the pump. The height of the control cam of the pump is changed according to the load applied to adjust the stroke of the plunger,

      - 35-

      Pressure spring

      Adjust screw

      Fig. 3. 51 Construction of metering oil pump

      W"'iI~l~

      I~"'~~

      Blow·by gas recoerv

      Fig. 3. 53 Construction of oil seal

      90'

      o

      180'

      o

      270·

      (_)

      Fig. 3. 52 Operation of metering oil pump

      Width of lip

      Chrome·plated layer

      Fig. 3.54 Oil seal in motion

      Fig. 3. 55 Cross-section of oil seal

      that is, the quantity of discharge per revolution.

      3.8.3 OIL SEAL

      The forced lubrication system for the rotary engine is provided with oil seals to prevent the lubricating oil for its output shafting and for rotor cooling from leaking into the working chamber through the gap between the rotor side face and the side housing.

      Fig. 3.53 shows a typical construction of oil seals. The oil seals are installed in grooves provided in the rotor side face and pressed against the side housing by springs. The contacting part of the oil seal with the side housing is called the oil seal lip.

      "0" -rings are also incorporated with the oil seals to prevent the lubricating oil from leaking through the bottom of the oil seal grooves.

      Fig. 3. 54 shows the motion of the oil seal. The oil seal lip in motion scrapes oil film when it moves inward and rides on the oil film when it moves outward.

      For this purpose, the lip is tapered as shown in Fig. 3.55.

      The surface pressure of the lip greatly affects the oil seal performance. Its lower surface pressure will reduce the scraping function of the oil film, while its higher surface pressure will reduce the riding function on the oil film. Therefore, the oil seal is required to be com-

      posed of a lip with a proper angle and width and an oil seal spring of a proper load.

      The worn oil seal lip shows a wider lip width, which may reduce its surface pressure leading to deterioration of the oil seal performance. To prevent this by improving the wear resistance of the oil seal, high chrome cast iron is used for the seal material and the inner surface of the rotor is hard chrome plated. Furthermore, the wear resistance of the oil seal is greatly affected by the material and surface treatment of the sliding surface. In many cases, the surface of the side housing is metal sprayed or soft nitrided.

      References:

      1) Kenichi Yamamoto: Rotary Engine, Nikkan Kogyo Shimbunsha (1969)

      2) W.D. Bensinger: Rotationskolben- Verbrennungsmotoren, Springel- Verlag (1973)

      3) R.F. Ansdale: The Wankel RC Engine, London lliffe Books Ltd. (1968)

      4) Kenichi Yamamoto: Basic Structures and Functions of Rotary Engine, Parts 1 & 2, No. 86 & 87, Vol. 8, Nainenkikan, Sankaido (1969)

      -36-

      CHAPTER 4

      PERFORMANCE AND COMBUSTION

      The rotary engine can be treated and evaluated with respect to performance characteristics as a displacement type internal combustion engine of four-stroke, one-cycle similar to the reciprocating engine.

      However, the rotary engine has unique performance characteristics inherited from the features of its construction such as no reciprocating parts, a flat type working chamber with a high ratio of surface to volume, the rotation of the working chamber as the rotor rotates, and working time of each stroke 1. 5 times longer than that of the reciprocating engine, etc.

      Furthermore, the rotary engine also has different characteristics from those of the reciprocating engine in conjunction with the freedom of selection of principal components such as the intake-exhaust system, rotor recess, gas seals, ignition system, etc., and their effects on engine performance.

      This chapter describes various devices and considerations being given to promote the practicability of the rotary engine according to its application as well as its fundamental performance characteristics and the effects of its principal components on engine performance.

      4. 1 PERFORMANCE CHARACTERISTICS

      4.1.1 CALCULATION OF OUTPUT

      In the rotary engine, one revolution of the rotor (three revolutions of the output shaft) completes one cycle of the four strokes of intake, compression, combustion and exhaust of each of the three working chambers. Therefore, since one revolution of the output shaft provides one combustion stroke, the output performance of the rotary engine can be calculated by the formulas given in Ta hIe 4. 1.

      4. 1. 2 FRICTION LOSS

      Fig. 4. 1 shows a comparison of friction loss between the rotary engine and the reciprocating engine.

      The rotary engine shows lower values of friction loss even in the high -speed range because of the absence of a mass of reciprocating motion.

      Fig. 4. 2 shows the analysis of friction loss. To reduce the sliding friction of the gas and

      Table 4. 1 Formulas for calculating rotary engine output

      Total displacement V=Z· VII

      V( e ) Z: number of rotors

      V H : Volume of single working chamber (e)

      Indicated mean effective pressure

      Pm; (kg/em")

      Pm; =_1_. J {1 = 10800 PdVI

      VH 0=00

      P: gas pressure in working chamber (kg/ems) o : output shaft angle of rotation

      V. : Volume of single working chamber when output shaft angle of rotation is (10 (e)

      Indicated horsepower Ni(PS)

      V·n Ni=Pmi'-- 450

      n : number of revolutions of output shaft (rpm)

      Shaft horsepower Ne(PS)

      v-» v-»

      Ne=7jm·Ni=1/m·Pmi--=Pme--

      450 450

      7j : mechanical efficiency

      Net mean effective pressure Pme(kg/cm2)

      450·N, V'n

      Shaft torque Te(kg'm)

      r,

      10V·Pme 2:or

      4500·Ne 2lr'n

      - 37-

      4.0

      Recipro. engine -.;' I
      (J mOcc)
      ./ /
      /
      •• V
      r/ ~
      .I~ r---Rotary engine
      (500cc x 2 - rotor)
      r ~ 3.5

      <..> <, co

      ~ 3.0

      I

      .5 2.5

      ~

      c:

      ~ 2.0

      ~

      e

      to

      1.5

      1.0

      2

      3

      4

      5

      6

      Engine speed (rpm) ( x 103 ) Fig. 4. 1 Comparison of friction loss

      4.0rr---,----,-_,.--,.---n

      ~ d5 1.0rt-----t--+--+--i---tl

      12
      ME
      <..> 10
      <,
      co
      .x:
      ~
      i!l
      ~
      .~
      i
      s 120
      ~
      100
      U) 80
      ~ 60
      ~
      "3 40
      ""
      _2
      (f) 20 .... - - ~ ...
      ,,/ ~
      / 1
      / -- ~ <;
      L---
      / V v- I
      / r-,
      / <, 1
      >--
      1
      ~ -
      /'('
      » ?
      V
      , If-O"""
      /, '-o--o-Rotary e1gine
      ~ ---"""1 970cc
      I Refiprociting fngine -.

      E

      00 .sx:

      3 4 5 6 7

      Engine speed (rpm) ( X 103)

      Fig. 4.3 Comparison of performance at W.O.T.

      600
      500
      ..c
      (f) ?
      Q. 400 U,
      <,
      co Q.
      <,
      ci 300 ~
      z 0
      u
      u 200
      :r:
      100 0.5 Air·fuel ratio

      Fig. 4.4 Comparison of exhaust emission

      characteristics

      2 3 4 5 6

      Engine speedfrprn) (X 103)

      Sha~ bearing (including counterweight)

      Fig. 4.2 Analysis of friction loss

      oil seals, a reduction in spring force and seal weight, a smaller area under pressure, improvement of surface treatment and lubrication, etc. are effective measures that may be taken.

      To reduce the gas leak loss, it is also important to prevent thermal deformation of the gas seals and their sliding surfaces, in addition to the improving gas seals as described in 3. 5.

      To reduce the friction loss of bearings, a reductio on in weight of the rotating inertia system including the rotor and flywheel, etc. is effective. The use of thinner and lighter components of equal strength is being studied.

      4.1.3 PERFORMANCE AT WIDE OPEN THROTTLE

      Fig. 4.3 shows a comparison of the performance at wide open throttle (W.O.T.) between rotary and reciprocating engines.

      As shown, the rotary engine, in general, has a

      I

      slightly lower output at low-speeds but develops high performance at high-speeds.

      The lower output at low speeds is attributable mainly to the greater time required for the compression and combustion strokes (1. 5 times longer than that of the reciprocating engine) which causes some gas leakage loss.

      Higher output at high-speeds is attributable to the small friction loss of the engine even at high speeds because of the absence of a reciprocating mass, and a high charging efficiency due to longer intake and exhaust strokes, and the absence of intake and exhaust valves causing gas flow resistance, etc.

      4. 1. 4 CHARACTERISTICS OF EXHAUST EMISSIONS

      Fig. 4.4 shows a comparison of the exhaust emission characteristics between rotary and reciprocating engines.

      The rotary engine generally emits a similar amount of CO, more HC, and less NOz, than the reciprocating engine.

      The causes of the high rate of HC emission are:

      -38-

      deteriorated combustion efficiency due to-burned gas carried into the intake-stroke, quenching effect along the wall surface of the working chamber, unburned gas leaked from the working chamber in combustion-stroke into that in exhaust-stroke, emission of fuel attached on the wall surface of the working chamber scraped by the gas seals, etc.

      Effective remedies for minimizing the rate of HC emission are: reduction of the overlap time between the intake and exhaust ports, heat insulation of the wall surface of the working chamber, improvement of gas sealing performance of the apex seal, etc., improvement of atomization and vaporization of mixture, etc.

      Further, the low NO", emission rate is caused by the low maximum combustion temperature due to a high rate of burned gas in the fresh mixture, a high ratio of surface to volume of the working chamber, etc.

      4_ 1. 5 FUEL CONSUMPTION PERFORMANCE

      The thermal efficiency of an automobile engine is an important factor in determining the fuel consumption performance of an automobile.

      Thermal efficiency is the rate of the heat energy of fuel supplied, to the actual work done thereby.

      The theoretical thermal efficiency of the Otto cycle is determined by the compression ratio s and the specific heat ratio /C of the working gas, as expressed by 1

      7Jth=l---

      e~-l

      This shows that a higher compression ratio will improve thermal efficiency.

      In practice, however, various heat losses will prevent the thermal efficiency of an engine from reaching theoretical thermal efficiency.

      Fig. 4. 5 shows the measurements of heat balance of a rotary engine.

      Lean combustion by improving the ignition performance of the engine will reduce the rate of emission of unburned elements of CO, HC, etc., which is effective for higher thermal efficiency of the engine.

      100

      90 ~ 80 ] 70 ]l 60 t;;

      ~ 50

      ~ 40 il 30

      .;::

      UJ

      Ci 20

      10 o

      0.8

      -;;--. o 0 .::..
      .,.P ~
      L ~u -,
      ./. /" ~
      <1'" "~
      V
      ..>J~ I<l'UO V
      0""
      _o<-
      ~ -
      ~ l-- Others

      Heat of tnbrred gas Heat of exhaust gas Heat absorption

      by cooling water

      Heat absorption

      by lubricating oil

      Effective reat

      0.9

      1.1

      1.2

      1.0

      Rate of excessive air

      Fig. 4.5 Heat balance of rotary engine

      -

      In the rotary engine, the surface to volume ratio of the working chamber is greater and the time required for one-cycle is 1. 5 times longer than those of the reciprocating engine, causing a greater cooling loss. The greater surface area/volume ratio of the working chamber also causes a greater loss of unburned gas.

      Therefore, insulating the housing and the rotor to reduce cooling loss and loss of unburned gas is very effective for higher thermal efficiency of the rotary engine.

      For higher thermal efficiency, it is also effective to raise the burning speed close to the isovolumetric combustion and to reduce the friction loss.

      To raise the burning speed, the shape of the rotor recess is selected to obtain stronger squish flow and a 2-spark plug system is used.

      To reduce friction loss, reduction in sliding resistance of the seal, improvement of gastightness, reduction in weight of the rotating inertia system, etc. are effective measures, as described in 4. 1. 2.

      The thermal efficiency of an engine is generally expressed by the rate of fuel consumption. The rate of fuel consumption is indicated by the weight of fuel required to generate a unit output for a unit period of time. And, this will indicate the thermal efficiency by heat conversion.

      Fig. 4.6 shows the relation between mean effective pressure and specific fuel consumption. The higher the mean effective pressure is, the better the specific fuel consumption will be.

      The main reason for this is that the higher mean effective pressure relatively reduce the rate of friction loss to the former.

      The mean effective pressure is in propor'tloi'!' to the torque, as shown in Table 4. 1. Consequently, the operation of an engine at high torque is advantageous to low fuel consumption in an automobile, and the use of a smaller reduction ratio in the output transmission system is desirable.

      However, such a transmission system with a smaller reduction ratio will lower the acceleration performance of the automobile, accordingly.

      Therefore, it is effective for improving the fuel

      ::2 500 (f)

      fl::: 450

      co

      1\ 1500rpm
      \ (654cc x 2ro\or)-
      \
      -,
      <, r--
      - § 400 } 350

      ] 300
      .g 250
      .~
      cc
      en 200

      2 3 4 5

      Mean effective pressure (ks/cm")

      Fig. 4. 6 Specific consumption of rotary engine

      - 3~-

      economy to raise the torque generated at the time of W.O.T. operation by taking measures for better gastight performance, reduction of intake-exhaust resistance and higher burning speed, etc. which will make it possible to reduce the reduction ratio for securing the accelaration performance as required.

      Further, the rotary engine generates less vibration and noise in addition to its light weight, and requires less material for anti-vibration and sound insulation on the body side. Thus, the weight of the complete automobile is reduced.

      Moreover, the rotary engine is more compact in size than a reciprocating engine of equal output. It provides greater freedom in designing bodies of smaller shape with less air resistance.

      Taking full advantage of such fundarr ental features of the rotary engine is also very important in planning better fuel economy in rotary engine automobiles.

      4.2 VIBRATION AND NOISE

      Recently, car noise has been taken up as one of the environmental problems accompanying the centralization of population in urban areas and the increase in registered number of motor vehicles. Engine noise is the biggest factor causing car noise, and must be reduced to a minimum.

      Engine vibration and noise have a great effect on the comfort and fatigue of the driver, and on durability of various parts of both engine and body, etc. noise reduction is a very important problem for car engine designers.

      4- 2. 1 ENGINE VIBRATION

      The main causes of vibration in an engine are imbalances of inertia force in the moving parts of the nertia couple and variations in torque.

      (1) VIBRATION DUE TO INERTIA FORCE AND INERTIA COUPLE

      Since the rotary engine has no reciprocating mass, as described in 3. 4, the inertia force and inertia couple of the moving parts can be completely balanced by means of counterweights.

      To investigate the vibration caused by imbalances in inertia force, a rotary engine and a reciprocating engine were operated at no-load with no variation in torque and their vibration characteristics were compared.

      Figs. 4. 7 and 4. 8 show comparisons of variation in rotating angular velocity and of vertical vibration of engines, respectively.

      The rotary engine, having no reciprocating mass, shows small variation in its rotating angular velocity and less increase in its vertical vibration even at increased engine speeds.

      Fig. 4.9 shows the results of frequency analysis of vertical vibration of both rotary and reciprocating engines.

      I

      No-loa operation
      /' V'
      5
      // --2-rotor rotary engire
      / ---4-cYI. recipro. engire
      5 /'
      i/
      2 3 4

      Engine speed (rpm) (x 103)

      Fig. 4. 7 Comparison of fluctuation in rotating angular velocity

      (dB) (g) 130

      ... -
      ~~ ...
      ~ ..
      ~ v- ,.-
      _,;"
      ,/
      ,----- --2-rolor rotary engine
      --,4-cY",reciPro1engine ,g 10 120

      ~

      cu

      ] 110

      100

      902 3 4 5 6 7

      Engine speed (rpm) (X 103)

      Fig. 4. 8 Comparison of vertical vibration (no-load)

      5

      ~ 0.5

      ~

      §

      "" 0.05

      50 100 500 1000 500J 10000

      FreqWlCY (Hz)

      Fig. 4. 9 Analysis of vertical vibration frequency

      The rotary engine shows less vibration over the frequencies of 500-5, OOOHz, greatly affecting the generation of noise, which is also advantageous in suppressing noise due to vibration.

      ( 2 ) VIBRATION DUE TO TORQUE FLUCTUATION

      The torque generating mechanism for the reciprocating engine is that the burned gas pressure applied on the piston is transmitted to the crank of the crankshaft through the connecting rod to generate torque.

      In the rotary engine, requiring no connecting rod, the gas pressure applied on the rotor is directly transmitted to the output shaft to generate torque.

      Fig. 4.10 shows the conceptual torque generating mechanisms of both engines.

      The gas pressure in the working chamber acts on the rotor to generate Force Fg that runs through the rotor center. The eccentricity of the rotor to the output shaft divide Force Fg into its two components, Force Fe to act in the tangential direction with respect

      ~40 -

      Rotary mgine Reciprocat1ing mgire

      Fig. 4.10 Torque generating mechanism

      Fig. 4.11

      Angle of rotation of output shaft

      Fluctuation of gas pressure and torque in working chamber

      40

      2-rotOf rotary engire

      o

      " "-
      / '\ / '\
      j--- ~ .. - ;1-"- K-"--
      "'--' "'--' (
      4-cyc/e in-line 4-cyl, recipro. engine
      1\ 1\
      I \ I \
      f_ ~ II \
      -r----- 1<"--- It ----' ~---
      -, -, l
      ,V6 I' <:.
      4-cyc1e In-line -ey.reclpro. engme
      .o: rv
      !/ \ I \ I \
      t=+»: =t=: r-.:----r- --~
      f....I '-' ~ 20

      Mean torue 16.5kg·m)

      Mean Iorue 16.5kg -rn)

      40 20 o

      Mean torql.e'

      (I6.5kg -m)

      360

      180 ,,"gle of rotation of ootp.rt sI-o~

      Fig. 4.12 Comparison of torque fluctuation

      to the output shaft and Force Fb to act in the center direction.

      The eccentricity of the rotor to the output shaft is equal to the eccentricity e of the trochoid. Thus, Torque Fi., is generated in the output shaft.

      Fig. 4.11 shows the fluctuations in gas pressure in the working chamber of the rotary engine and in

      -

      5r-~-..-~-r~--.--'-. ~4~-+~~~+-~--+-~--~-1

      §

      ~ 3~-+~~~~-+-~--+--~~ '5

      ""

      :§ 2

      ~ 1~-+--~~~'ci-=~~+---~~

      j

      o

      2 3 4

      Engine speed (rpm) ( X 103)

      Fig. 4. 13 Comparison of angular velocity

      fluctuation rate

      \
      1 /Recipro. engine
      i (4-cycle)
      r
      \
      \ \~~
      \ v~ ~l
      ~ IV~ V@ ~ r,_,..,
      r-,
      ~ .
      olary engine 8
      7
      6
      III
      ~ 5
      ffi
      ~ 4
      -<,
      III
      2'
      .8
      ~ 3
      2
      0 2

      6

      8

      10 12

      4

      No. of cylinders (rotors)

      Fig. 4. 14 Comparison of torque fluctuation rate

      the generated torque.

      Fig. 4.12 shows a comparison of fluctuation in torque between the 2-rotor rotary engine and the 4-and 6-cylinder reciprocating engines.

      As described in 1. 4. 3, the 2-rotor rotary engine shows its fluctuations in torque similar to that of the 6-cylinder reciprocating engine.

      If a flywheel of the equivalent inertia moment is used, the coefficient of fluctuation in angular velocity of he rotary engine at W.O.T. operation is equal to that of the 6-cylinder reciprocating engine, as shown in Fig. 4_13.

      Fig. 4. 14 shows the relation between the number of cylinders (or rotors) of the reciprocating and rotary engines and the coefficient of fluctuation in torque (maximum to mean torque ratio).

      The shadowed area in Fig. 4. 14 shows the range of fluctuation due to different types of arrangement of cylinders such as in-line, horizontal, V type, etc.

      Since the rotary engine has a small coefficient of fluctuation in torque, multi-rotor type is less required.

      The body of a motor vehicle is generally designed to provide higher rigidity in the horizontal direction and lower in the vertical direction while considering comfort and maneuverability.

      Therefore, excessive vertical vibration of the output transmission system will cause the body to resonate

      - 41

      r---------~4-cycle 4-cyl.recipro. engine

      ,',1 I

      120
      110
      co
      :s 100
      ~
      .~ 90
      JS
      '>
      11
      ~ 80
      70
      '1
      60 """ ~).---2-rotor rotary engine
      Ui ~ --,
      . _ 1--. .. -t- . t-
      -, ~
      \ - --v- .-
      ~--- I---
      ~..., r-~ /'" ~ .... '

      \ r-'I- ... 1,,)
      4-cycle 4-cyl. recipro. engine

      yV
      )-''Y'>-
      Vy 2-rotor rotay engine
      V Fig. 4.15

      Comparison of vertical vibration in output transmitting system

      Engine speed (rpm)

      2 3 4 5 6 (x 103)

      10

      1
      1/ ~- -
      - 1
      ,..~ ~ ~
      / ./ r-- ........ 1 f..-- -
      1/ C-scale z-
      , I
      '/ A·scale- -
      . ---·9OPS 4-cyl recipro. engine J
      -lOOPS 2-rotor rotary I
      engine 00 § .3

      -clOD

      ~

      ] 90

      ill

      ~ 80

      90 1

      .~ 80 ~

      70

      2 3 4 5 6 ( X 103)

      Engine speed (rpm)

      Fig. 4.16 Comparison of engine noise

      giving the driver uncomfortable vibrations as well as causing a booming resonance.

      Fig. 4. 15 shows a comparison of vertical vibration of output transmission systems between rotary and reciprocating engines.

      The rotary engine, having fewer fluctuations in torque and better balance than the reciprocating engine will cause little vibromotive force in its output transmission system. Furthermore,the output shaft located in the center of the engine allows the engine to be connected with the transmission around the entire periphery providing higher rigidity at the connection.

      Such effects as above account for the small vertical vibration in the output shaft system of the rotary engine.

      70

      4.2.2 ENGINE NOISE

      f

      Fig. 4. 16 shows a comparison of noise between the rotary and reciprocating engines.

      The very low noise of the rotary engine as compared with the reciprocating engine is one of the significant features of the former.

      Engine noise is roughly divided by its source into combustion noise, mechanical noise, intake and exhaust noise and that of auxiliary equipment.

      ( 1) COMBUSTION NOISE

      Combustion noise is caused by pressure fluctuations inside the working chamber. The rotary engine shows a slower pressure change than the reciprocating engine, resulting in lower combustion noise.

      Further, for the rotary engine, there are advantages in combustion noise because of the high rigidity of its outside wall. The surface area where noise may radiate outward is small and on the water- cooled engines, a water jacket covers the engine.

      ( 2 ) MECHANICAL NOISE

      Because the rotary engine requires no intakeexhaust valve mechanism, mechanical noise is remarkably low.

      In the reciprocating engine, the piston mechanism is a source of piston slap noise. The determination of the clearance between the piston and the cylinder is also a key point in noise reduction.

      On the other hand, in the rotary engine, there is almost no variation in thrust load on the rotor. So, no such slapping will occur.

      The main mechanical noise of the rotary engine are: meshing noise of the phase gears that control the planetary motion of the rotor, sliding noise of the apex seal, and noise of chains and gears driving the auxiliary equipment. However, the magnitude of these noises propagated outward is much smaller than those of the auxiliary equipment installed outside the engine.

      (3) INTAKE-EXHAUST NOISE

      Intake-exhaust noise is caused by pulsations and turbulence in the flows of intake mixture and exhaust gas.

      As to intake noise, the rotary engine with an ordinary side intake port system has no distinct difference from the reciprocating engine.

      Exhaust noise shows a high level at the instant when the exhaust port is opened, being affected by its opening characteristics.

      Fig. 4.17 Honey-comb port in rotor housing

      ·~42 -

      In the rotary engine with a peripheral exhaust port system, the exhaust sound at port is high due to rapid opening of the exhaust port. Some rotary engines are provided with an exhaust port made in a honey-comb shape, as shown in Fig. 4.17, to lower the exhaust sound at the port.

      4. 3 COMBUSTION CHARACTERISTICS

      In the rotary engine, the working chamber is divided into leading and trailing sides by the minor axis in the vicinity of the top dead center in the compression-stroke. The trailing side is compressed, while the leading side is expanded. This will cause squish flow from the trailing side to the leading side for a long time. This strong squish flow will raise the burning speed. While, the working chamber of flat and high surface/ volume ratio will result in lower burning speed. These two factors will compete with each other to bring about the combustion characteristics unique to the rotary engine.

      4.3. 1 FLAME PROPAGATION

      Fig. 4.18 shows the results of investigation on flame propagation using several ion-gaps buried in the housing.

      The squish flow carries the flame toward the leading side, causing much faster flame propagation to the leading side than to the trailing side. In the trailing side, the working chamber is further flattened after the top dead center in the combustion-stroke to strengthen the quenching action due to cooling of the wall, which further retards the flame propagation.

      The flame propagation speed in the width direc-

      (rnm)

      ~~--~--~~--~~50

      _-- -- ....

      ",-", ",-_-- - ....

      I I I I I I I I I

      I I ~o' I 35':

      3020100102030 (rom)

      Engine speed: 1500rpm Charging efficiency: 60%

      Ignition timing :T-side BTDC20' L-side BTDC30'

      Figures in diagram show angle of rotation of the output shaft which indicates the respective flame propagations

      Fig. 4.18 Flame propagation of rotary engine

      -

      Fig. 4.19 Mode of flame propagation

      tion of the rotor is also faster on the leading side than on the trailing side.

      In the rotary engine, the two-spark plug system is generally used, with the minor axis in between the two plugs, to raise the burning speed.

      Fig. 4. 19 shows the relative positions of the flame front, the spark plugs and the working chamber estimated from the results of measurement by ion-gaps and flame photographs.

      4. 3. 2 IGNITABILITY IN LIGHT-LOAD OPERATION

      The charging efficiency, if lowered, will raise the rate of inclusion of burned gas in the fresh mixture sucked, resulting in poor ignitability.

      Fig. 4. 20 shows an analysis of causes and the degree of effects of burned gas included in the fresh mixture.

      Especially, in decelerating operation, the engine speed will be high and the throttle valve opening small, which will lower the charging efficiency and increase the rate of inclusion of burned gas in the fresh mixture causing a higher rate of misfiring.

      During decelerating operation at high engine speed continuous misfiring will occur due to excessively low charging efficiency. During decelerating operation at low engine speed, an ignition-misfire cycle unique to the rotary engine, called the 3:3 ignition-misfire cycle may occur.

      ",~5C
      ~;f( 750rpm
      :E~
      E 40
      ]
      .S 30
      !a
      '"0 20
      ~
      B
      'S 10
      "*
      0:: Volumetric efficiency (%)

      Fig. 4.20 Main analysis of inclusion of burned gas

      -- 43-

      (I)

      (II)

      (IV)

      (V)

      Fig. 4.21 Mechanism of generating 3: 3 ignition-misfire cycle

      (VI)

      Fig. 4.21 shows the mechanism of the 3:3 ignition-misfire cycle.

      Misfire will be caused when the rate of burned gas in the working chamber exceeds the limit for ignition. Once misfired, no burned gas is generated. Unburned mixture will be carried, as it is, into the next intake-stroke to be ignited in the combustion-stroke. Then, the ignited working chamber will be misfired at the next combustion stroke due to high rate of burned gas in the mixture sucked in at the intake-stroke.

      Such a process of misfiring and ignition occurs in each of the three working chamber. Thus, three consecutive misfires and ignitions will result, alternately. In this case, a torque fluctuation occurring in very low frequency will cause the body to shake back and forth (car bucking) together with the resonance of the driving system.

      To prevent this phenomena, the effective measures taken are: a throttle opener or a dash pot used to raise the charging efficiency at the time of deceleration. or a shutter valve used to concentrate the mixture into one side of the working chamber. etc.

      4. 3. 3 ABNORMAL COMBUSTION ( 1 ) KNOCKING

      At the time of high-load low-speed operation. the mixture in the end of the working chamber is compressed and self-ignites before the normal flame reaches. causing abnormal noise. This phenomenon is called "knocking".

      The rotary engine has disadvantages to "knocking". such as a longer distance of flame propagation because of its flat working chamber, much delay in flame propagation to the trailing side. the trailing side of the working chamber being compressed in the course from the compression-stroke to the combustion-stroke.

      On the other hand, advantages to "knocking" are: the mixture is apt to be cooled because of the large

      -44-

      Highly diluted mixture

      (III)

      Mixture with little unburned gas

      -

      Burned gas

      T ernperature chiJ1ge

      With knocking --- Without knocking

      CD ----------------

      G> ------

      ® -----~-----

      (5) ------.:::=----.----

      I" ... _

      J ----

      -------

      r- ...

      --

      _, ---

      -------,.,

      ® ----------------

      ,,,,----® _--------_ ..

      ....---@ ----------_/

      .... -----

      @ :::.. - - - --=-== --.::---

      90' before TOC

      TOG

      90' after TOG

      Fig. 4.22 Temperature change at each measuring point

      Minor axis

      Fig. 4. 23 Locations of instantaneous thermometer

      Ignition timing (TIL)

      Wilhat Imcking 4.5"/11.5"

      { T"Sic!e advancedl----r 20'/11.5"

      With Imcking L "Side advanced---- 4.5"/15.5'

      Bothsic!esadvanced----r- ~ 9'/17'

      90' before TOG TOG 90' after TOG

      Fig. 4.24 Temperature change at measuring point

      '1 Direction of

      Minor axis . ~rotation

      50'after TOG

      Fig. 4. 25 Positions of rotor and knocking sensor

      surface to volume ratio of the working chamber, the fuel particles concentrated in the trailing side as the rotor turns to form rich mixture, etc.

      Using several instantaneous thermometers buried in the rotor housing, the temperature changes when "knocking" occurred were measured, as shown in Fig. 4. 22.

      Fig. 4. 23 shows the locations of the instantaneous thermometers buried in the housing.

      "Knocking" will not occur in each cycle. Its position will also vary for each cycle.

      Fig. 4.24 shows the temperature change at the measuring point ® by changing the ignition timing to force "knocking" to occur.

      The angle of rotation of the output shaft at the time of "knocking" is A TDC 450 - 50 0 independent of the ignition timing.

      From this, it is clear that the relative position of the rotor to the rotor housing is directly related to the occurrence of "knocking".

      Fig. 4.25 shows the position of the rotor at the angle of the output shaft of A TDC 500 and the position of the knocking sensor.

      "Knocking" occurs at the end of the trailing side of the rotor.

      "Knocking" occurring in the reciprocating engine

      -

      may melt the exhaust valves leading to serious damage to the engine. In the rotary engine, on the contrary, no damage to the engine will be caused because there is no local temperature rise.

      ( 2 ) PREIGNITION

      In high-load high-speed operation, much heat is generated in the working chamber. Any part not cooled in the working chamber will be subject to a local high temperature rise. The mixture will be ignited before the normal ignition time is reached. This phenomenon is called "preignition".

      In the rotary engine, the only source of "preignition" is the spark plug insulator that will be most heated.

      The trailing spark plug, if preignited, will cause a rapid pressure rise in the working chamber. The apex seal will be loosened from the inner surface of the rotor housing causing a great amount of gas leak, and output will be greatly reduced.

      The reason for this is that the early contact of the trailing spark plug with the fresh mixture makes "preignition" occur much earlier than normal ignition time.

      The delayed contact of the leading spark plug with the fresh mixture will not greatly affect engine performance because of delayed "preignition".

      Once "preignition" occurs, the spark plug will be abnormally heated damaging its insulator. The broken pieces may enter the engine and damage the apex seal. Therefore, in no case, should even the leading spark plug preignite.

      The spark plug of the rotary engine is exposed to high temperatures for a longer time than that of the reciprocating engine. Generally, a high heat value (cold type) spark plug is used to prevent "preignition".

      4.4 EFFECT OF INTAKE-EXHAUST SYSTEM

      The effect of the specification for the intake-exhaust system on the engine performance is basically the same f-or both rotary and reciprocating engines. The specification requires raising the charging efficiency from the viewpoint of output performance at W. O. T. and minimizing the rate of burned gas in the fresh mixture from the viewpoint of light-load ignitability.

      In the rotary engine, the intake-exhaust ports are automatically opened by the rotor in rotation. The port timing is determined by the location and configuration of the ports in the housing. The limiting conditions for the port timing and the opening area vary with the different port systems. Therefore, the port system and its optimum timing are selected according to the characteristics required for the engine.

      4. 4. 1 INTAKE-EXHAUST PORT SYSTEM

      There are two intake-exhaust port systems for

      -45-

      Fig. 4.26 Comparison of W.O.T. performance

      1
      ~
      , , 6 OOOrpm W.O.T.
      ,
      .',
      -....... r-- ,
      ~ ~ i--
      ...,..._.-c;.. Side intake port ,
      I- 1--, periPheral take r '~,
      " ME 10

      u ......

      ""

      ;3 9

      ~ 8

      5 0 100 200 300 400 500 600 Exhaust gas pressure (mm H g)

      Fig. 4. 27 Effect of exhaust pressure on W.O.T. performance

      the rotary engine, the peripheral port system with ports in the rotor housing and the side port system with ports in the side housing, as described in 3.6.1.

      For the exhaust port, the peripheral port system is generally used. The side port system has a detrimental effect on the side seal and oil seal when a great amount of high temperature exhaust gas enters the rotor side space.

      For the intake port, both peripheral and side intake systems are used taking advantage of their respective characteristics.

      Fig. 4. 26 shows a comparison of performance at W. O. T. between the peripheral and side intake systems.

      The peripheral intake system shows a higher charging efficiency and output because of the longer open-time of the port and smaller resistance in intake in the same direction as the rotor revolution.

      However, in the peripheral intake system, the longer overlap-time between the intake and exhaust ports will increase the amount of burned gas being carried into the intake-stroke, if the exhaust pressure becomes high, greatly reducing the charging efficiency. To make use of its characteristic of obtaining a high output, it is especially important to combine it with an exhaust system having small gas flow resistance.

      Fig. 4.27 shows a comparison between the peri-

      I

      pheral and side intake systems as to the effect of exhaust pressure on the performance at W.O.T.

      The peripheral intake system develops an excellent output performance in heavy load operation. In light -load operation, it is liable to be unstable due to a high rate of burned gas in the fresh mixture. This is due mostly to the longer overlap-time between the intake and exhaust ports which has been a factor in preventing the peripheral intake system from being put into practical use.

      On the other hand, the side intake system has a shorter intake-exhaust port overlap-time, reducing the rate of burned gas in the fresh mixture and securing excellent stable ignitability in light-load operation. Further, the direction of the mixture intake different to that of the rotor revolution facilitates the generation of swirl in the intake-stroke for better vaporization and atomization of fuel.

      As described above, the side intake system can provide a balanced output performance and excellent driveability over a wide range of operating condition and is generally used for automobile engines.

      4. 4. 2 PORT TIMING

      Ideal port timing is required to secure sufficient open-time for high performance at W.O.T., and to minimize the overlap-time between the intake and exhaust ports for driveability at light-load.

      The side intake port system, if used, has little freedom in determining the position of the outside profile that governs the opening time, because it is necessary to prevent the side seal and corner seal from dropping into the port. Therefore, it is especially important to note that the output characteristics of the engine depends on the closing time selected.

      Fig. 4.28 shows the effect on performance at W. O. T. of the closing time of the side intake port.

      In the high-speed region, the retarded closing time of the intake port will increase the charging efficiency and improve output because of the geometrical effect of longer intake time and greater opening area of the port.

      While, in the low-speed region, the intake-time is sufficiently long. Excessively retarded timing for closing the intake-port will force the sucked fresh mixture back into the intake port reducing charging efficiency.

      The timing for opening the exhaust-port cannot be excessively advanced due to exhaust loss. Its closing time is determined to secure sufficient open-time andarea.

      Fig. 4. 29 shows a comparison of performance at W.O.T. of the peripheral exhaust port at different closing times.

      The retarded exhaust port closing time can improve the performance at W.O.T., especially in the highspeed region, as shown.

      However, the retarded exhaust port closing time

      - 46-

      ~ 1 6rir---,_---t----t----r--~~

      50 1 2 3 4 5 6

      Engirespeed (rpm) (Xl03)

      Fig. 4.28 Comparison of W.O.T. performance

      ~ 90:------------------------,

      NE

      ~8

      -'"

      ~ 7 e

      0.

      g;! 6 'tl £

      ~ 5 ~ '"i1;----:2;!;----,I;3---:4l---+5----)6,....---.,7,!;--l

      Engire speed (rpm) (XI03)

      Fig. 4.29 Comparison of W.O.T. performance

      30

      • 1000rpm

      I Ignitioo tirni1g : TDC

      I

      I

      I

      \ Exteust closing limin V : 52' aftEr me I I I \ \ \

      '. \ ,

      \ ~-

      20

      I I I I I ~

      I

      I

      /

      I I I

      / /

      .5

      ~ .~

      ~

      '6 10 -£!

      o 0.8

      !'J<hauSl closing timilg : 38' aftEr TDC

      0.9 1.0

      Fuel flow Wh)

      Fig. 4.30 Comparison of stability of idling

      will result in a longer overlapping time with the intake port leading to instability of combustion at the time of light-load operation. Therefore, the exhaust port closing time must be selected to satisfy light-load driveability.

      Fig. 4.30 shows the frequency of misfires in noload operation with different exhaust port closing times.

      In order to improve the stable ignitability at the time of light-load operation, it is a general practice to replace the burned gas to be carried into the intakestroke with air by jetting air at the exhaust port.

      This improved stable ignitability at the time of light-load operation, as shown in Fig. 4.31, further allows the exhaust port closing timing to be retarded for higher performance at W.O.T.

      Fig. 4. 31 Effect of air jet into exhaust port

      4. 5 EFFECT OF ROTOR RECESS

      The rotor recess provided in the rotor surface has a great effect on the rotary engine. Its location, configuration and volume are important factors, which greatly affect the combustion speed of the rotary engine, govern the intensity and generating time of squish flow in the vicinity of top dead center in the compression stroke, and affect the quantity of mixture existing in the direction of flame propagation.

      The higher combustion speed is preferable, in principle, from the viewpoints of output performance and thermal efficiency. On the other hand, however, if it is made excessively higher, problems such as misfiring in light-load operation, and knocking in heavyload operation, etc. will occur.

      For automobile engines to be operated over a wide range of loads and revolutions, the rotor recess is selected for a maximum possible combustion speed without disturbing driveability.

      4.5. 1 LOCATION AND CONFIGURATION OF ROTOR RECESS

      (1) LOCATION OF ROTOR RECESS

      The location of the rotor recess closer to the leading side can provide a higher burning speed when the configuration and volume of the rotor recess are the same.

      This is because of the geometrical effect of a greater amount of mixture existing in the leading side where flame propagation is faster and the squish flow more intensive.

      The squish flow will become more intensive when a greater pressure difference is caused between the trailing side in higher pressure under high compression and the leading side in relatively reduced pressure.

      (2) CONFIGURATION OF ROTOR RECESS

      II

      II'

      I!

      Iii

      When the volume and location of the rotor recess are the same, the squish flow will be more intensive for the rotor with a shallower recess near the minor axis

      - 47-

      2000rpm P. =3kg/cm2

      ). =1.0 ~'

      /'

      /

      /'

      /

      I

      {-1IfR. rotor

      ,ll'

      ;"" O~~~~'--~~--~--~--~--

      20 40 60 80

      Arlgle of rotstim of rutpu! shaft (degrees after TOC)

      Fig. 4.32 Comparison of combustion speed

      100

      ~ 80

      600

      ~

      ..c:: •

      ~ 500'\

      !!: \

      to) \

      ~ \

      i 400 .. ,

      !;I ', ... /MDR rotor

      § c-,

      ],300 ...........

      I

      1 500 rpm

      LDR rotor

      200~ ~~ ~ -+ ~

      2 3 4 5

      Mean effective pres5l1e (kg/cm2)

      Fig. 4.33 Comparison of specific fuel consumption

      ,...

      .. § 9

      <, bD -'"

      ~8

      m

      0.7

      !Ii

      ~6

      m ~1 __ ~2~-*3 __ ~4---5~-+6~

      ::E Engire speed (rpm) ( x lOS)

      Fig. 4.34 Comparison of W.O.T. performance

      when the rotor is in the vicinity of top dead center.

      This is because the passage area becomes smaller and the pressure difference between the trailing and leading sides becomes greater.

      The cross-section of the rotor recess in an adequate depth to the flame surface profile is preferred to that in smaller depth and wider width to provide a greater flame surface area.

      Further, for efficient burning inside the rotor recess, a configuration that provides a smooth squish flow is required.

      The above concept is called the LDR (Leading Deep Recess) rotor which provides a rotor recess that is deeper on the leading side.

      1500rpm P.=3kg/cmz

      ~ 640r------.....:.:A'-'.! F_=....:1",,6_--,

      !!t~6201 I

      ~~600r' ---rno----==-~' £ ~ 580L-_..L __ --,- _ ___.O--1._-l

      !~~

      c:2.0~

      ·E 1.51---------------1

      <,

      ~ 1.0

      o 0.5

      Z O~----L-~----~~--~

      MDR 'otor LDR rotor

      Fig. 4.35 Comparison of emission of exhaust gas

      Fig. 4.36 Comparison of specific fuel consumption rate

      Fig. 4.32 shows a comparison of burning speeds between the LDR rotor and the MDR (Medium Deep Recess) rotor that has a volumetric center on its center.

      Fig. 4.33 through 4.35 show comparisons of specific fuel consumption, performance at W.O.T. and emission of exhaust gas .

      The LDR rotor increases the amount of NO ... emission due to higher burning speed, while the amount of HC emission is not related to the location and configuration of the rotor recess as NO .. because of its dependence on a relatively later stage of combustion after the working chamber volume has been expanded.

      4. 5. 2 VOLUME OF ROTOR RECESS

      The compression ratio depends mainly on the volume of the rotor recess. A smaller volume of the rotor recess increases the compression ratio improving the theoretical thermal efficiency. An excessively small volume will make the surface/volume ratio greater, which could disturb flame development. In general, the volume of the rotor recess is selected within a range of the compression ratio of 8-10.

      Fig. 4.36 through 38 show the effect of the compression ratio on fuel consumption performance, performance at W.O.T. and exhaust emission.

      As shown, the smaller volume of the rotor recess improves fuel consumption and performance at W.O.T., but, at the same time, increases the amount of emission of NO ... and HC.

      - 48

      ~

      "E 9 ~

      eo

      ..:<: ~8

      ~

      ; 7

      ~

      '" 6

      ~ ~---2~~3--~4--~5~-+6~ Engine speed (rpm) (x 103)

      Fig. 4.37 Comparison of W.O.T. performance

      Con-prffiSion ratio 10.0

      2000rpm P. =3kg/cm2 A/F=16

      "'24.0l

      ~3.0 ~ ---;;2.0~ ~ 1.0

      7.0 6.0 ~5.0 ~4.0 ;3.0 :c 2.0

      1.0

      6

      7

      8

      9

      10 11

      Compression ratio

      Fig. 4.38 Compression ratio and exhaust emission

      4. 5. 3 PROBLEMS INVOLVED IN INCREASED BURNING SPEED

      ( 1) KNOCKING

      The rotor recess of high compression ratio or of squish flow intensified type will raise the working gas pressure in the trailing side of the combustion chamber at heavy-load. As the burning speed is increased. "knocking" is liable to occur.

      Therefore, the rotor recess must be selected so that the working gas pressure in the trailing side will not be raised more than necessary.

      Fig. 4.39 shows the research octane number with the varied compression ratios.

      (2) DETERIORATION OF LIGHT-LOAD DRIVEABILITY

      A higher combustion speed improves the thermal efficiency. but reduces the charging efficiency in lightload operation such as idling. The rate of burned gas in the fresh mixture, that is, the rate of inactive gas in the mixture, will increase thus decreasing ignitability,

      Fig. 4.40 shows a comparison of the range of fuel flow for stable idling between the LDR and MDR rotors.

      98
      96
      94
      ti 92
      E
      .~ 90
      0-
      0)
      :;; 88 0'
      ~ 86
      84
      82
      80
      9.0 9.5 10.0 10.5

      Compression ratio

      Fig. 4.39 Compression ratio and research octane number

      580

      Idling 750rpm
      " r--

      _--L
      ,. I ..............
      ..............
      ......
      -- LDRrotor
      - - -- MDR rotor
      I \ , I I
      \ \ ! I
      /
      \, j PO :r:

      E 560 E

      ~ 540 ~ 520

      30

      20

      1.2

      1.4

      1.6 1.8

      Floel consumption (£Ih)

      Fig. 4.40 Comparison of idling stability

      4.6 EFFECT OF GAS SEAL

      The rotary engine .s constructed to maintain gastightness of each working chamber by means of gas seals. Therefore, the gas seals have a great effect on fuel consumption performance, performance at W.O.T. and on exhaust emissions of the engine.

      Many efforts have been made for their improvement. The gastightness of the seals has been tremendously improved in comparison with those in the early stage of development of the engine.

      Such improvement has been brought about mainly by development of sealing material, improvement of seal configuration, use of smaller tolerances in manufacture and development of surface treatment techniques.

      4. 6. 1 IMPROVEMENT OF GAS SEAL ( 1) APEX SEAL

      The apex seal functions as described in 3. 5. For further improvement of sealing performance of the apex seal, it is required to reduce the clearance at the split

      - 49-

      1.5mm Before improverrad

      Fig. (. (] Improved apex seal

      WO.T.ope!<\tion

      ........

      ........

      '" ' .....

      No-load opera::/" <, ............

      O~----~--~~--~--~ .... ~

      1 2 _ 3 4 5

      Engine speed (rpm) (xIO')

      Fig. 4.42 Clearance between apex seal and rotor housing

      t {AmOLllt of crowning

      ~ L 3

      l000rpm W.O.l

      ~ 6.5

      u <, co -'"

      ~

      ,,- - ...

      "... ...

      ; L: 70mm .......

      §

      eo! 6.0

      c.

      !!;!

      ~

      ~ 5.5

      o 10 20 30 40

      Arnot.nt of crowning (J-l)

      Fig. (.43 Effect of crowning

      of the apex seal and that between the apex seal and the housing due to thermal deformation in running condition.

      Fig. 4.41 shows the reduced clearance at the apex seal split.

      Fig. 4.42 shows the measured clearance caused due to thermal deformation during operation.

      This clearance can be reduced by crowning the apex seal.

      Fig. 4.43 shows the effect of crowning on the mean effective pressure at W.O.T. 1,000 rpm.

      It is clear that the optimum selected value for the crowning will improve the gastightness function.

      I

      .....
      .c:
      U)
      n,
      <,
      ""
      S
      a.
      ~
      u
      ]1 300
      -'-'
      ],
      (J) 2001 1500rpm

      234 5

      Meal effective pres!m (kg/ em2)

      Fig. (.« Comparison of fuel consumption rate

      5~-~2!:---:!:3--4-!----:!5'__-6-!-,{,JXlo') Engi"e speed (rpm)

      Fig. (. (5 Comparison of W.O.T. performance

      1500rpm A/F=16

      Gas seal before improvement /)! "y/

      Improved gas seal

      3.0[

      ~

      .S;

      ~ 2.0

      1.0

      1.0

      2.0

      3.0

      f.Ul effective pres&re (kg/eml)

      Fig. 4. (6

      Comparison of exhaust emissions

      ( 2 ) SIDE SEAL

      The side seal raises few problems of gastightness, as described in 3. 5.

      Its clearance with the corner seal cannot be reo duced by the spring pressure or gas pressure, but by adjusting the length of the side seal to that of its groove.

      ( 3 ) CORNER SEAL

      As described in 3.5, the comer seal can be improved for gastightness by cutting its center to make it an expansion seal.

      4. 6. 2 EFFECT OF IMPROVED GAS SEAL

      Improved gastightness will reduce the amount of mixture leaking from the working chamber and increase

      - 50-

      the rate of effective fuel to be burned as well as reducing the loss of working gas by leaking. Also, the charging efficiency in operation at W.O.T. will be increased as the exhaust gas blowing into the working chamber in the intake-stroke is reduced. Such effects will then improve the fuel consumption and the performance at W.O.T.

      The amount of He emission in exhaust gas will be reduced by the reduced unburned gas leaking into the working chamber in the exhaust-stroke and by reduced burned gas leaking into the working chamber in intake-stroke which will improve combustion.

      Fig. 4. 44 through 4. 46 show the effects of improved gastightness performance on fuel consumption, performance at W.O.T. and exhaust emission.

      The amount of NOr emission is decreased. This is because of the reduced amount of mixture to develop the same output along with the development of gastightness.

      4. 7 EFFECT OF IGNITION SYSTEM

      The rotary engine is characterized by the squish flow that forces the flame to propagate faster in the leading direction and slower in the trailing direction.

      Therefore, the combustion speed in the entire working chamber depends greatly on the starting position of the flame propagation, hence the spark plug arrangement becomes important.

      As described in 4.5.3, however, the higher combustion speed will reduce ignitability in light-load operation.

      To obtain higher ignitability is also an important matter.

      4. 7. 1 IGNITION SPARK CHARACTERISTICS

      The mixture is ignited when the mixture in the spark gap, electrically energized sufficiently to resist the heat loss in its vicinity, is heated and ionized exceeding its ignition point.

      Figs. 4.47 and 4.48 show the relation between the duration of secondary current and arc and the range of fuel flow capable of stable idling.

      Ignitability is improved as the secondary current is increased up to approximately 120mA.

      The duration of arc is not related to ignitability,

      1.6

      Idlng at 750rpm

      ~ 1.5
      .s:::;
      ~
      ~ 1.4
      S
      u; 1.3
      1.2 0 50 100 150 200 250 Secordary orreit (mA)

      Fig. 4.47 Secondary current and idling stability

      'or Idlng at 750rpm
      i 1.4 II IIIIIIII I I I I,
      Rirlge 01 stable operation
      ~ 1.3 LI.l_LLI .. l./ I I LI LIL

      1.2 0 0 .. 5 1..0 1..5 2.0 2.5 fuation of arc (m. sec)

      Fig. 4. 48 Duration of arc and idling stability

      as shown in Fig. 4.48. This is because, in low speed operation such as idling, the mixture in the vicinity of the spark plug is not exchanged in the duration of arc given in Fig. 4. 48 due to low flow speed of gas in the plug hole.

      4. 7. 2 SPARK PLUG

      As shown in Fig. 4.49, the greater spark gap of a spark plug can improve the ignitability because of the longer distance of spark to contact with the mixture and the smaller cooling effect of the electrodes on the flame core.

      The configuration of electrodes greatly affect the ignitability due to their cooling effect on the flame core formed in the early stage of ignition and to the remain .. ing burned gas in their vicinity to be scavenged.

      Fig. 4. 50 shows the effect of the configuration of the spark plug on the ignition limit at light-load operation.

      21.5 ~

      1.3

      1.6

      Idling at 750 rpm

      Range of stable operation

      1.2 ~';;-----::-'-:--_:-':-_.......L.._~

      0.8 1.0 1.2 1.4 1.6

      Electrode gap (rnrn )

      Fig. 4.49 Electrode gap and idling stability

      1.5
      NE
      u 1.0
      <,
      00
      c
      m
      c.
      -~ 0.5
      i
      ~
      0 3000rpm

      A/F=16

      I
      I
      Ralge' of stable operation
      ////////
      I I
      I
      ////////
      -51-

      Fil'. -t.50 Comparison of light-load ignitabilitv

      Fig. 4.51 Spark plug

      Semi-surface discharge type

      100

      Idl,ng at 750rpm

      80

      I

      \ I

      \ i

      ~ I

      \ I

      \ I

      " ,,~

      ~ '\

      AIr gap disdurge type spark plug

      Sernf-strlace dsderge type spark plug

      /

      60

      c;

      i

      .~ 40-

      20

      o 1.1

      1.2 1.3 1.4 1.5 1.6 Fuel flow Wh)

      1.7

      Fig. 4.52 Comparison of Idling stability

      The smaller diameter of the center and ground electrodes will improve ignitability due to reduction in their cooling effect.

      Fig. 4.51 shows a space discharge spark plug and a semi-surface spark plug partially incorporating surface discharge.

      Fig. 4.52 shows a comparison of ignitability between the space discharge and semi-surface discharge spark plugs during idling in a condition of high rate of burned gas in fresh mixture.

      The improved ignitability of the semi-surface discharge spark plug may be considered due to its greater spark gap and to stable sparking because of its smaller equivalent reactance of surface discharge than that of space discharge.

      4. 7. 3 DISTANCE FROM INNER SURFACE OF ROTOR HOUSING TO ELECTRODE

      The r park plug electrode brought closer to the inner surface of the rotor housing improves the ignitability due to easier scavenging in the vicinity of the electrode and to reduced blow-back of burned gas from the working chamber in expansion-stroke to that in

      O.8YOl--+--!2~-+3 --:4:---75 -~6

      Distance between inner surface of rotor housing and spark plug electrode (rnrn)

      Fig. 4.53 Distance between inner surface of rotor housing and electrode and ignitability

      compression-stroke when the apex seal passes over the plug hole.

      Fig. 4.53 shows the relation between the distance from the inner surface of the rotor housing to the electrode and the ignitab.lity in idling operation.

      4. 7. 4 LOCATION AND NUMBER OF SPARK PLUGS

      A spark plug installed on the leading side with reference to the minor axis is called the leading spark plug and the other on the trailing side, the trailing spark plug.

      Fig. 4. 54 shows a comparison of the partial loading performance between the 2-spark plug system provided with the leading and trailing spark plugs and the single spark plug system provided with the leading spark plug only.

      In the case of the single spark plug system, less emission of No. and He is observed. On the other hand, deterioration of fuel consumption performance is noted.

      The reason for this is that the use of the leading spark plug only causes much delayed combustion of mixture on the trailing side and reduces the general combustion speed.

      In the rotary engine, the 2-spark plug system is generally used.

      - 52

      8
      ~
      7
      Cf) 6
      Q_
      . .___
      000
      z~ 4 15CCrpm P.=3<g/cm' AIF=16.0

      20

      Fig. 4.54 Comparison of partial load performance

      2 000 rpm Pe=3kg/cm2

      .~

      ~~

      .E 3.0t _________ ~_§ 2.0

      ~ 1.0

      20

      60 80 100

      40

      Distaee from minor axis to trailing spark plug

      Fig. 4.55 Location of trailing spark plug and partial load performance

      The effect Of the locations of plugs in the 2-spark plug system on the engine performance was investigated and is shown in Figs. 4. 55 and 4. 56.

      Fig. 4. 55 shows the relation between the location of the trailing spark plug and the partial loading performance.

      The spark plug installed away from the minor axis in the trailing direction will improve the fuel consumption and reduce HC emission.

      The main cause for this is that combustion starts

      -

      ~ 2000rpm

      2l. P. = 3 kg/eni!

      ~ 560 A/F=16 ----- tV

      ;~ 540[ i (' 30

      ~ 520 .. -I L

      i~310[

      -=' ~ 300 __ --___.-----

      ~~290

      1- ,

      E ao[

      ~ 7.0 _________

      j? 6.0

      ~ 4.0[

      ~ 3.0 ..________.

      o 2.0 z

      lL3------~1~8------~23 Distarce from minor axis to leading spark plug L (nm)

      Fig. 4. 56 Location of leaning spark plug and partial load performance

      in the trailing side from the point closer to its end to contribute to combustion in the trailing space where extinction of flame is liable to take place.

      In operation at W.O.T., the trailing spark plug installed further away from the minor axis will increase blow-back from the working chamber in expansionstroke into that in intake-stroke when the apex seal passes over the plug hole. The charging efficiency will be lowered to reduce the performance at W.O.T.

      Thus, the trailing spark plug is installed in a location where an improved fuel consumption can be obtained with a minimum reduction in performance at W.O.T.

      Fig. 4. 56 shows the relation between the location of the leading spark plug and the partial loading performance.

      The spark plug installed away from the minor axis in the leading direction will reduce emission of HC and NOr, but deteriorate the fuel consumption. This is because the initiation of combustion in the less squishing area causes a slow combustion speed.

      4. 8 EXHAUST EMISSION CONTROL SYSTEM

      The social requirement to protect the environment made no exception to motor vehicles, and, since the exhaust emission standards were enforced in 1968 in the United States; the standards have been made severer each year. The same trend as such can be observed in various parts of the world including Japan, European countries, Australia, etc.

      - 53-

      The fundamental concept of the exhaust emission control system for automobile engines meeting the exhaust emission standards lies in how to determine the principal specifications for a desired engine without sacrificing its performance, fuel economy, durability etc.

      First, the characteristics of the engine must be clarified. The effect of the properties of exhaust emission, etc. and the characteristics of various parameters of the rotary engine have been described in the foregoing lines. For controlling the exhaust emission, there are two methods being used at present, the thermal reactor system and the catalyst system.

      4. 8. 1 THERMAL REACTOR SYSTEM

      The thermal reactor system has been most generally used for exhaust emission control of the rotary engine. Being effective against leaded fuel, this system is used on engines exported to Europe, Australia, etc., where leaded fuel is used.

      Pig, 4.57 shows the thermal reactor system used in the rotary engine installed on the ECE RX-7.

      The characteristics of the combination of the thermal reactor system with the rotary engine are as follows:

      CD Based on the exhaust emission properties of less NO:c and high HC, supply of the secondary air to the thermal reactor will put the reactor into a stable purification reaction of exhaust emission by the burning heat of HC.

      ® Continuous emission of exhaust gas from each exhaust port and relatively high temperature of the exhaust gas are advantageous to the oxidation reaction in the thermal reactor.

      ® The thermal reactor can be installed in direct contact with the engine of such favorable construction leading to less heat loss and better purifying efficiency. ® The fewer number of exhaust ports enables

      Fig. 4.57 Thermal reactor system

      I

      Exhaust gas + Secondary air

      D- D

      air

      Reaction chamber

      Fig. 4_58 Thermal reactor

      the thermal reactor to be designed compactly.

      ® The exhaust port of simple construction can be easily provided with a port insert effective for reducing heat loss of exhaust gas flowing into the thermal reactor.

      ® The thermal reactor is installed on the bottom of the engine which is advantageous .n preventing heat deterioration inside the engine compartment.

      Thus, the thermal reactor system can be considered to be a really compatible emission control system with the rotary engine.

      ( 1) THERMAL REACTOR

      As well known, conditions for sufficient oxidation reaction of exhaust gas in the thermal reactor are:

      CD to keep the exhaust gas in the reactor as long as possible, ® to keep the exhaust gas temperature as high as possible, and ® to mix the exhaust gas with the secondary air as much as possible.

      Fig. 4.58 shows an example an the above conditions.

      This thermal reactor is an exhaust gas reverse flow type consisting of three components, a reaction chamber, a cooling air passage and an insulator layer covering the outside.

      An inlet pipe with a baffle plate is inserted at its

      inlet.

      For durability, the following are to be noted: CD Corrosion by oxidation and creep from high temperature exhaust gas, ® Cracks and damage due to thermal fatigue and ® Deformation of inner wall due to thermal and mechanical restraints and exhaust gas pressure.

      To prevent the above, the thermal reactor is made of well selected material of high thermal strength and supported for free sliding allowing release of thermal stress.

      Further, to prevent the thermal reactor wall from becoming extremely hot during high speed and heavy load conditions, provisions have been made to control its temperature, for example, by positively cooling the inner wall with an excessive amount of secondary air, as cooling air, flowing inside the thermal reactor.

      - 54-

      Air cleaJW'

      ~ Secondary air _ Exhaust gas

      =

      -

      Heat Exchanger Fig. 4.59 Secondary air pre-heat

      haust gas, The heated air is jetted into the exhaust port insert from the air nozzle in the rotor housing through the secondary air passage covering the exhaust pipe (Fig 4. 57). Such pre-heated secondary air greatly improves the reactivity of the thermal reactor.

      Fig. 4.60 shows the thermal reaction limit from

      (2) HEAT EXCHANGER

      Reactivity in the thermal reactor system is mostly governed by temperature. To keep a high exhaust gas temperature, a port insert is provided at the inlet of the thermal reactor and at the exhaust port of the rotor housing. Further, for better reactivity, the secondary air preheat system is effective.

      This system consists of a heat exchanger and a secondary air passage covering the exhaust pipe, as shown in Fig. 4.59.

      The secondary air from the air control valve enters into the heat exchanger to be heated by the ex-

      16

      1 500 rpm BMEP: 3kg/cmz

      15

      Thermal Reaction limit

      ; <CO, HC=O.lg/min.

      13

      12~ _. _. ~

      350

      200

      250

      300

      Secondary air temperature CC)

      Fig. 4.60 Effect of secondary air temperature on engine A/ F rat'o for thermal reaction

      secondary air temperature.

      4.8.2 CATALYST SYSTEM

      The catalyst system has made possible the fuel economy improvement of the rotary engine to a great extent in place of the thermal reactor system. It is used in engines where unleaded fuel is available such as Japan, U.S.A., etc.

      The thermal reactor system was first adopted as an exhaust emission control system for the rotary engine for reasons described in 4. 8. 1. and has contributed to fuel economy by improvement of the engine and the system itself.

      The continuous improvement of the engine extended the lean limit of air-fuel mixture for engine operation, but was soon encountered with a limit for leaner

      Il!l!!!!I Lean limit from engine ~ operation

      rn:m Lean limit from exhaust ~ emission control

      Catalyst system

      Fic .... 61 Approach to leaner air-fuel mixture

      -55-

      Split-air/port air switching system

      l-container 2-bed type pellet catalyst

      Gas seal improvement

      4-electrode wide gap spark plug

      H.E.!.

      <C:::m Air-fuel mixture .. Exhaust gas ? Secondary air

      Fig. 4.62 Catalyst system

      I Gas seal improvement Apex seal & corner seal

      I Ignitability improvement High energy ignition ~
      4-electrode wide gap spark plug


      I New deceleration control Shutter valve ~f-+ Reduction
      system development of He upstream
      of catalyst


      I Application of pre-reaction Reactive exhaust manifold 1
      Rot~ry
      ~ engine
      +
      catalyst
      ~rI ~
      Monolith catalyst
      I Development of catalyst

      y l-container 2-bed type ~f-+ Development
      of
      pellet catalyst catalyst system


      I Development of secondary Split-air/port air l
      air control system switching system Fig. 4.63 Process of catalyst adoption

      mixture by means of the lean limit from exhaust emission control. Then, the catalyst system was required for further improvement of fuel economy. Fig. 4.61 shows an approach to leaner air-fuel mixture for rotary engines.

      Since the catalyst reacts even at low temperatures, it is possible to make the mixture leaner. If it is used for the rotary engine, a great amount of HC must be purified, which will cause problems such as thermal deterioration, etc. of the catalyst, requiring the following; CD Development of HC reduction technique before reach-

      I

      ing the catalyst to relieve its load. And ® Development of a catalyst system and a secondary air control system so that a high rate of purification can be kept.

      The previous techniques have been improved and new techniques developed, as well as new catalysts far better than previous ones.

      Fig. 4.62 shows the catalyst system used in the 1982 model RX-7 for the U.S. market.

      Fig. 4.63 shows the process of catalyst system adoption in the rotary engine.

      56 -

      from air cleaner

      I

      valve I

      to front rotor to rear rotor I

      I I

      L ' ~~u!:!!!.Ii~--l

      Fig. 4.64 Shutter valve system

      Ignition rate

      100

      Engine speed : 3 OOOrpm Throttle valve: 2.5 deg. opening angle

      801- ~

      ~ 60 2

      r!

      C>

      .§ 40 ii:

      20

      -

      without with

      shutter valve shutter vaJvu

      1000

      800 -

      ., 600 :;

      -:u

      Ci>

      0- E

      '"

      ;; 400-

      '" .c

      U;

      >.

      iU

      3 200 I-

      '" 0,

      c:

      '" 01

      c: 'c

      " c.

      o

      " >

      ~ /

      " ~

      ~ "

      eO,

      0= c:

      1--<1:

      Engine speed (rpm)

      Catalyst bed temperaturo

      without with

      shutter valve shutter valve

      o~--~~----~~---

      Fig. '-65 Effects of shutter valve during deceleration

      III~

      ( 1) SHUTTER VALVE

      In the region of low charging efficiency of the engine during deceleration, the high rate c: ,,;oon gas will lower ignitability and cause misfiring. The engine torque will fluctuate and impair drireabday. If unburned He emissions are purified by the catalvst, temperatures will be rise causing heat deteriorz: -.. Fig. t.6-l shows the shutter valve system that improves ignitability by increasing the charging efliciency dming deceleration.

      The shutter valve is installed hrDi':iJth the rear side

      throttle valve of the inlet manifolds independent of the two working chambers. The valve is fully closed duo ring deceleration. The mixture flows into the front side through a bypass hole above the valve. Thus, the charging efficiency and ignitability in the front side working chamber will be improved, and the catalyst ternperature lowered. Simultaneously, air supplied to the rear side through the coasting valve directly connected to the shutter valve will keep the proper manifold boost to prevent the mixture from leaking.

      Fig. 4.65 shows the effect of the shutter valve on ignitability and catalyst temperature.

      -57-

      ..

      Three-way catalyst

      ~

      Three-way

      Oxidation

      ~

      '>, c c

      "

      '0

      ;;:

      0;

      c o

      .~

      " c-

      c o o

      14.8 -Lean

      Air-fuel ratio

      (2) CATALYTIC CONVERTER

      Fig. 4.66 Pellet type catalytic converter (l-container 2-bed type)

      The catalytic converter consists of a pre-converter and a main converter. The pre-converter plays a part of purification of exhaust gas. A monolith-type catalyst of small capacity is used to facilitate reaction in the main converter.

      The main catalyst is incorporated with two beds, as shown in Fig. 4. 66, to efficiently purify He, eo and NO .. in the exhaust gas. An air nozzle of a multi-hole type is provided between the two beds to supply secondary air. The main converter is a compact pellet converter of I-container 2-bed type capable of obtaining a high purification rate, as a whole.

      Air

      Port-air

      • Below 1 100rpm

      • During deceleration

      • Below 15'C of coolant temperature

      Fig. 4.67 Secondary air control system (point in/split air)

      I

      ( 3 ) SECONDARY AIR CONTROL SYSTEM

      For efficient purification of exhaust gas, the air control valve is used to change over the secondary air between the port air injected into the exhaust port and the split air injected in between the two beds of the catalytic converter (Fig. 4.67), according to the operating condition.

      During low speed or deceleration operation and engine warming-up when the rate of He and eo is relatively high, port air is supplied to mainly purify He and eo with the entire catalyst as an oxidation catalyst.

      During normal driving when the rate of NOr is relatively high, the split air is supplied to reduce NO .. and purify a part of He and eo with the monolith catalyst and the front pellet catalyst as a 3-way catalyst. The rear pellet catalyst mainly purifies He and eo as an oxidation catalyst.

      4.9 SIX PORT INDUCTION SYSTEM eRE 6PI)

      In order to improve fuel economy, the selection of port timing for preventing misfiring and improving torque at low speed, review of the shape of passage for the mixture for improving vaporization and atomization of the mixture, and efforts to make the area of the intake port smaller have been performed, hitherto. However, there is a limitation in pursuing fuel economy due to the drawback of lowering the high speed performance; therefore, the only alternative was to seek a point where fuel economy and output

      - 58-

      (2)Secondary main port

      <DPrimary port

      (]Secondary auxiliary port

      Rotor Rotor

      Side housing

      Intake mainfold

      Exhaust pressure

      Secondary auxiliary port

      Aux. port open Carbo secondary valve open

      Fig. 4.68 Structure and operation of RE6PI

      Engine speed -

      performance are well balanced.

      Fig. 4.68 shows an intake system called the RE 6PI which enables fuel economy and high speed performance to be compatible by providing variable port timing, corresponding to valve timing for reciprocating engines.

      4. 9. 1 STRUCTURE AND OPERATION

      As for the intake ports, there are three ports for one rotor: the primary port, the secondary port. and the secondary auxiliary port. So, for a 2-rotor rotary engine, the intake system consists of 6 ports. The conditions of supply of mixture from each port changes in three steps as follows:

      CD Primary port.

      ® Primary port -l-Secondary main port. ® Primary port + Secondary main POlt+

      Secondary auxiliary port.

      A cylindrical valve (auxiliary port valve) with a notch is inserted into the auxiliary port, and the valve is rotated by an actuater. The exhaust pressure works On the actuater, and, at the time of high speed, heavy load operation when the exhaust pressure becomes higher, the notch on the valve gradually opens the secondary auxiliary port,

      4. 9. 2 AIM A.~ EFFECT

      The aim of this system is to provide the most effective port shape and port timing for the primary port

      I

      1.4

      No misfiring range

      c: a

      :g_ E iil

      c: a u

      ~

      1.2

      Engine speed: 700rpm

      o

      20

      40

      10

      .30

      Overlapping ( 0 )

      Fig. 4.69 Overlapping and idling performance

      in terms of fuel economy, and secure output perform. ance during high speed, heavy load operation by providing a secondary auxiliary port.

      The primary port is of a radical shape attaching importance to low speed operation. In other words. ig nitability is improved by reducing the amount of residual gas carried into the intake stroke by retarding the intake port opening time and eliminating overlapping. Fig. 4.69 shows an example of relations between overlapping and ignitability in the state of idling.

      The above figure indicates that ignitability ,ror both lean and rich sides is improved as the overlapping

      - 59-

      Idling
      c: 720 11
      .9
      0. rpm
      E
      "
      if>
      C 600
      0
      u
      ~ rpm
      LL 2000rpm

      flMEP"~2k'r

      TOO

      Present Side port 6PI Conventional 6PI side port

      Fig. 4.70 Fuel saving results of RE6PI

      <V C

      '00

      C W

      12A engine 573x2cc

      Engine speed

      Fig. 4.71 W.O.T. performance of RE6PI

      is reduced.

      Also, torque at low speed is improved by preventing the mixture from blowing back into the intake stroke from the compression stroke. during low speed revolution, by quickening the closing time of the intake port.

      At the same time, improvement of ignitability is occurs by promoting atomization of mixture through the reduction of intake manifold diameter and the port area.

      When driving at a constant speed it is possible

      I

      to run using only the primary port, and a lean mixture because misfiring has been eliminated.

      Fig. 4.70 shows the effects of improvements made by RE6PI in terms of fuel consumption.

      As can be seen from Fig. 4.70, significant improvements have been attained by increasing the torque in the lower speed range and improving the ig nitability. which cause a stable operation of the engine at low speed, especially when the idling speed is further lowered.

      On the other hand, during high speed operation when the ports on the secondary side are also used, the auxiliary ports are opened to increase the amount of mixture intake, thereby improving the charging efficiency and maintaining high speed performance. Fig. 4.71 shows the effect of performance at W.O.T. The torque at low speed is improved while maintaining the torques at medium and high speeds.

      Furthermore, increase in output can be expected through the selection of auxiliary ports and by adequate control of the auxiliary port valves. It is also possible to improve fuel economy by changing the F.G.R., reducing the engine volume, etc.

      Referenees:

      1) W.D. Bensinger: Rotationskolben- Verbrennungsmotoren, Springel-Verlag (1973)

      2) H.A. Burley, M.R. Meloeny and T.L. Stark: Sources of Hydrocarbon Emissions in Rotary Engines. SAE Paper No. 780419 (1978)

      3) K.C. Tsao and D. Losinger: Mass Burning Rate in a Rotary Combustion Engine. SAE Paper No. 741089 (1974)

      4) K. Yamamoto and T. Muroki: Development on Exhaust Emissions and Fuel Economy of the Rotary Engine at Toyo Kogyo, SAE Paper No. 780417 (1978)

      5) K. Yamamoto: Rotary Engine, Nikkan Kogyo Shimbunsha (1975)

      6) Ozeki and Yamaguchi: Present and Future Development of Rotary Engines, No.2, Vol. 35, Iidosha Gijutsu (1980

      7) K. Shimarnura and T. Tadokoro: Fuel Economy Improvement of Rotary Engine by Using Catalyst System. SAE Paper No. 810277 (1981)

      -60-

      CHAPTER 5

      FUTURE DEVELOPMENT

      Various types of prime movers for motor vehicles, such as gasoline and diesel engines, gas turbines, electric motors, etc. have been so far developed and applied for practical use solely or as competing with one another in each specific field according to their output characteristics, weight and cost.

      These prime movers are now encountering the social requirements of the modern age which must be met, including purification of exhaust emission, improvement of fuel economy, use of low quality fuel, etc. To meet such severe requirements, research and development of new techniques for each of the prime movers are being actively performed.

      The rotary engine is no exception. Development of new techniques is "on the go" to meet social requirements. The results are reflected on the rotary engine for more applicability and potentiality. The rotary engine is, thermodynamically, a displacement type internal combustion engine the same as the 4-cycle reciprocating engine. There are many new techniques of the rotary engine under study based on common concepts with the reciprocating engine. However, from inherent difference in construction and operating mechanisms, approaches unique to the rotary engine are in the process of materialization.

      This chapter presents several new techniques of significance under study on the rotary engine and views the future diversification of the rotary engine.

      5. 1 FUEL INJECTION TYPE ROTARY ENGINE

      The advantage of the fuel injection system over the carburetor system is the possibility of controlling the amount and timing of fuel supply more freely and accurately. The development of the fuel injection system for the rotary engine is under way for the purposes of improvement of performance and fuel economy,purification of exhaust emission, etc.

      The fuel injection system can be generally classified by the control method into the mechanical control type and the electronic control type ; by the injection method used intO the continuous injection type and the intermittent injection type ; and by the injecting position into the intake manifold injection type and the working chamber injection type, These types combined as desired will bring abom characteristic systems, respectively.

      Of these, three typical systems will be presented.

      Fig. 5. I shows a system using the electronic control and the intake manifold injection. The same fuel metering system as for the reciprocating engine is used. In the reciprocating engine, the fuel is injected toward the heated intake valve for better vaporization. On the other hand, the rotary engine has no such heated part in its intake system. To provide such a heated part in it is also difficult. In this respect, to facilitate atomization and vaporization of fuel, special considerations must be given to the configuration of intake manifold, location of the injection nozzle, spraying characteristics of the nozzle, etc.

      Figs. 5. 2 and 5. 3 show the construction of a working chamber injection system for the rotary engine.

      Fig. 5.2 shows a low-pressure continuous injection type rotary engine developed by Audi-NSU (West Germany). It is designed so that injection takes place in the intake stroke to prevent compression pressure being applied on the injection nozzle.

      Fig. 5. 3 is also a development by Audi-NSU. It is of high pressure intermittent injection type timed for injection in the compression stroke.

      As described above, the rotary engine gives much wider freedom than the reciprocating engine for selecting

      Fig. 5. 1 Electronic control fuel injection system

      Lubricatng oil passage Intake port \

      Fool injection nozzle

      Fig. 5. 2 Continuous injection type rotary engine (Audi-NSU, West Germany)

      - 61

      Fig. 5. 3 Intermittent injection type rotary engine (Audi-NSU, West Garmany)

      the location of the injection nozzle, injecting direction, injection timing, etc. Especially. many studies on the working chamber injection type are also being performed as a means of forming a stratified mixture, as described in 5. 2.

      5. 2 STRATIFIED CHARGE TYPE ROTARY ENGINE

      The stratified charge rotary engine is being actively studied as an effective engine to satisfy requirements, contrary to one another, such as to control ignition and combustion, to reduce fuel consumption, to purify exhaust gas, to improve operability, etc., by properly distributing the mixture of different air-fuel ratios over the working chamber.

      In general, the mixture is stratified by distributing easily ignitable rich mixture around the spark plug and lean mixture surrounding the former so that a properly lean mixture fills in the entire working chamber. When the mixture of a smaller air-fuel ratio is stratified, the amount of intake air will be increased to reduce the manifold boost in the intake pipe. Then, the following two effects will function geometrically for improving fuel economy and driveability.

      One is the improvement of ignitability by reducing the ratio of burned gas diluting the mixture. The other is the reduction of intake resistance loss (pumping loss) .

      Thus, the stratified charge engine reduces the emission of unburned HC and CO by more complete combustion of the supplied fuel as well as improving the fuel economy and driveability. In addition, generation of NOz can be controlled by burning the mixture under the condition of its two strata, rich and lean. In the cornbustion -stroke of the rotary engine, the flame propagates in the working chamber faster in the leading direction than in the trailing direction, as described in 4. 3. Making use of this characteristic, a unique stratified charge system to the rotary engine is also being studied, in which a rich mixture is distributed on the leading side of the working chamber and a lean mixture on the trailing side and surrounding wall.

      To stratify the mixture, there are two fundamental concepts generally applied: One is to form the strata in the stream in the working chamber, and the other is to provide a pre-combustion chamber for the rich mix-

      ture with the main combustion chamber used for the lean mixture.

      The intake and exhaust ports of the rotary engine are automatically opened and closed by the rotor revolution. Its fundamental differences from the reciprocating engine are that the port timing is determined by the location and configuration of the ports, that the work. ing chamber moves in rotation in a certain direction, etc. Therefore, special considerations have been given to the stratification of mixture.

      Several examples of the stratified charge rotary engine presently under study are given below.

      (a) TWO-STRATUM CHARGE SYSTEM

      Fig. 5. 4 shows the construction of SCRE (Stratified Charge Rotary Engine) developed by Toyota.

      The rich mixture is supplied from the peripheral port and only air from the side port in slightly retarded timing. Thus, the mixture is stratified as an easily ignitable rich mixture is distributed over the central area and leading side of the working chamber and the lean mixture over both sides and the trailing side.

      Such a system as changing the mixture of different air-fuel ratios through the two intake systems is generally called the two-stratum charge system. Several other systems are being studied on the location and configuration of the intake port, and method for supplying rich and lean mixtures.

      Carburetor

      Side intake port

      Fig. 5.4 SCRE (Toyota)

      ( b ) ROSCO SYSTEM

      Fig. 5.5 shows the construction of ROSCO(ROtat· -ing Stratified COmbustion) system developed by Toyo Kogyo.

      At light-load, air is supplied from the peripheral port only, and fuel is injected into this swirl as timed. The fuel injected from the nozzle hits the swirl and is

      Fig. 5.5 ROSCO system (Toyo Kogyo)

      - 62-

      atomized. At the same time, it is carried to the leading side of the working chamber to form the strata of rich mixture in the leading side and lean mixture in the trailing side. A reed valve is provided in the peripheral port to prevent the burned gas from leaking into the intake manifold. At heavy-load, the insufficient amount of air intake from the peripheral port only is covered by a great amount of air supplied from the side port to obtain a high performance.

      ( c) CURTISS-WRIGHT's SYSTEM

      Fig. 5.6 shows the construction of a stratified charge system developed by Curtiss-Wright.

      Fuel is injected toward the rotor recess through a multiple jet nozzle, as appropriately timed, during the compression-stroke, to form the rich mixture in the rotor recess. The configuration of the rotor recess, direction of fuel injection, number of jets, etc. are properly determined for stabilized combustion, improvement of thermal efficiency, prevention of emission of unburned HC, etc.

      Fuel injection nozzle Spa-k plug Fuel injection nozzle Rotor housing

      Fig. 5.6 Stratified charge rotary engine (Curtiss- Wright, USA)

      (d) SCP SYSTEM

      Fig. 5.7 shows the construction of SCP (Stationary Combustion Process) of pre-combustion chamber type developed by Toyo Kogyo.

      At light-load, fuel is supplied into the spherical pre-combustion chamber only where it will be ignited and burned. The burned gas in the pre-combustion chamber blows and expands into the working chamber to accomplish the work. Any unburned element in the blown gas will be completely burned with the fresh air in the working chamber.

      During heavy load operation, sufficient power cannot be obtained only by supplying fuel to the pre-combustion chamber, so a high output is obtained by supplying air-fuel mixture also to the working chamber.

      Fil". 5.7 SCP system (Toyo Kogyo) ( e ) PDI SYSTEM

      Fig. 5.8 shows the construction of PDI (Partial

      Direct Injection) system developed by Audi NSU.

      The main fuel for combustion is supplied through a conventional carburetor, in which the air-fuel ratio is adjusted for lean mixture. A small amount of additional fuel is injected toward the vicinity of the spark plug to form easily ignitable rich mixture. It is ignited to burn the lean mixture in the working chamber which is difficult to ignite.

      Other than the above, a torch ignition system is being studied, in which a small pre-combustion chamber is provided to ignite the lean mixture in the working chamber.

      Fig. 5.8 PDI system (Audi-NSU, West Germany)

      5.3 SUPERCHARGE TYPE ROTARY ENGINE

      Pressurized air or mixture may be supercharged into the engine to obtain higher charging efficiency and performance. This supercharge system is widely used in the reciprocating engine for racers and large diesel trucks. Recently, attention is being paid to the combination of a small displacement engine for ordinary automobiles with the supercharge system as an effective means for improving fuel economy. It has been put into practical application in a certain field. This supercharge system will allow a small engine to develop performance comparable to that of a large displacement engine when a high performance is required to save fuel during partial load operation.

      Two methods are generally used to pressurize the intake air. One is to drive a centrifugal compressor by turning a turbine by exhaust energy (exhaust-turbo system). The other is to drive a displacement type compressor by the output shaft torque (air-pump system). Fuel is supplied by either carburetor or injection system either before or after its pressurization.

      Two typical supercharge rotary engines are introduce as follows:

      Fig. 5. 9 shows the construction of a typical exhaust-turbo system. This system gives little supercharge effect at low-speed due to a small amount of exhaust gas, but develops a greater supercharge effect by the increasing exhaust gas as the speed increases. In the exhaust gas passage, a bypass passage with a valve (waist

      -63 -

      HeJ injection nouJe

      Spark PJug

      Fig. 5.9 Exhaust gas-turbo supercharge rotary engine

      Fig. 5.10 TISC system (Toyo Kogyo)

      gate) controlled by the supercharge pressure and exhaust gas pressure is provided to bypass a part of exhaust gas through the exhaust gas turbine. This waist gate prevents the supercharge and exhaust gas pressures from being excessively increased.

      Fig. 5.10 shows the construction of TISC (Timed Induction with Supercharge) system developed by Toyo Kogyo. This system is designed for a greater output especially at medium- and low-speeds. A part of intake air is pressurized and forced into the working chamber, timed by the rotary valve. An air pump belt-driven by the output shaft is used to pressurize the intake air, which will allow the engine to develop a sufficient supercharge effect even over medium- and low-speeds. In this system, a small air pump is available for pressurizing only a part of the intake air with little loss in driving it. Fuel is controlled to the amount of supercharged air for an optimum air-fuel mixture in the working chamber.

      5.4 MULTI-ROTOR TYPE ROTARY ENGINE

      The rotary engine of single-rotor unit is basically sufficient for normal operation. In the early stage of development, the single-rotor engine was aimed at.

      Later, a 2-rotor engine with two single-rotor units arranged in line was developed to satisfy the output characteristics and drive ability required for automobile engines. It has proven performance characteristics comparable to that of a 6-cylinder reciprocating engine.

      The advantages of the multi-rotor rotary engine

      are:

      Fig. 5.11 4-rotor rotary engine (Toyo Kogyo)

      Fig. 5.12 Split type output shaft

      CD Improvement of performance by increasing

      the total displacement.

      ® Reduction in torque fluctuation.

      ® Easier balance with inertia force and couple. ® Capability of increasing the allowable engine

      revolutions by reducing the bearing loads and the sliding speed of gas seals in case the total displacement is kept the same.

      The rotary engine can be rather easily made into a multi-rotor engine by arranging the single-rotor units in line. For in-line multi-rotor engines with more than three rotors, another stationary gear is required also for the central engine unit and another main bearing also on the middle part of the eccentric shaft. The following method is adopted for assembling convenience:

      CD The main bearing and stationary gear to be of split-type construction.

      ® The output shaft to be of separate-type (Fig. 5.12).

      Also, a multi-rotor engine with more than two 2-rotor units arranged in parallel and connected by gearing is being studied. Such a type of construction will make it possible to easily shift the full-unit operation to the single-unit operation at light-load for effective fuel economy.

      5.5 DIESEL ROTARY ENGINE

      The diesel engine is characterized by use of low

      -64 -

      Through-ho1e on expansion side

      Intake Fig. 5.13 Two-stage diesel rotary engine

      (Rolls Royce. Great Britain)

      Fig. 5.14 Diesel rotary engine (Rolls Royce.

      Great Britain)

      quality fuel and low rate of fuel consumption. Application of the rotary engine system to the diesel engine is also being studied.

      In such an application, the first problem lies in how to obtain as high a compression ratio as required for the diesel cycle.

      The compression ratio of the rotary engine is determined by the trochoid constant (generating radius R/eccentricity e) and the volume of the rotor recess. A higher compression ratio can be obtained by combining a trochoid of greater trochoid constant with a rotor recess of smaller volume.

      However, a single stage compression to obtain a sufficiently high compression ratio will make the working chamber shallower and narrower at the top dead center. Proper distribution and combustion of fuel will be difficult.

      Then, a two-stage rotary engine is being studied to obtain a high compression ratio as keeping the optimum configuration of the rotor recess and trochoid.

      Fig. 5. 13 shows a two-stage diesel rotary engine developed by Rolls Royce (Great Britain).

      -

      Two vertically arranged rotors connected by gearing rotate in the same direction. The upper smaller unit is used for ignition and initial combustion and the lower unit for main combustion and initial air intake. The total compression ratio is expressed by

      Displacement of lower unit Compression ratio Displacement of upper unit X of upper unit

      Such a two-stage rotary engine will become more complicated in construction and greater in weight and volume than the single-stage rotary engine. Nevertheless, when compared with the reciprocating diesel engine, it holds priority with respect to weight, compactness, vibration, noise. etc.

      5. 6 APPLICATIONS OTHER THAN TO AUTOMOBILES

      The rotary engine has been popularized mainly for automobile engines. Its features of light weight, compactness, less vibration and noise, etc. attract attention not only for automobile engines but also as prime movers in various fields. Therefore, various types of rotary engines have been developed for application to fields other than automobiles.

      Some applications of the rotary engine will be introduced and future applicability viewed as follows: ( a ) Motorcycle

      Rotary engine motorcycles of high performance

      Fig. 5.15 Motorcycle (Comotor, Luxemburg, 900cc x 2-rotor)

      Fig. 5.16 Snowmobile (Outboard Marine, USA, 530cc X I-rotor)

      - 65-

      Fig. 5.17 Outboard engine (Yanrnar Diesel. 300cc X 2-rotor)

      Fig. 5. 18 General-purpose engine (Fichtel & Sachs. 300cc x l+rotor)

      Fig. 5.19 Industrial engine (Ingersoll-Rand. USA, 41£ x2-rotor)

      Fig. 5.20 Chain saw (Yanmar Diesel, 60ccxl-rotor)

      shows the comfort feeling unique to the rotary engine resulting from less vibration, high power, etc.

      ( b ) Snowmobile

      Snowmobiles equipped with a rotary engine develop high performance and provides comfort in operation.

      ( c) Outboard Engine

      Outboard rotary engines are more compact consume less fuel, and provide higher performance and comfort than the ordinary 2-cyc1e reciprocating engines. ( d ) High -speed Boat

      Rotary engine high-speed boats have already won

      I

      J

      Fig. 5.21 Model engine (Ogawa Seiki, sec x I-rotor)

      championships in many races. ( e ) Light Plane

      Light planes equipped with rotary engines of light weight and high output are reputed to have less vibration and noise.

      ( f ) Helicopter

      Helicopters installed with a rotary engine by Curtiss-Wright are used as training helicopters in the U.S. Air Force.

      (g) General-purpose Engine

      Small, light weight and portable rotary engines are widely used for generators, fire pumps, agricultural

      - 66

      -

      _>

      ----

      machines, etc.

      ( h ) Industrial Engines

      Very large rotary engines are also developed for driving compressors and pumps.

      ( i ) Chain Saws

      The very low vibration of the rotary engine is effective in preventing occupational diseases, such as vibration disease.

      ( j) Model Engines

      The smallest sized rotary engine ever developed when installed on a model plane, has the advantages of compactness and a centrally lacated output shaft.

      - 67-

      Referenees:

      1) K. Yamamoto and T. Muroki: Development on Exhaust Emissions and Fuel Economy of the Rotary Engine at Toyo Kogyo, SAE Paper No. 780417 (1978)

      2) R. van Basshuysen and G. Wilmers: An Update of the Development on the New Audi NSU Rotary Engine Generation, SAE Paper No. 780418 (1978)

      3) Ryozo Ito and three others: A Study on Combustion Improvement at Light-Load of the Rotary Engine. From a Scientific Lecture of the Japan Society of Automotive Engineers (1978)

      4) C. Jones: A Progress Report on Curtiss-Wright's Rotary Stratified Charge Engine Development, SAE Paper No. 741206 (1974)

      5) The Rotary Combustion Engine Candidate for General Aviation, NASA Conference Publication 2067 (1978)

      J

      Related Interests

        STRCCTION OF HOC-SING '. . ··········20

        3.2.1 ROTOR ITOUSIXG ·20

        3.2.2 SIDE HOUSIXG - - ············· .. ······ .. 23

        3.3 PHASING GEAR MECHANISM······ . . . . . . . ·24

        3.3.1 BASIC STRCCTL~RE OF PHASING GEAR· . . . . . . ·24

        3.3.2 TOOTH LOAD· . . . . . ···················· .. · .. ·······25

        3.4 OUTPUT SHAFT SYSTEM AND BEARINGS, ··25

        3.4.1 STRUCTURE OF OCTPUT SHAFT .

        3.4.2 BALANCE OF INERTIA FORCE .

        3.4.3 BEARINGS A:!,;D BEARING LOADS .

        . ··26

        ... . . ··26

        . ·27

        -1-

        3.5 GAS SEALIXG MECHANISM ···································28

        3.5.1 CO;XSTRCCTION OF GAS SEALING MECHANISM ·····························28

        3.5.2 ..... \ P"~X SE ... !!J,.,L ".,.,.,.,.,',. "',.,.,., -,.,', .... ,. - - -- - "_ --"_"_ , , ,.,.,.,.,., - - -- -- - - - - - -- --"_ .. "_, -"_ -, - ·28

        3.5.:3 SIDE SEAL AND CORXER SEAL .. . . ··30

        3.6 INTAJ<E AND EXHAUST MECHA:\ISM . ··30

        3.6. 1 IXTAKE AND EXHA UST PORT SYSTEM··············· ·:;0

        3.6.2 PORT TJ?;IING· ·31

        3.7 COOLIXG SYSTEM . . ····················32

        3.7.1 COOLIXG SYSTE1,t FOR THE HOVSIXG .. . .. ················32

        3.7.2 COOLING OF ROTOR .. .. . . '.<-13

        3.8 LUBRICATIO!'i SYSTE:-"I . . . . . . . . . . . . . . . . ·· .. · .. ·······35

        3.8.1 LCBRICATION OF OCTPUT SHAFTIXG .. . . . .. ··35

        3.8.:: LUBRICATIO?->; OF GAS SEAL SLIDING SURFACE . ·35

        3. 8. 3 OIL SEAL . . .. . ·36

        CHAPTER 4 PEl-?FOR.MAKCE AND COMBUSTION . ·37

        4.1 PERFORl\iAXCE CHARACTERISTICS 4.1.1 CALCULATTOX OF m~TPUT·

        ................... ····37 ............................. ·37

        4. 1. 2 FRICTION LOSS···· .

        . <17

        4. 1. :J PERFORMANCE AT WIDE OPEX THROTTLE···· . ·38

        4.1.4 CHARACTERISTICS OF EXHAl:ST EI\I1SSIOXS· ·38

        4.1.5 FeEL CONSl:T\·1PT10N PERFOR~IANCE - - - - - - - - _._. __ ,.

        4.2 V1I3RATIO=--- AND XOISE .

        ..·····39

        . ·······················40

        4. 2. 1 EXGI:\E VII:lRATIO;\

        ........................... ···40

        ..· .. ···42 . "·43

        4. 2.2 E;\GIXE KOISE .. .. .

        4.3 COMB CSTION CHARACTERISTICS········ .

        4.3. 1 FLAI\-JE PROPAGATION .. ·43

        4.3.2 IGNITARILITY IX LIGHT-LOAD OPERATION ·············43

        4.3.3 ABNORMAL COMBUSTION· . . ·44

        4.4 EFFECT OF INTAKE-EXHAUST SYSTEIVI ..·············,·45

        4.4. 1 INTAKE-EXHA LST PORT SYSTE~l· . . ,15

        4.4.2 PORT TnUNG· .. · . . . . . .. .. .. ·46

        4.5 EFFECT OF ROTOR RECESS ·47

        4.5.1 LOCATION A~D COXFIGL.:RATION OF ROTOR RECESS . ·47

        4.5.2 VOLL.:ME OF ROTOR RECESS . ············· ···· .. ·········· ··· .. ·······48

        4.5.3 PROBLEMS INVOLVED IX INCREASED BURXING SPEED · ··49

        4. 6 EFFECT OF G AS SEAL.. . ·49

        4.6.1 I:\IPROVEEXT OF GAS SEAL 49

        4.6.2 EFFECT OF TMPROVED GAS SEAL .. 50

        4.7 EFFECT OF IGNITION SYSTEl\I ···51

        4.7.1 IGNITIO::-'; SPARK CH/\RACTERISTICS .. · 51

        4~ 7.2 SPA_RK PLUG - - -", ,- - - - ···· .. ····· .. ·51

        4.7.3 DISTANCE FROM IXNER SL.:RFACE OF ROTOR HOCSING TO ELECTRODE .. · ·· .. ···· .. ·· .. 52

        4.7.4 LOCATION AXD i\CMLlER OF SPARK PLL.:GS .. · ·········· .. · ··· 52

        4.8 EXHAUST EMISSIOX COXTROL SYSTE~i .. · ···53

        4. 8. 1 THER:'IAL REACTOR SYSTE!'vl ·54

        4.8.2 CA TAL YST SYSTE\I ·55

        4.9 SIX PORT IxDUCTIO:\ SYSTE11 RE (6 PI) .. · .. ·58

        4.9.1 STRUCTURE AND OPERATION .. ··············· .. ········ .. · .. · ·· .. ·· ·...... .. · .. ······ .. ·····59

        4.9.2 AIM AND EFFECT

        ........................ ················59

        CHAPTER 5 FUTURE 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        ELOPMENT-·········· ········· ······61

        5.1 FeEL INJECTION TYPE ROTARY E~GINE ···· .. ····61

        5.2 STRATIFIED CHARGE TYPE ROTARY E:\GINE . ···· .. 62

        5.3 SUPERCHARGE TYPE ROTARY EXGINE .. · ········63

        5. 4 MULTI-ROTOR TYPE ROTARY ENGIXE · ····64

        5.5 DIESEL ROTARY ENGINE . . ..· · ···64

        5.6 APPLICATIO:::S OTHER THAX TO AUTOMOBILES ·························· .. ···· ·· .. ·65

        -2-

        ··28 ··28 ··28 30 ···30 ···30

        31 32 ·32 33 35 35 35 36

        37

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        PREFACE

        Nikolaus August Otto of Germany succeeded in making a practical internal combustion engine in 1876, and Gottlieb Daimler made an automobile utilizing an internal combustion engine in 1886. These were both the reciprocating type piston engines. Since then, the development of the internal combustion engine for automotive purposes has been remarkable. As a consequence, however, the history of the internal combustion engine mainly consisted of engines that possessed the reciprocating mechanism.

        It is not appropriate to conclude, however, that the mechanism of the internal combustion engine must be of the reciprocating type solely because the early history of the internal combustion engine was primarily that of the reciprocating one.

        As the matter of fact, there have been numerous challenges made, in the course of development of the internal combustion engine, to create practical rotary engines.

        However, satisfying all the requirements for a practical internal combustion engine is not so simple as to be achieved by a mere casual idea and automotive applications demand still more rigorous requirements. This explains the reason why many efforts in the past for perfecting a practical rotary engine did not succeed.

        There is solid background and good reason why the NSU-Wankel type rotary engine invented by Felix Wankel have become the only practical rotary engine. First, its principle is superior. Secondly, enormous and untiring efforts have been made to make it work.

        No matter how innovative an invention may be, there is no invention that is absolutely perfect from the beginning. The case of the NSU-Wankel type rotary engine is one good example of untiring enthusiasm and effort having prevented an excellent invention from falling into oblivion.

        The development history of the NSU-Wankel type rotary engine includes the improvement of the engine itself and the progress of its application. The number of years and the scale of research work devoted toward the rotary engine compared with that of the reciprocating engine, however, is still small. Accordingly, this book which introduces the actual circumstances of development of the rotary engine up to the present stage may touch merely part of the full potential of the NSU-Wankel type rotary engine.

        We are very pleased that the rotary engine has by now established a firm position in the history of internal combustion engine. We will further continue to pursue the

        path of improvements and new discoveries. - 3

        KENICHI YAMAMOTO

        CHAPTER 1

        OUTLINE OF THE ROTARY ENGINE

        In 1954, Dr. Felix Wankel (West Germany) became the first in the world to successfully develop a rotary engine with the cooperation of NSU (West Germany).

        The attention of those in the field of mechanical engineering, not to mention those related to the automotive industry, has gradually increased blending high expectations for the new engine with a cognizance of past failures.

        While being watched by engineers throughout the world, this rotary engine was made a practical engine as a result of tenacious effort. In spite of the many trials and difficulties it encountered, it gradually came to be acknowledged as an engine applicable to automobile as well as industrial purposes. Commercial production of the rotary engine began ten odd years ago.

        The NSU-Wankel type rotary engine will be described from the viewpoint of its historical background and the requirements for an internal combustion engine.

        1. 1 HISTORY OF THE ROTARY ENGINE

        To this day, many inventors have designed various types of machines to obtain motive power. Most of them were of rotary piston structure composed of rotary motion parts, because the idea was natural and the structure was simple. However, most of such ideas were those that could not provide sufficient airtightness and durability, and were of complicated configuration. Hence, engines with reciprocating pistons were developed first. Untiring research and development of the reciprocating engine as an automotive engine took place since then and made the engine what it is today.

        Incidentally, reciprocating engines have the following shortcomings:

        ( 1) Because of reciprocating parts, vibration, noise and power loss become greater as engine revolutions increase.

        ( 2) Because of its cranking mechanism, it is heavy and large compared to power output. ( 3 ) Because of its intake and exhaust valve mechanism, it generates mechanical noise and this mechanism requires many parts.

        The rotary engine, which does not require an intake-exhaust valve mechanism and draws power directly from a rotating motion, has been the subject of

        research and development for many inventors and engineers as an ideal engine that overcomes the abovementioned shortcomings of reciprocating engines.

        Various types of rotary engines which grew from the rotary mechanisms of pumps and compressors have been developed to date, but it took many years before a rotary engine could be made practical. The following is a history of development of rotary engines in chronological order:

        1588 Ramelli invented the first rotary piston type water pump.

        Fig.!. 1 shows its rotary piston mechanism in which a seal that slides radially is mcorporated in the rotor.

        1636 Pappenheim invented a gear type pump.

        This gear type pump is the first pump composed of moving parts that only rotate. It is still used for oil pumps on automobiles, etc.

        1759 James Watt invented the first rotary steam engine.

        Although he designed an engine which has

        a rotor that derives its rotating power directly from steam pressure, it could not be put to practical use due to an airtightness problem.

        Fig. 1.1 Ramelli's pump

        Fir. 1.2 Pappenheim's gear pump

        1 -

        Fig. 1.3 Rotary steam engine by James Wat.t

        Fig. 1." Murdock's. rotary steam engine

        Fig. 1. 5 Franchot's rotary compressor

        1799 Murdock also invented a rotary steam engine.

        He used wooden seals to improve airtight. ness, and succeeded in generating power for machine work and water pumps, but the engine did not provide sufficient airtightness and durability.

        1860 Oldham and Franchot manufactured a rotary type compressor.

        As a. curve to form the working chamber; the peri trochoid curve was applied for the first time.

        1867 Behrens manufactured a rotary steam engine with improved airtightness.

        A recess that corresponds to the Circular arc of the housing's inner wall is provided on part of the ftxedshaft. The rotor rotates by coming In contact with this part. Since the sealing method. was changed to a face contact seal, water pumps and steam

        Fig. L 6 Behrens's rotarv steam engine

        Fig. 1.7 Cooley's rotary steam engine

        .Fig. 1.8 Umpleby's rotary engine

        Fig. 1.9 Rotary engine by WaJlinder & Skoog engines with this structure were able to operate under a high pressure that could not he used in those days.

        Beginning with the 20th century, the theories on mathematics, geometry, thermodynamics; materials, processing, metrology, etc. had progressed along with the deveIopmentof the reciprocating type internal combustion engine, and also research on the rotary type internal combustion engine further advanced.

        1901 Cooley manufactured a rotary steam engine in which both inner and outer rotors rotate, The inner rotor uses the peritrochoid curve and the outer rotor uses its outer envelope.

        1908 Umpleby advanced Cooley'S steam engine into a rotary type internal combustion engine.

        1923 Wallinder and Skoog announced their joint research on the rotary engine.

        2 -

        opDOt

        nes ials, with mal ype

        ~ne ate. irve

        ope, rine non

        oint

        Fig. 1. 10 Rotary engine by Sensaud de Lavou

        Fig. 1. 11 Maillard's rotary compressor

        Fig. 1.12 Wankel's rotary compressor

        This rotary engine uses the hypotrochoid curve for the inner wall of the housing and uses its inner envelope for the external shape of the rotor.

        1938 Sensaud de Lavou further advanced the rotary theory in those days.

        He devised an internal combustion engine that goes through the four strokes in one housing and does not require additional components such as intake and exhaust valves, but this engine could not be put to practical use because airtightness, lubrication, cooling, etc. were insufficient.

        1943 Maillard devised a compressor by applying the rotary theory.

        This compressor uses the hypotrochoid curve for the rotor and its outer envelope for the inner surface of the housing. He further advanced his research to apply this

        Fig. 1. 13 250cc x 1 rotary engine (NSU, West Germany)

        Fig. 1.14 Spider (NSU. West Gormany)

        Fig. 1.15 Cosmo Sports (Toyo Kogyo)

        j

        theory to engines, and contributed a great deal to the geometrical analysis of the rot· ary engine.

        1951 Wankel manufactured a rotary compressor.

        This compressor was installed on NSU's motorcycle as a supercharger and established a speed record in the United States.

        1959 The NS U - Wankel type rotary engine succeeded in a durability test.

        A 250cc x 1 rotor rotary engine of NSU completed a durability test of one hundred hours, and the report of "The Rotary Engine Achieves Success" was announced throughout the world.

        1962 NSU announced a water-cooled 150cc X 1 rotor rotary engine mounted on a boat for water-skiing.

        1963 Toyo Kogyo made a prototype car, Cosmo

        3-

        Fig. 1.16 Ro 80 (NSU. West Germany)

        Sports, installing a 400cc x 2 rotor rotary engine, and displayed the engine and main parts at the Tokyo Motor Show for the first time.

        1964 NSU announced its sports car Spider installing a 497. 5cc x 1 rotor rotary engine, and this became the first rotary engine mounted car in the market.

        1967 Toyo Kogyo introduced its Cosmo Sports (491cc X 2 rotor) to the market. NSU also introduced its R080 (497. 5cc X 2 rotor).

        Since then, rotary engine mounted cars proliferated and have been improved constantly to suit market requirements and to improve their marketability.

        1.2 TYPES OF ROTARY ENGINE

        Currently, the term rotary engine is familiar to those in the automotive industry and to the public as well. However, this term is interpreted in a number of ways, so it cannot be said that the interpretation is unified.

        In this book, the rotary engine is defined as; "An internal combustion engine that performs the four strokes of intake, compression, expansion and exhaust while the working chamber changes its volume and the moving parts always rotate in the same direction."

        From this meaning, there are cases that the terms rotary piston engine, or rotary combustion engine are used in order to more accurately describe the rotary engine.

        In the case of gas turbine, although it consists of rotating parts only, it is not included in the term, rotary engine, used here, because a gas turbine gets its power by the flow of gas. The volume of the working chamber does not change.

        Since James Watt devised the first rotary engine in 1759, many rotary engines have been studied in the world. It is not easy to classify the ideas of the many rotary engines systematically, but it is possible to group them into the three types-single rotating engine, oscillatory rotating engine and planetary rotating engine.

        1. 2. 1 SINGLE ROTATING ENGINE

        A single rotating engine is an engine in which the rotor rotates at a certain angular velocity and the center

        I

        'Scavenging port

        Fig. 1.17 Rotary engine by Mallory Co. (mechanism)

        Angle of rotatiOll 360·

        SuctiOll/exhaust bYO negative pressure

        Fig. 1. 19 Rotary engine by Mallory Co. (pressure change)

        Fig. 1. 20 Single rotating rotary engine

        of its rotation does not move. An example is the Mallory engine (United States) which can be explained as follows: The rotor, which is divided by a number of vanes, rotates eccentrically in the housing. Fig. 1. 18 shows how the engine operates. The air-fuel mixture intake is supercharged by a blower and is compressed as the rotor rotates. The mixture, which is ignited after a compression stroke of approximately 180 degrees in rotation angle of the output shaft, successively completes the strokes of expansion and exhaust. And, in order to prevent the exhaust gas from mixing with fresh mixture, a scavenging port is provided which sucks out

        4

        he ed

        ler 18 Ire

        ed ter in tes ler IxIUt

        the exhaust gas by negative pressure.

        As for other single rotating engines, there are those of various structures as shown in Fig. L 20.

        1. 2. 2 OSCILLATORY ROTATING ENGINE

        An oscillatory rotating engine is an engine in which a plural number of rotors rotate around the center of rotation by changing their angular velocity, and the chamber volume changes as the rotors come close to each other or separate from each other. As a typical example, this may be explained by introducing the structare and operation of Kauertz's engine.

        In this engine, a single rotating rotor and an oscillatarily rotating rotor rotate concentrically and perform a relative motion inside a round housing. The relative motion of the two rotors are controlled by gears and linkages, and, if appropriate intake and exhaust ports are provided, each stroke of intake, compression, expansion and exhaust can be performed by the rotation f rotors which open and shut the ports.

        As this type of engine requires a complicated oscillatory motion mechanism, problems concerning strength and noise are apt to occur.

        Fig. 1. 23 shows another example of an oscillatory rotating engine.

        1. 2. 3 PLANETARY ROTATING ENGINE

        A planetary rotating engine is an engine in which • rotor rotates by making a planetary motion. A typical example of this is the NSU-Wankel type engine which will be explained in detail in 1. 4 and from Chapter 2.

        Fig. 1. 21 Kauertz engine (construction)

        Compression

        Fig. 1.22 Kauertz engine (function)

        Fig. 1. 23 Oscillatory rotating rotary engine

        Fig. 1. 24 Turbo-radial engine (construction)

        Fig. 1. 25 Planetary rotating rotary engine

        Therefore, in this section, a turbo-radial engine and its mechanism will be introduced.

        In this engine, a peri trochoid curve is used on the rotor and its outer envelope is used on the housing. A rotor gear is projected from the rotor, and it meshes with a stationary gear which is concentric with the output shaft. Since the rotor center and the output shaft center are eccentric to each other, the rotating power of the output shaft can be obtained by the gas pressure which the rotor receives. In this engine. the working chamber does not make a rotating motion. Therefore, the gas seals to secure gas tightness are arranged on the housing side.

        There are other planetary rotating engines which are of different structure as shown in Fig. 1.25.

        -5-

        1. 3 REQUIREMENTS FOR A PRACTICAL ROTARY ENGINE

        Although various types of rotary engines have been developed to date, there are few that do not qualify as internal combustion engines or do not qualify as a practical engine even if they satisfy the qualifications of an internal combustion engine.

        The requirements for a rotary engine to be qualified as a practical internal combustion engine can be summed up in the following five items. The practicality of various ideas on rotary engines can be judged by evaluating them by these criteria:

        e 1) Every moving part, including the timing mechanism, should make a rotating motion.

        A mechanism having a reciprocating inertia will increase mechanical noise and vibration, and will work against high speed and high revolution. Accordingly, structures that require intake and exhaust valves and mechanisms using the rotors oscillatory motion are not desirable.

        e 2) Gas seals of the working chamber should be three-dimensionally reliable.

        The gas seal mechanism of a rotary engine should be constituted by connecting the individual seals three-dimensionally. Among the many ideas we come across are those that do not show such three-dimensional thoughts.

        e 3 ) Appropriate gas exchange of intake and exhaust should take place.

        Together with having a mechanism that can correctly open and close the ports, sufficient time for intake and exhaust should be provided especially for high speed and high revolution. Among the ideas on rotary engines, there are some that ignore this point.

        e 4) Every component part should have the strength to endure high speed and high pressure.

        As the component parts are exposed to high pressure, high sliding velocity and high heat load, every part should have sufficient allowance in size and in shape.

        e 5 ) Sufficient cooling and lubrication should be provided.

        In order to qualify as an nternal combustion engine, although this is related to above e 4 ), durability against high heat load, high sliding velocity, etc. are required. Therefore, the structure should be simple, and the ideas on rotor cooling, lubrication of seal parts, and oil seal structure should be those that are given adequate thought. Also, it is desirable for a practical rotary engine

        to have a simple and compact structure. When we evaluate the various types of rotary engines devised to date in view of the above-mentioned requirements, the

        NSU-Wankel type rotary engine is the engine that best satisfies the above-mentioned requirements.

        The NSU-Wankel type rotary engine will simply be called a rotary engine, and the reciprocating piston engine will be called a reciprocating engine hereinafter.

        1. 4 OUTLINE OF THE NSUWANKEL TYPE ROTARY ENGINE

        1.4.1 BASIC STRUCTURE

        The basic structure of the NSU-Wankel type roo tary engine is shown in Fig. 1. 26.

        The inner surface of the rotor housing is cocoon shaped, and the rotor performs a rotating motion inside the housing. By arranging side housings to both sides of the rotor housing, three working chambers are formed. The rotor housing and side housings correspond to the cylinder and cylinder block of the reciprocating engine, and the rotor corresponds to the piston.

        As phasing gears to control the rotating motion of the rotor, a rotor gear and a stationary gear is fitted to the rotor and side housing with a gear ratio of 3:2. As shown in Fig. 1. 27, by having the rotor gear rotate while being meshed with the stationary gear, the apex of the rotor will rotate by drawing a peritrochoid which is the basic curve of the rotor housing.

        Side

        plug

        gear

        Cooling water passage Fig. 1.26 Basic construction of NSU-Wankel

        type rotary engine

        ~Rotorgear ~ ~

        ~::)~ ~

        ~~':~ j

        Peritrochoid <>.rYe

        (basic configuration of rotor housii1l!)

        Fig. 1. 27 Generation of peritrochoid curve

        6 -

        1 a e lII. n d

        !.

        :e X h

        1. 4. 2 PRINCIPLE OF OPERATION

        Fig. 1. 28 shows the operation of the rotary en-

        gine.

        The intake port opens at CD, where the intake stroke begins. The volume of the working chamber gradually expands as the rotor rotates as illustrated by ® and ®, and reaches the maximum volume at @. The intake port automatically closes at @.

        The air-fuel mixture is compressed by ®, ® and ®, and goes into the expansion stroke after being ignited near the compression top dead center ®. After going through the expansion stroke @), @ and @, the exhaust port opens at @. The exhaust stroke goes through @), @, @ and @, and completes at @. From this point the stroke returns to CD, where the intake stroke begins again.

        As described in the above, the rotary' engine is a four stroke one cycle engine (hereinafter referred to as a four stroke engine) which continuously performs clearly distinguishable four strokes of intake, compression, expansion and exhaust. Until one of the working chamber completes the four strokes starting from CD, the strokes illustrated from i) to vi) of Fig. 1. 28 are repeated

        .. ~).)

        Fig. 1. 28 Function principle of rotary engine

        three times, which in turn means that the rotor rotates once and the output shaft three times. Also, the other two working chambers will respectively complete the four strokes once during this period, which in turn means that a total of three explosions take place in the same period. In other words, the rotary engine undergoes one explosion while the output shaft rotates once, as in the case of a two-stroke reciprocating engine.

        Furthermore, since the output shaft rotates three times while one working chamber completes the four strokes once, the time required of one stroke will be 270 degrees in terms of the rotating angle of the output shaft. When compared with a four stroke reciprocating engine (180 degrees for one stroke), this is 1. 5 times longer.

        1.4.3 FEATURES OF THE ROTARY ENGINE

        As compared with the reciprocating engine, the rotary engine has the following basic features:

        ( 1 ) There are no reciprocating parts.

        Since reciprocating engines have reciprocating parts, there are problems of unbalance caused by the inertia of reciprocating parts and complicated engine vibration. Whereas, in a rotary engine is composed of only rotating parts, engine

        Fig. 1. 29 Comparison of engine size

        Fig. 1. 30 Comparison of main parts of engine

        -7-

        Engine weight (kg)

        Fig. 1. 31 Output and weight distribution of engine

        vibration is very low because it is possible to perfectly balance the engine by using balancing weights.

        Also, since the rotary engine does not require a cranking mechanism, it has the advantages of smooth motion, less mechanical loss, simple construction, and compactness.

        ( 2 ) There are no intake-exhaust valve mechanism.

        For those engines which require an intakeexhaust valve mechanism like a reciprocating engine, mechanical noise is generated by the opening and closing of the valves, and the valves themselves obstruct air flow. There are additional problems such as the valves being unable to follow the motion of the cam at high revolutions.

        Since the rotary engine has a rotor that directly opens and closes the intake and exhaust ports, it does not require an intake-exhaust valve mechanism ; hence, the correct timing for opening and closing can be maintained even at high speeds.

        ( 3 ) The time for one stroke is 270 degrees in terms of the rotating angle of the output shaft, and there is one explosion for one rotation of the output shaft.

        00,.-,,--,....,---, 401--+-+--+--1

        50 40 30 20

        50 40 30 20 10 o

        -1 o 90 180 270 360' Angle of output shaft ro'alm 4-cyl. recipro. engine

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        - - , -~,
        O. ~" Vi ,\
        o "
        I'"~ J
        -, J .... ,J
        0 ,..I

        -1 o 90 180 270 300' Angle of output Slaft rotation 6-cyl. reciorc. engioo

        -10 0""' ---;'))""'''1-;':;80''"'' 2"'70:7, :;-;360'

        Arlgleofoutputshaftrotation 2-rotor rotary engine

        Fig. 1. 32 Comparison of torque curve

        The long intake stroke means that the volumetric efficiency becomes higher even at the high speed range, and reduces the torque drop, Also, the long expansion stroke means that it is advantageous from the point of torque fluctuation. In a rotary engine that has two rotors, the expansion stroke overlaps so the torque fluctuation is as low as in the case of a six cylinder reciprocating engine.

        As described in the foregoing lines, the rotary engine has the superb features of light weight, compactness, less vibration and noise, flat torque characteristics, etc. Vehicles installing a rotary engine provide more freedom in designing the body for style and comfort. And, the driver will experience quieter, more comfortable and more responsive driving.

        1.4.4 LICENSERS AND LICENSEES

        Twenty odd companies of six countries are respectively in collaboration with Audi NSU Auto Union AG and Wankel GmbH, and are advancing their development of the NSU-Wankel type rotary engine. Although there are licensees who have different fields of industrialization of the engine in terms of engine output, kinds of fuel, etc., they are conducting their development work in their respective fields while mutually exchanging technical information under their common aim of research and development of the rotary engine.

        Field of Application

        Licensers

        Table 1. 1 Licensers and Licensees (as of 1977)

        Country

        Company

        Motor vehicles

        West Germany

        Audi NSU Auto Union AG Wankel GmbH

        Company

        Licensees

        Country

        Fichtel & Sachs AG

        West Germany

        Field of Application

        Klockner-Humboldt-Deuta AG Daimler-Benz AG

        MAN (Maschinenfabrik Augsburg-

        Nurnberg AG) Friedrich Krupp GmbH

        Dr, lng. h.c.F. Porsche AG Johannes Graupner

        Boats, Land vehicles and Industrial purposes

        1 All technica I field, Motor vehicles Model engines

        -8-

        Field of Application

        Country

        Company

        Motor vehicles

        Luxemburg

        Comotor S.A. (Peugeot/Citroen)

        Great Britain

        Rolls- Royce Motors Limited NVT Motorcycles Ltd.

        Off-road vehicles

        Switzerland

        CROCO Engines GmbH

        United States

        Toyo Kogyo Co .• Ltd. Nissan Motor Co., Ltd. Toyota Motor Co .• Ltd.

        Cumtiss- Wright Corporation Outboard Marine Corporation Ingersoll-Rand Company American Motors Corporation General Motors Corporation

        All technical fields Motorcycles

        A J1 technical fields

        Boats and Industrial purposes Industrial purposes

        Motor vehicles

        All fields excepting airplanes

        Japan

        Yanmar Diesel Co .• Ltd.

        All technical fields excepting motor

        vehicles

        All technical fields Passenger cars Passenger cars

        Note: NSU became Audi NSU in August 1969 by merger .

        • ferenees:

        1) F. Huf: Zur Geschichte der Rotationskolbenmaschinen.

        Automobil Revue No. 49 (1961)

        Z) F. Wankel: ROTARY PISTON MACHINES. London IIliffe Books Ltd. (1965)

        3) D. Korp: Protokoll einer Erfindung DER WANKELMOTOR. MOTORBUCH VERLAG STUTTGART

        -9-

        (1975)

        4) Kenichi Yamamoto: Rotary Engine. Nikkan Kogyo Shimbunsha (1969)

        5) Kenichi Yamamoto: Outline of Rotary Engine. No. 83.

        Vol. 8. Sankaido (1969)

        CHAPTER 2

        BASIC DIMENSIONS

        The NSU-Wankel type rotary engine is a simple 'meChanism consisting of a rotor housing in which a ro::or and an eccentric shaft rotate. In principle, the mechEi5m is composed of a peri trochoid curve and its inner envelope. Their elements are called the basic dimensi- 005.

        Being closely related with the shape of each component of the rotary engine, the basic dimensions of this rrochoid greatly affect all the engine characteristics including displacement, performance, durability, producrimy, etc.

        Various organizations in the world are actively Jmticipating in the competition for research and development of the rotary engine. However, in comparison with e:.e many years of systematic studies on the reciprocating engine, few basic studies on the rotary engine have been eonducted at universities and institutes. The relation between these basic dimensions and the characteristics _ the rotary engine remain to be pursued further.

        2. 1 PERITROCHOID

        Peritrochoid is a basic curve forming the inner mrface of the rotor housing. It is the actual base for the geometric construction of the rotary engine.

        2. 1. 1 EQUATION OF PERITROCHOID

        Peritrochoid is the locus of the tip point P of an urn fixed on the revolving circle B in Radius q when it rolls along the periphery of the base circle A in Radios p as inscribed.

        Therefore, the equation of peritrochoid can be expressed by the coordinates of Point P (x, y) in the coordinates x, y of the center of Base Circle A, as initial point, as

        x=e cos a+R cos f3}

        y =e sin a+R sin f3 .•••••.•••••.••••• (2.1)

        where e: center distance between Base Circle A and Rolling Circle B

        R: length of arm fixed on Rolling Circle B

        a: angle of rotation of Revolving Circle B around Base Circle A

        f3: angle of rotation of Revolving Circle B on its axis

        In Fig. 2. 1. Point F on Base Circle A and Point G on Revolving Circle B are the point of contact between the circles when a=O and 1'=0. From the rela-

        "....,.. "....,..

        tion FH=GH,

        q(a-I')=pa .. I'=(l-p/q)a

        This shows that the angle of rotation a of revolving Circle B around Base Circle A and that of I' on its axis are in a proportional relation.

        This curve will be closed if

        I-p/q=1/m (m being an integer) Therefore, the relation between p and q will be

        p/q=(m-1)/m (2.2)

        The equation of peritrochoid becomes

        x=ecosa+Rcosa/m} (2.3)

        y =e sin a+R sin aim

        Fig. 2. 2 shows the configurations of the curves when m=2,3 and 4, respectively.

        The rotary engine in practical application presently uses the trochoid of m=3, the equation of which is expressed, as

        x=e cos a+R cos a/3}

        u=e sin a+R sin a/3 (2.4)

        Since Radius p of the base circle and Radius q of the revolving circle used to draw this trochoid satisfies P/q=2/3 from Eq. (2.2) and q=t=e from the center distance e, p=Ze and q=Se will result.

        As shown in Eq, (2.4), the center distance e between the revolving and base circles and the length R of the arm fixed on the revolving circle are the basic values to determine the trochoid. In general, e is called

        y

        Fig. 2. 1 Generation of peritrochoid

        (6)~~

        m=z m=3 m=4

        Fig. 2.2 Configuration of peritrochoid and inner envelope

        11-

        Fig. 2. 3 Trochoid constant and trochoid configuration

        the amount of eccentricity and R, the generating radius.

        The ratio of the generating radius R to the eccentricity e is called the trochoid constant K, which will provide a typical index for a trochoid to indicate its geometric configuration.

        K=R/e (2.5)

        Fig. 2.3 shows the trochoid constant K and the configuration of the trochoid when the working volume is taken as constant. The trochoid constant is an important index to determine the basic dimension of the engine, such as maximum angle of oscillation, theoretical compression ratio, circumferential velocity of the apex seal, outside dimensions of engine, etc. Generally, it is taken between K=6-8.

        2.1.2 PARALLEL TROCHOID CURVE

        In the actual rotary engine, the curve used for the inner surface of its rotor housing is the trochoid given by Eq, (2. 4) that has been moved outward in parallel by a constant amount a.

        The purpose of this is to form the top of the apex seal in a circular section in the radius a and to change its line of contact with the inner surface of the rotor housing as the rotor rotates.

        The parallel trochoid curve is expressed by x=e cos a+R cos a/3+a cos (a/3 + SO) } y=e sin a+R sin a/3+a sin (a/3+so)

        .................. (2.6)

        where SO is the angle of oscillation of the apex

        y

        Parallel trochoid CUM!

        01.:

        Fig. 2.4 Parallel trochoid carve

        ~~-*--~~~+-x

        v=O,

        21C

        Fig. 2.5 Envelopes of two-lobe peritrochoid

        Fig. 2.6 Generation of inner envelope of peritrochoid

        seal, as described in 2. 3.

        This curve is closely approximate to the trochoid drawn with the generating radius R increased by the amount of the parallel transfer a. In ordinary calculation, a sufficient accuracy for practical use can be obtained by substituting R+a for the generating radius R in Eq. (2.4).

        2. 2 INNER ENVELOPE OF PERITROCHOID

        As shown in Fig. 2.6, the envelope of a peritrochoid is a pattern drawn by the peritrochoid fixed on Circle A when it rolls along the inner surface of the stationary Circle B as inscribed. The inner line of this pattern is called the inner envelope.

        The inner envelope of the trochoid is a basic curve forming the contour of the rotor. As shown in Fig. 2.5, its three apexes are always in contact with the peritrochoid.

        2.2. 1 EQUATION OF INNER ENVELOPE

        As shown in Fig. 2.6, when the x-y coordinate system rotates as fixed to the revolving circle A, the

        12 -

        oid the ilalin-

        in

        roon the this

        lIVe ~. 5, rro-

        late the

        following relation between the x-y and X-Y coordinate systems will be established:

        x-» cos ~+x cos N2+y sin ~/2} ... (2 7)

        Y=e sin ~-x sin N2+y cos N2 .

        Since Point P (x, y) draws a peritrochoid, sub-

        stituting Eq, (2. 4) in Eq. (2.7), using

        ~=u-3v

        a-N2=u+3v

        the group of curves will be given by

        X=2e cos 3v, cos u+R cos 2V}

        Y=2e cos 3v· sin u-s-R sin 2v ...•.. (2. g)

        The envelope is given by the following additional conditions:

        dX ax ax du Tv=Tv+Tu'Yv=o

        dY ay aY du

        Yv=Tv+Tu' dv =0

        Therefore, the equation of the envelope can be expressed, as

        3e2

        X= Rcos 2V+--(cos gv-cos 4V) 2R

        ( ge2 )1/2

        ± e 1- R2 sin23v •

        (cos 5v+ cos v)

        Y R· 3e2 ( • .) = sm 2v+-- SIn gV+SIn 4v

        2R

        ( ge2 )1/2

        ± e 1- R2 sin23v •

        (sin 5v-sin v)

        .................. (2. g)

        These functions are cyclic functions with the period of 2 tt, The inner envelope corresponds to

        1 1 5 7 3 11

        V=-tr,...,,-tr -tr"""-1r -tr"""-7r

        6 2'6 6'26

        in Eq. (2. g).

        2. 2. 2 PARALLEL INNER ENVELOPE

        In the same manner as using the parallel trochoid curve for the configuration of the inner surface of the rotor housing, the parallel transferred inner envelope obtained in 2. 2. 1 is used for the configuration of the rotor of the actual engine.

        Eq. (2. g) being parallel transferred outward by a', the equation of the parallel inner envelope will be:

        3 e2

        X =R·cos 2v+-.-(cos gv-cos 4V)

        2 R

        ±e(cos 5v+cos v).

        ( ge2. )1/2 3 ea' 1---s1n23v +-.-

        R2 -2 R

        (cos 5v-cos v) +a' cos 2v

        ( ge2 )1/2

        1- R2 sin23v

        Y R· 3 e2 ( • .) I

        = . SIn 2v+-,- SIn gV+SIn 4v

        2 R

        ±e(sin 5v-sin v).

        (- ge' )1/23 ea' I---sin23v ±-.-

        R2 2 R

        (sin 5v+sin v) +a' sin 2v

        ( ge2 )1/2

        1- R2 sin23v

        .................. (2.10)

        Generally, a' can be determined, as follows: a'=a-Sp

        where a: amount of parallel transfer of trochoid

        Sp: minimum clearance between rotor and rotor housing

        In this case, Sp is determined considering error in manufacture, thermal deformation and bearing clearance, etc. of the rotor and rotor housing.

        The use of the parallel inner envelope for the rotor configuration makes it possible to always keep constant the minimum clearance between the rotor and the rotor housing.

        2.3 ANGLE OF OSCILLATION

        The angle of oscillation is that formed by the generating radius of the peri trochoid and the normal of the trochoid. This angle of oscillation shows the inclination of the apex seal to the inner periphery of the rotor housing. It is a factor greatly affecting the various performances of the engine.

        2. 3. 1 CALCULATION OF ANGLE OF OSCILLATION

        In Fig. 2.1, taking rp as an angle formed by the normal of the trochoid and the x-axis, the angle of oscillation 'P can be expressed as 'P= rp-a/3

        cos 'P= cos (rp-a/3)

        = cos ¢ cos a/3 + sin ¢ sin a/3 (2. 11) Thus rp satisfies the following equation:

        dx 3e sin a+R sin a/3 ( )

        tan¢=- ···212

        dy 3e sin a-i-R cos a/3 .

        Substituting sin ¢ and cos ¢ obtained from Eq. (2. 12) for those in Eq. (2. 11),

        cos 'P

        2 3ecos-a+R

        3

        ( 2 )112

        ge2+ R2+6eR cOS"3 a

        .................. (2.13)

        J or----:r~~!;;,-;,:bc###BOT_TEXT###quot;'f"-,;-~~~ -10r--t--t-_,-+--\~-r-t---c#-i

        -20f--f--f--l--l--~~~H

        - 30f-+--t--t--+----l--"'t--«--t----t--l

        Fig. 2.7 Angle of oscillation and rotating angle of main axis

        - 13-

        The angle of oscillation can be obtained by this equation. Fig. 2.7 shows the relation between <p and a.

        2. 3. 2 MAXIMUM ANGLE OF OSCILLATION

        The maximum value of the angle of oscillation is called the maximum angle of oscillation. The maximum angle of oscillation <p max is given by a, the value of which can be obtained by applying the condition d<p/da =0 to Eq. (2.13), as

        2 3e

        cosS a = -R '" (2. 14)

        Substituting this in Eq. (2. 13), IOma:< becomes

        { ( 3e )1}1/1

        cos IOmax= 1- R 1

        ......... (2. 15)

        . 3e

        SIn IOmax=-

        R

        Using the trochoid constant K in Eq. (2. 15), sinlOmax=3/K ···························(2.16) From this, it is clear that the maximum angle of oscillation will become smaller as the trochoid constant becomes greater and vice versa.

        The maximum angle of oscillation is itself an important factor greatly affecting the design and performance of the apex seal, while it is also a convenient constant in calculating the volume of the> working chamber, compression ratio, etc., as later described.

        2. 4 VOLUME OF WORKING CHAMBER

        The change in the volume of the working chamber is one of the fundamental requirements for the rotary engine to be regarded as an internal combustion engine.

        The volume of the working chamber of the rotary engine is defined as the product of the area (side area) enclosed by a side of the rotor contour and the inner surface of the peri trochoid and the width of the rotor housing.

        2. 4. 1 SIDE AREA OF WORKING CHAMBER

        The side area F of the working chamber shown in Fig. 2. 8 is expressed as

        F=FI-F,-F,-F. ··················(2.17) where FI: area enclosed by the peritrochoid and

        Lines OPI and OP, F,: area of L:,OPIO' F3: area of L:, OP,O'

        F.: area enclosed by O'plp, (1/3 of the rotor side area)

        The coordinates (x, y) of any point P between PI and P, on the trochoid are

        x=e cos (a+B) +R COs( a;B)1

        ...... (2. 18)

        v=e sin(a+B) +RSin( a;B)

        From this,

        FI=l(b(X dy _ydx)dB

        2 Jo dB dB

        =( e2+ ~2) 7r -./3eR sin(~ a + ~)

        .................. (2. 19) From the formula of the triangle area,

        F2= ~eRSin ~ a ························(2.20)

        F,=e R sin( fa + ;) ···············(2.21) From Eq. (2.9) of the inner envelope, F.=_!.(7/, "(x dX _y dX)dV

        2 J", " dv dv

        = (7/' "(x dX _ Y dX )dV

        J. dv dv

        7r

        =-(R'+2e2) -2eR cos lOmax 3

        - ( % R'+4e1 )lOmax (2.22)

        The side area of the working chamber is

        F=!!...e'+eR 3

        { 2cos IOmax- 3 ~ 3 Sin( ~ a + ;) }

        +( %R'+4e')lOmax ···············(2.23) where lOmax is the maximum angle of oscillation obtained in 2. 3. 2.

        Fig. 2.8 Side area of the working chamber

        2. 4. 2 CHANGE IN VOLUME OF WORKING CHAMBER

        With the width of the rotor housing taken as b, the volume of the working chamber is expressed, as

        3v3

        V=b·F= Vrnln+--eRb 3

        { l-Sin( ~ a + ;)} (2.24)

        where

        Vmln={ ; e'+2eR cos lOmax

        +( ~R2+4e' )lOmn- 3~ 3 eR} b

        .................. (2.25) This indicates that the volume of the working

        -14 -

        chamber of the rotary engine changes in sine curve.

        On the other hand, the volumetric change of the reciprocating engine is expressed, as

        V= Vm1n+r'S

        { (I-sin a) + ;;.(I +cos 2a)} ... (2.26)

        where t: : radius of crank S : area of cylinder

        a: angle of rotation of crank

        A : length of connecting rod/radius of crank

        The volumetric change of the working chamber of the rotary engine corresponds to that of the reciprocating engine taken as ).--->00. Also, the period of the volumetric change is 1. 5 times that of the reciprocating engine, showing a smoother change.

        Fig. 2. 9 shows the curves of volumetric change for the rotary and reciprocating engines. For easy comparison of the volumetric change, different readings for the angle of rotation of their main axes are used, respectively.

        Reciprocating: swine Cyl. dia 90nm

        \ ~ 90nm

        \ A=4

        \ \

        \

        \

        \

        o 270 540 810 1080 Rota)' qina

        o 180 360 540 720 Re::ipro.qina

        o.rtlXll shaft rotating' ",gle

        Fig. 2.9 Comparison of change in volume of working chamber between rotary and reciprocating engines

        2. 4. 3 STROKE VOLUME

        The stroke volume is given by the difference between the maximum and minimum values of the volume of the working chamber.

        From Eq. (2.24), the stroke volume VH is VH=3,v3"eRb ···························(2.27) With the major and minor axes of the peritrochoid taken as A and B, respectively, the following relations will be established:

        A=2(R+e) B=2(R-e)

        Using these relations, also

        VH=3,v 3 (A2_B2)b (2.28)

        16

        In the above caluculation, the parallel transfers a and a' of the trochoid and the inner envelope, respectively, have been disregarded for convenience. In practice, they need to be considered. In such a case, the volume of the working chamber can be approximately calculated in practically sufficient accuracy by taking RI=R+a and R2=R+a', as follows:

        When

        2.5 COMPRESSION RATIO

        It is impossible for the rotary engine due to its mechanism to obtain a higher compression ratio than the theoretical compression ratio that is expressed by the ratio of the maximum to minimum values of the volume of the working chamber as obtained in 2. 4. This is one of the major problems in designing a diesel rotary engine

        2. 5. 1 THEORETICAL COMPRESSION RATIO

        The theoretical compression ratio 5th is Vmax

        eth= Vmin

        (2 ) ,,3,v"3

        2eRcos lOmax + gR2+4es II'max+3"es+-2-eR

        2eRcos II'max+( ~ R2+4e2)lI'max+; e2_ 3~ 3 eR 2K cos lOmax + ( tK2+4)lI'max+%K +~K 2K cos lOmax + ( ~ K2+4 ) lOmax + ; K - 3~ 3 K

        .................. (2.31)

        As being clear from this, the theoretical compression ratio 5th is determined only by the trochoid constant K. Fig. 2.10 shows the relation between K and the maximum angle of oscillation and the theoretical

        1\ -
        -,
        "'-""
        r-.
        1"'-- i:'--., .J.
        1'1 26

        ~ 24 :5 22

        'ID

        ~20

        "jij 18

        ]16

        14

        18 20 22 24 26 28 30 32 Max. angle of oscillation 9' .... (0)

        10 9 8 7 6

        Trocroid coosfa1t K

        Fig. 2. 10 Relation between trochoid constant and max. angle of oscillation and theoretical compression ratio

        -15 -

        compression ratio. This indicates that, as the trochoid constant increases, the theoretical compression ratio also increases. If the trochoid constant is taken between K= 6-10, the theoretical compression ratio will become 15 -25.

        2. 5. 2 COMPRESSION RATIO OF ROTARY ENGINE

        The compression ratio of the actual rotary engine is lower than the theoretical compression ratio due to the effects of the parallel movements of the peri trochoid and its inner envelope, the volume of the recess for the combustion chamber provided in the rotor surface, the volume of the spark plug hole, etc.

        Taking the theoretical minimum volume of the working chamber and the stroke volume as V'min and VH', respectively, when the parallel movement is considered. and the sum of the volume of the combustion chamber recess and the volume of the spark plug hole as VT, the compression ratio e of the actual rotary engine can be obtained by

        e

        V'min+ VT+ VH' V'min+VT

        .................. (2.32)

        2. 6 CmCUMFERENTIAL VELOCITY AND ACCELERATION OF ROTOR VERTEX

        The speed of the rotor vertex, i.e. the sliding speed of the apex seal over the peritrochoid curve, corresponds to that of the piston ring of the reciprocating engine. It is one of the important factors to determine the durability of the apex seal and the inner surface of the rotor housing. The acceleration of the rotor vertex is closely related with inertia force acting on the apex seal, greatly affecting the apex seal functions.

        2. 6. 1 CIRCUMFERENTIAL VELOCITY OF ROTOR VERTEX

        The circumferential velocity v is obtained from Eq. (2. 4), as

        v={ (~~)\( :)T/2

        =~ (ge2+ R2+6eRcosf a y/2 ...... (2.33) Engine speed 6000rpm

        1080 Rotary engine 720 Recipro, engine

        o 270 540 810

        o 180 360 540

        Rotating angle of output shaft (')

        Fig. 2. 11 Rotor vertex speed and piston speed

        I

        Where, oi=da rdt (tad/sec) is the rotating angular velocity of the output shaft.

        Fig. 2.11 shows a comparison between the circumferential velocity of the rotor vertex and the piston speed of the reciprocating engine.

        In the rotary engine, its rotor always rotates in the same direction eliminating the speed-zero point, the presence of which is inherent in the reciprocating engine.

        The maximum and minimum values of the peripheral speed are

        w Vmax=3' (R+3e)

        when a=O, 31r (on major axis) w

        Vmin=3'(R-3e)

        .. .... (2.34)

        h 3 9 ( . is)

        w en a="2 1r, "21r on mmor axis

        If the distance from the rotor center to any point on the rotor is taken as r, the point will draw a peritrochoid curve with the eccentricity e and the generating radius r, That is, the circumferential velocity of this point can be obtained by substituting r for R in Eq. (2. 33).

        2. 6.2 ACCELERATION OF ROTOR VERTEX

        The x- and y- elements of the vertex acceleration, az and ay, respectively, are

        az= ~~ =-w2(ecosa+~ cos ;)j

        d"y 2(' R, a )

        av= dt2 = -w e sm a+g sin 3'

        .................. (2.35) The magnitude of acceleration, as, is

        a, = (a,:, +ay 2) 112

        w2 {( 2 )}1/2

        =9 81e2+ R2+18eRcos3'a

        .................. (2.36) The acceleration is divided into the parallel element a- and the vertical element au to the generating radius, as

        ·· .... · .. (2.37)

        . a a

        a.=az,sln--av·cos-

        3 3

        2 • 2

        =weSln-a

        3

        Generally, the inertia force is given by the product of acceleration and mass, The inertia force acting on the apex seal can be obtained by multiplying Eq. (2. 37) by the mass of the apex seal.

        -16 -

        2. 7 PRACTICAL APPLICATIONS OF THE BASIC DIMENSIONS

        The basic dimensions must be carefully determined depending on intended use of the engine and considering its size, range of practical revolutions, etc.

        The displacement of the rotary engine can be in-

        creased or decreased by changing the width of the rotor housing obtained by the same trochoid curve. Therefore, sufficient prospective view on the development plan for the future engine displacement will also be necessary to determine the basic dimensions.

        Table 2. I shows the practical applications of the baSIC dimensions.

        e(mm)

        Rlmml

        Ta hle 2.] Practical applications of the basic dimensions.

        h(mm)

        a(mml

        K

        ! "'max (degree)

        60 7.6 47 0.5 32 6.18 ~!:i.O
        129 9.5 65 0.5 40 6. 8~ 26.0
        150 10.5 66 1 41 6.28 28.5
        221 10.5 72 3 54 6.86 25.9
        253 11.0 84 1 52 7.63 23.2
        452 14.0 94 3 64 6.71 26.5
        491 15.0 101 4 60 6.73 26.5
        573 15.0 102 3 70 6.80 26.2
        654 15.0 102 3 80 6.80 26.2
        655 17.5 116 4 60 6.63 26.9
        747 17.0 118.5 4 69 6.97 25.5 References:

        I) R.F. Ansdale: The Wankel RC Engine. London I1iffe Books Ltd. (1968)

        2) W. D. Bensinger: Rctationskolben- Verbrennungsmotoren, Springer- Verlag (1973)

        3) Kernchi Yamamoto: Rotary Engine. Nikkan Kogyo

        Shimbunsha (969)

        4) Kenichi Yamamoto: Basic Dimensions and Computations of Wankel Engine, No. 85, Vol. 8, Nainenkikan, Sankaido (969)

        - 17-

        CHAPTER 3

        BASIC CONSTRUCTION OF THE ROTARY ENGINE

        The rotary engine is composed of the housing !YStem, rotation system, intake-exhaust system, cooling system and lubricating system. It does not have a valve mechanism and can transmit its output power only by means of rotary motion, allowing it to be more compact and more simply constructed than the reciprocating engine.

        A considerable number of its component parts are of the same construction and have the same function as those of the reciprocating engine. Their construction and shapes are relatively fixed. Other parts have functions and construction unique to the rotary engine. There is the possibility of newer construction and flexible factors in the manufacturing process and materials, as research and development proceed further.

        This Chapter describes the basic construction of the rotary engine, mainly the construction and charaeteris ics of the component parts unique to the rotary engine.

        3.1 ROTOR

        The rotor has a function corresponding to the pston and connecting rod of a reciprocating engine, directly transmitting the pressure of combustion gas to the output shaft as turning force. Also, the rotor does the work of the intake-exhaust valves. The rotor automatically opens and closes the intake-exhaust ports as it rotates.

        The rotor is equipped with an apex seal on each apex, and side seals, corner seals and oil seals on both sides. The rotor gear and bearing are incorporated in

        land

        gear

        Fig. 3. 1 Names of parts of the rotor

        its center. Fig. 3.1 shows the names of the parts of the rotor.

        3. 1. 1 BASIC CONSTRUCTION

        The contour of the rotor is based on the inner envelope of a trochoid, as described in 2. 2.

        In a practical engine, the rotor housing inner surface is formed by the curve of the basis trochoid parallel transferred outward by a fixed distance. The outer surface of the rotor is also formed by the inner envelope parallel transferred outward in the same manner, accordingly.

        A clearance between the rotor and the rotor housing is secured by giving slightly smaller parallel transfer for the rotor than that for the rotor housing. From the viewpoint of the engine performance, a minimum possible amount of this clearance is desirable. Generally, it is set at approximately O. 5 mm considering deflection of the output shaft, thermal deformation, bearing clearance, tolerances for manufacture, etc.

        The three sides of the rotor periphery are called the rotor flanks, which are machined by numerically controlled machines or copying grinders.

        The rotor is of hollow construction for cooling and lighter weight, provided with ribs for rigidity and higher cooling effect.

        (1) ROTOR RECESS

        A recess provided in each rotor flank is called the rotor recess. Its volume determines the compression ratio of the engine. Moreover, its configuration and location have a great effect on the combustion characteristics of the engine, as described in 4. 5.

        Therefore, an optimum rotor recess has been selected to meet the particular requirements for output performance, fuel consumption performance, driveability exhaust gas, etc. of the engine.

        The rotor recess may be machined by numerically controlled machines or copying grinders. In general, it is precision cast eliminating the need of machining.

        ( 2 ) ROTOR LAND

        A projection provided on the side face of the rotor is called the rotor land that defines the position of contact between the rotor and the side housing for most favorable lubrication.

        The land is generally located on the inner side of the oil seal where sufficient lubricating oil can be

        19 -

        supplied and the sliding speed over the side housing is small.

        The top face of the land is tapered for better lubricating effect.

        The projection of the rotor land is generally set at O. 1- O. 15 mm , A smaller projection will cause the part other than the rotor land to contact with the side housing when the rotor leans, while a greater projection will increase the area of the side seal directly exposed to combustion gas causing gas leak, seal temperature rise, etc.

        The clearance between the rotor land and the side housing is generally set at 0.1-0.2 mm to prevent the two parts from sticking together as well as to keep to a minimum noise due to inclination and axial movement of the rotor.

        (3) BLOW-BY GAS RECOVERY GROOVE

        A difference in pressure of blow-by gas leaked into both side spaces of the rotor from the side seals and corner seals will press the rotor to one side in the side housing.

        To eliminate such a pressure difference, a balancing hole connecting the two side spaces may be cut in

        -S;h=!

        'Jfu? ",,," gas recovery - /P;

        /~Ojl seal_// /1

        Fig. 3.2 Blow-by gas recovery groove

        1 OOOrpm at wide open throttle

        ~ 1.0

        o Top dead center

        Bottom dead center

        Top dead center

        Fig. 3.3 Comparison of rotor side face pressure

        the rotor. However, the result will be a complicated structure and increased weight of the rotor. Instead of this balance hole, a blow-by gas recovery groove has been provided, as shown in Fig. 3.2.

        The blow-by gas leaked into both side spaces will be recovered into the side intake port through this groove.

        Such a blow-by gas recovery groove will also reduce the variation in gas pressure in the rotor side spaces and stabilize the oil sealing function.

        3.1.2

        ROTOR MATERIAL

        The requirements for the rotor material are: (1) higher fatigue strength at high temperature; (2) smaller thermal expansion coefficient; (3) higher wear resistance ; and (4) better castability and workability; etc. In general, nodular graphite cast iron is used.

        However, from the viewpoint of the rotor weight, this nodular graphite cast iron has the disadvantage of its greater specific gravity.

        Less weight of the rotor will reduce the load on its bearing, which is effective to obtain a wider range of allowable engine speed.

        For that purpose, the development of a rotor using light weight material such as aluminum alloys, etc. is

        under way.

        3. 2 CONSTRUCTION OF HOUSING

        The housing of the rotary engine, corresponding to the cylinder block and cylinder head of the reciprocating engine, is composed of a rotor housing and its side housings forming the side walls.

        Fig. 3.4 shows the construction of the housing

        of the rotary engine.

        1

        In the reciprocating engine, each stroke for in-

        take, compression, expansion and exhaust takes place in the same space. The heat load on its cylinder head and

        3.2.1

        ROTOR HOUSING

        Fig. 3.4 Construction of housing

        - 20-

        ,..._..6000rpm "-"4 000 rpm 0---02000rpm

        Water temperature 90'C

        Fig. 3.5 Temperature distribution of inner surface of rotor housing

        cylinder block is relatively evenly distributed.

        In the rotary engine, on the other hand, the working chamber moves as the stroke proceeds. The space for the intake stroke in the housing is always cooled by fresh air, while that for the expansion stroke is alw.-ays exposed to high temperature and high pressure.

        Furthermore, pressure due to centrifugal force of the apex seal and gas pressure acts on the inner surface of the rotor housing, always showing a greater val;,e on a particular position.

        Fig. 3.5 shows an example of the temperature distribution over the inner surface of the rotor housing.

        As shown, the housing is subject to different temperature and pressure with a great difference on different areas over its surface. Therefore, the following items have been taken into consideration for material, structare, surface treatment, etc. of the rotor housing:

        ( 1) To provide a strength sufficient to withstand mechanical stresses to be caused by combustion pressure, fastening bolts, etc.

        ( 2 ) To minimize the temperature difference as well as to withstand the thermal stress to be caused due to uneven temperature distribution. Especially, to secure sufficient means for cooling and lubrication in the vicinity of the spark plug hole to be exposed to the highest temperature.

        ( 3 ) To minimize deformation of the inner surface of the rotor housing, thereby preventing gas leak at the apex seal leading to a reduction in engine performance.

        ( I) BASIC STRUCTURE

        The apex seal slides over the inner surface of the rotor housing. To reduce wear in the apex seal, the inner surface of the rotor housing is formed by a peritrochoid curve, geometrically, as determined, that has been parallel transferred outward by a fixed distance.

        Exhaust

        plug hole

        Fig. 3. 6 Construction of rotor housing

        Passages for cooling air or water are provided around the outside of the inner surface of the rotor housing. Ribs or fins are also provided for higher rigidity and better cooling effect. Further, in the rotor housing, spark plug holes, an exhaust port, etc. are provided at their respective optimum positions meeting the requirements for engine characteristics.

        Fig. 3. 6 shows an example of the structure of the rotor housing.

        The cooling method for the rotor housing can be classified into the circumferential flow cooling system and the axial flow cooling system depending on the direction of flow of the cooling medium.

        In the circumferential flow cooling system, air or water flows around the outer side of the trochoid. Fig. 3. 7 shows an example of the rotor housing for circumferential flow cooling.

        In the axial cooling system, air or water flows through the outer side of the trochoid in the axial direction.

        Fig. 3.8 shows examples of the rotor housing structure for water cooling (a) and air cooling (b).

        For automobiles, the axial flow water cooling

        Fig. 3.7 Construction of circumferential flow-type water cooled rotor housing

        _,. 21 --

        (a) Water cooling type

        Fig. 3.8 Construction of axial flow-type cooling of rotor housing

        (b) air cooling type

        system is generally applied because of its relatively easy manufacturing.

        ( 2 ) MATERIAL

        Since the rotor housing is subjected to a much hi. gher heat load than the side housing, its material must be of high strength, small thermal expansion coeficient and high heat conductivity.

        In general, gamma silmin aluminum alloy is used for the rotor housing.

        Fig. 3.9 shows a comparison of temperature distribution of cast iron and aluminum alloy rotor housings.

        The cast iron rotor housing of low heat conductivity shows its highest temperature approximately 150°C higher than that of the aluminum alloy rotor housing, exceeding the critical temperature for maintaining lubricating oil film.

        However, cast iron has a smaller thermal expansion coefficient than aluminum alloy causing less thermal deformation and is lower in cost.

        Therefore, further studies are being conducted for improving the housing structure.

        For the aluminum alloy housing, its inner surface

        I

        ~ Cast irm

        ~ 4 Alumirun alloy

        Fi~. 3.9 Comparison of temperature distribution

        over which the apex seal slides has been chrome plated for higher wear resistance. To improve the adhesive property of chrome plating, a new manufacturing method, called SIP (Sheet-metal Insert Process), has been developed.

        In this method, a sheet of steel formed to the trochoid is inserted inside the rotor housing and its inner surface is hard-chrome plated. The outer surface of the sheet is provided with a fine-saw-toothlike cut for a better bond to the aluminum alloy.

        Fig. 3. 10 shows its cross sectional structure.

        Steel sheet (Enlarged)

        Fig. 3.10 Cross-sectional structure of SIP rotor housing

        (3) INNER SURF ACE TREATMENT OF HOUSING

        In the early stage of development of the rotary engine, the greatest obstruction encountered was chatter marks caused on the inner surface of the rotor housing. The chatter marks were caused by frictional vibration of the apex seal and greatly affected the durability of the engine.

        To solve this problem. a long period of time was spent on the study of the apex seal material and the configuration to be used. and on the inner surface treatment of the rotor housing.

        As a result, it has proved effective to use hard chrome plating, nickel plating containing silicon carbide

        - 22-

        -

        Fig. 3.11 Structure if porous chrome-plated surface

        particle (Nickasil, Elnisil), spraying of combined carbide or molybdenum alloy, etc.

        The hard chrome plating is usually performed over a steel sheet layer in the SIP method, as abovernentioned, since the direct chrome plating on aluminum alloy results in poor adhesive property and strength.

        Further, to improve the maintenance property of lobricating oil film, small holes or grooves may be mechanically cut in the chrome plated surface, or the surface may be porous-chrome plated electrically.

        Fig. 3. 11 shows the porous chrome plated surface.

        (.( ) SP ARK PLUG THROUGH HOLE

        The spark plug of the rotary engine must be located on the outer side of the inner surface of the rotor housing so as to avoid contact with the apex seal and rotor. Therefore, a through hole is cut in the rotor housing connecting the spark plug to the working chamber.

        Since the location of the spark plug through hole has a great effect on combustion efficiency, ignitability, etc. its optimum location is to be selected also in relation to the rotor recess.

        For automobile engines, a two-spark plug system, one spark plug installed on the trailing side (retarded side) and the other on the leading side (advanced side) of the minor axis, is generally used to obtain better combustion efficiency over a wider range of operating conditions.

        Although a large diameter plug through hole is advantageous to ignitability, gas may leak due to a pressure difference between the two adjacent working chambers caused when the apex seal passes over the hole. For this reason, a greater diameter is used for the leading side hole of the minor axis where the pressure in both working chambers nearly balances and a smaller diameter for the trailing side hole where a greater pressure difference develops.

        The area in the vicinity of the spark plug through hole is heated to the highest temperature in the rotor housing and is subject to severe thermal stress. The lubricating oil film is liable to be eroded away when the apex seal is pressed against the inner surface of the rotor housing due to the high pressure of the combust-

        Fig. 3.12 Pressure difference between adjacent working chambers

        ion gas.

        Therefore, special considerations have been given to mechanical strength, cooling and lubrication in the vicinity of the spark plug through hole.

        3. 2. 2 SIDE HOUSING

        The side housing has sliding surfaces for the corner seals, side seals and oil seals. It is subject to gas pressure and temperature difference in its areas, as well as the rotor housing. However, the lubricating condition of the side housing is not so severe as that of the rotor housing because of its smaller heat load, circumferential velocity and contact pressure of the sliding seals.

        ( 1) BASIC STRUCTURE

        Fig. 3. 13 shows the cross-sectional structure of an axial-flow water-cooled side housing.

        The side housing is provided with an intake port.

        Its interior is hollow forming a cooling water passage. Ribs are arranged therein for higher rigidity and better cooling effect.

        Also, in the central part of the side housing, a lubricating oil passage is provided for the rotor interior cooling oil returning to the oil pan.

        Further, a secondary air or EGR gas passage may be provided for cleaner exhaust gas.

        Fig. 3.13 Cross-sectional structure of axial flow type watercooled side housing

        (2) MATERIAL AND SLIDING SURF ACE TREATMENT

        For the side housing, cast iron or aluminum alloy may be used. Generally, cast iron of low cost is used because of its smaller heat load than that of the rotor

        ~ 23-

        (Sprayed cross-sect i on)

        Fig. 3.14 Carbon steel sprayed side housing

        housing.

        For a cast iron side housing used in an engine operating under relatively light load, no special surface treatment is required; provided the sliding surface has been sufficiently finished and the material for gas and oil seals properly selected.

        On the other hand, for a high power engine subject to high heat loads, the sliding surface is hardened by nitrization, induction hardening, etc.

        Aluminum alloy is generally advantageous to the phases of cooling and lighter weight, but poor in wear resistance thus requiring treatment by metal spraying, etc. on the sliding surface. In such a case, an effective method to improve the adhesive property on the aluminum alloy is to first spray on molybdenum over which carbon steel is then sprayed.

        Fig. 3. 14 shows the sliding surface of a side housing thus treated.

        However, metal spraying causes prob'ems in the working environment. Therefore, methods of bonding a steel sheet over aluminum alloy and of forming a hardened layer over the surface by chemical treatment, etc. are being studied.

        3. 3 PHASING GEAR MECHANISM

        The rotary engine is equipped with a phasing gear mechanism for accurate control of the rotary motion of the rotor.

        The phasing gear consists of an external gear (stationary gear) fixed on the side housing and an internal gear (rotor gear) installed in the rotor, corresponding respectively to the peritrochoid generating base circle and

        rolling circle, as described in 2. 1.

        These phasing gears are meshed at the rotating ratio 1 : 3 of the rotor to the output shaft. The rotor apex draws a trochoid curve that is the basic curve for the inner surface of the rotor housing.

        3. 3. 1 BASIC STRUCTURE OF PHASING GEAR

        For phasing gears, the profile shifted spur gearing is generally used.

        The stationary and rotor gears are designed for a gear ratio 2 : 3 and for their pitch diameters 4e and 6e, respectively, so that the center distance will be equal to the eccentricity e of the trochoid.

        The normal backlash for the gearing is determined considering the clearances between the journals and the rotor shaft and main shaft bearings.

        The stationary gear s solid with the main shaft bearing housing, as shown in Fig. 3.15, which .s generally press fit and bolted to the side housing.

        The spring constant of the stationary gear itself is closely related with the magnitude of gear load and the point of resonance. Therefore. considerations have been given to the thickness and shape of the stationary gear for sufficient fatigue strength and proper rigidity.

        The rotor gear is usually in the shape of a ring gear, as shown in Fig. 3.1.

        The rotor gear may be bolted to the rotor, but. in general, spring pins are used for its flexibility to abo sorb gear load, as shown in Fig. 3. 16.

        The side faces of the rotor gear also often play the role of the rotor land that governs the axial movement of the rotor. Provisions have been made for face shape and lubricating to prevent seizure with the

        Fig. 3.15 Stationary zear

        Fig. 3. 16 Rotor gear installed with spring pins

        I

        -24-

        side housing.

        The gear material is normally S 45 C or equivalent of carbon steel conditioned for mechanical structure. For particular specifications for a racing car engine, alloy steel or surface hardened material are used to increase fatigue strength.

        3. 3. 2 TOOTH LOAD

        Various concepts have been proposed on the generating mechanism of tooth load and some of them theoretically analyzed. In general, the following factors are thought to be the possible causes of generating a tangential load on the tooth:

        ( 1) Variation in the rotor speed.

        ( 2) Unbalanced inertia force in the revolution

        system.

        ( 3 ) Clearance between bearings and journals. ( 4) Deflection in the output shaft.

        ( 5) Errors in gear cutting and in installation of gears.

        Fig. 3.17 shows an example of measurement of tooth load on the stationary gear.

        The tooth load tends to increase as the engine speed and load increases, and has the point of resonance showing the maximum value to the engine speeds.

        To reduce the tooth load, the effective method is to relieve the above factors generating the load. Further effective methods may be to give flexibility to the phasing gears allowing them to absorb the tooth load, or to move the point of resonance out of the range of normal engine speed by changing the spring constant of the gear itself.

        Moreover, the tooth load will be affected depending on the condition of combustion and an the characteristics of the power transmission system.

        Fig. 3.18 shows a comparison of tooth load between the single-and dual-spark plugged engines.

        Also, a similar effect is apparent due to change in the spark plug position and the rotor recess configura-

        500
        400 ]
        300 .rs
        e
        200 1
        0
        z
        2f
        "0
        .2 -400 -8
        ..'01
        "@
        -500 c.
        c.
        0 Fig. 3.17 Gear load (at W.O.T.)

        ~1 S x 9

        0
        ,
        f
        I
        o-- ... --<> Trailing spark plug I
        I-- only
        I
        I-- 0--0--0 T wo·spark plugs J
        I
        I
        7
        I
        f .....
        I
        , ~ L/
        k ," V'" 8

        2

        o 23456789

        Engine speed (rpm) ( X 103)

        Fig. 3. HI Comparison of gear load

        ~7 S

        .2.6

        !£_ t-
        r\ [7\ 17:
        I
        I
        / ~ I" -
        I I
        I ,.. ... -
        I
        I
        ./- cd'
        ~ ~ V --o---¢-Manual transmission
        -----Automatic transmission
        I I I I "0

        24

        o

        2

        3 4 5 6

        Engire speed (rpm)

        7 8 ( XlO')

        Fig. 3.19 Comparison of gear load

        tion. Abnormal combustion such as knocking, preignition, etc. will further greatly increase the tooth load.

        Fig. 3.19 shows a comparison of tooth load between the manual and automatic transmissions.

        When an automatic transmission is installed, the tooth load is greatly reduced. This indicates that the tooth load will be also greatly affected by damping capacity and inertia force of the power plant to be installed.

        3. 4 OUTPUT SHAFT SYSTEM AND BEARINGS

        The output shaft of the rotary engine corresponds

        Fig. 3. 20 Construction of output shaft

        - 25-

        Fig. 3.21 Construction of output shaft

        I

        t

        to the crank shaft of the reciprocating engine. It functions to generate a turning force by receiving the combustion pressure applied on the rotor journal eccentric to the center of rotation.

        Fig. 3. 20 shows the output shaft system for a 2- rotor engine.

        The output shaft is supported by the main bearings incorporated in the front and rear stationary gears. A balance weight, an auxiliary equipment driving gear, V -belt pulley. etc., are installed on the front part; and a flywheel on the rear.

        3. 4. 1 STRUCTURE OF OUTPUT SHAFf

        Fig. 3.21 shows the structure of the output shaft of a z-rotor engine.

        The rotor journal is eccentric to the center of rotation of the output shaft by the eccentricity e of the trochoid.

        A lubricating oil passage running through the output shaft is provided to supply oil to the bearings and the rotor interior.

        The diameter of each journal is determined considering the design of the phasing gears, arrangement of seals. bending rigidity of the output shaft, etc.

        The output shaft has considerably higher rigidity than that of the crank shaft of the reciprocating engine, requiring no consideration about torsional vibration, in general.

        The output shaft material is normally a forged chrome steel, chromemolybdenum steel, etc. of high bending rigidity, and each journal is hardened.

        3. 4. 2 BALANCE OF INERTIA FORCE

        To balance the inertia force caused by the moving parts, in general, the balance of both rotating mass and reciprocating mass must be fundamentally considered.

        Of the two. the rotating mass can be completely balanced by a counterweight.

        On the other hand, the reciprocating mass leaves an unbalanced inertia force and an unbalanced couple of inertia which cannot be removed by a counterweight. They increase in proportion to the square of the engine speed.

        If such unbalanced forces remain, a reaction force or a reaction moment resisting them will consequentially act on the main bearing. Its magnitude and dire-

        Conterweight I

        f---_:a::__----I _ _:b::_____...j Counterweight

        L

        Fig. 3.22 Arrangement of counterweight

        ction will be regularly changed to become a cause of vibration that will restrict the allowable engine speed.

        Having no reciprocating mass, the rotary engine can be completely balanced only by considering the balance of the rotating mass.

        The capacity of the counterweight required for a complete balance of a single-rotor engine can be determined, as follows:

        As shown in Fig. 3.22, in which

        M: mass of the rotor (including seals and rotor cooling oil) and eccentric mass of rotor journal

        e· eccentricity of rotor journal

        w: angular velocity of output shaft

        mF,YF and m«. YR: capacity of each counterweight to be installed on front and rear ends of output shaft

        The total sum of centrifugal forces 1F is IF=Mew'- (mr YF+mR" YR)W'

        From the condition of static balance };F=O,

        Me=mrYF+mR"YR (3.1)

        The total sum of couples l'Mp with respect to Point P on the output shaft is

        l'Mp=mR·YR"bw'-mrrraw2

        From the condition of dynamic balance };Jllp=O,

        mR·YR·b=mrYp-a (3.2)

        From Eqs. (3. 1) and (3. 2), the capacity of each counterweight can be obtained, as

        b

        mrYF= a+a b Mel

        ..................... (3.3)

        mR·YR=--b-Me a+

        - 26-

        -

        M: rotor mass, e: eccentricity, m,r, .m.r. :capacity of cOll1telWeight for perfect balace

        No. of rotor

        OJtput shaft

        Balancing condition

        --

        1

        Fig. 3. 24 Arrangement of counterweight

        Fig, 3.23 shows the typical balancing condition and arrangement of counterweights for single to four rotors.

        For the actual engine, the rear counterweight is generally made solid with the flywheel, as shown in Fig, 3.24

        I-rotor

        2-rotor

        3-rotof

        4-rotor

        Rotor & countelWeight (clockwise rotation)

        (8=30')

        (8=45')

        Fig. 3. 23 Balancing condition of rotary engine

        Rear counterwei ght

        Balance hole

        3. 4. 3 BEARINGS AND BEARING LOADS

        For the main and rotor bearings in small sized engines, ball and roller bearings are mostly used.

        For automobile engines to be operated over a wide range of revolutions under severe load conditions, plain bearings of babbit metal or aluminum alloy are generally used, as shown in Fig. 3.1.

        Fig, 3. 25 shows the characteristics of load on the main bearing of a rotary engine.

        In the rotary engine, the inertia force of its moving parts can be completely balanced. The load acting on the main bearing is fundamentally only the element in the center direction of the burned gas pressure applied on the rotor.

        On the rotor bearing, the burned gas pressure applied on the rotor and centrifugal force caused by the planetary motion of the rotor will be applied.

        Since these two forces act nearly in opposition to each other, the load on the rotor bearing to the engine speed has characteristics as shown in Fig. 3. 26.

        This graph has been prepared by plotting the

        -1:'/-

        Fig. 3.25 Main bearing load

        280 260 240

        Engi", : 6540: I-~ot()( I
        Indicated rrean effective
        pressure: 12kg/cm2 I
        II
        /
        I

        \ I
        0 \v
        0
        0 !220 ~200 ~laO

        ~ 160

        <n

        14 12 10 4 5

        6 7 8 9 10

        Engre s~e(!'(rpm) (x 10')

        Fig. 3. 26 Main bearing load

        maximum value of bearing loads at each engine speed specified, indicating that the greater effect of gas pressure in the low speed range and that of centrifugal force in the high speed range are apparent.

        3. 5 GAS SEALING MECHANISM

        The gas sealing mechanism for the rotary engine corresponds to the piston and compression rings of the reciprocating engine. It is composed of three-dimensionally combined seals with specially devised connections to cover a relatively larger area to be sealed.

        The gas seals are subject to greater loads including heat load. Sufficient consideration must be given to their material, configuration, and the material and surface treatment of the sliding surfaces (Fig. 3. 27).

        3. 5. 1 CONSTRUCTION OF GAS SEALING MECHANISM

        The gas sealing mechanism for the rotary engine consists of a side seal corresponding to the compression ring of the reciprocating engine, an apex seal to seal each working chamber from its adjacent ones, and a corner seal used at the junction of the above two seals.

        Side seal

        Fig. 3.27 Construction of gas seal

        Each seal is provided with a spring on its back side which will allow the seal to keep close contact with the surface to be sealed even when it is worn.

        In such a manner, the gas sealing mechanism for the NSU-Wankel type rotary engine can make each working chamber completely independent from the others with continuous seals to keep it gas-tight. This type of gas sealing mechanism is also called "Wankel-Grid."

        3. 5. 2 APEX SEAL

        The apex seal is provided on each apex of the rotor to keep each working chamber gas-tight. For the peripheral port, it also plays the roles of both intake and exhaust valves, which is an important part unique to the rotary engine. Since it is directly exposed to high pressure combustion gas and subject to various kinds of restraint involved in the planetary motion, most efforts have been concentrated on the study of its performance and durability.

        ( 1) SEALING FUNCTION OF APEX SEAL

        As shown in Fig. 3. 28, the apex seal functions with its top and side to achieve gastightness. The top of the apex seal is pressed against the inner surface of the trochoid by the gas pressure and the spring tension acting on its bottom, and its side against one side of its groove by the gas pressure acting on the other side.

        When thermal deformation and errors in manufacture of the seal and the housing are considered, a geometrical clearance to some extent between the seal end face and the side housing will be required. The use of a split-type apex seal can reduce such clearance to a minimum.

        The apex seal keeps completely independent and

        Direction of rotor rotation

        Fig. 3.28 Gastight mechanism of apex seal

        - 28-

        gastight each of the three working chambers in which the heat cycle is continuously repeated. Each working chamber functions with a phase difference of 3600, causing a pressure difference between the two adjacent working chambers.

        Fig. 3.12 shows the distribution of the pressure difference between the two adjacent chambers.

        The pressure in a working chamber in the combustion stroke is higher than that in the compression stroke till the apex seal slightly passes the minor axis. Such a difference will soon disappear bringing a higher pressure to the working chamber in the compression stroke.

        This means that the variation in gas pressure acting on the side of the apex seal will cause it to move back and forth in its groove.

        In addition to this gas pressure. various kinds of inertia force to be caused by the planetary motion of the apex seal with the rotor must be taken into consideration with respect to the motion of the apex seal in its groove.

        ( 2 ) FORCES ACTING ON APEX SEAL

        The sliding velocity of the apex seal over the inner surface of the rotor housing is expressed, as described in 2.6.1, by

        W ( 2 )1/2

        V="3 ge2+ R2+6eRcos"3a

        where v: sliding velocity

        W' angular speed of output shaft a: angle of output shaft

        Fig. 3. 29 shows the distribution of sliding velocity of the apex seal in comparison with that of the compression ring of the reciprocating engine.

        The rotary engine shows a smaller difference between the maximum and minimum values, that is, a smaller change in velocity.

        In case of the reciprocating engine, the piston in reciprocating motion reverses in its sliding direction each time it reaches its top and bottom dead center. On the other hand, the rotary engine provides the sliding speed

        Fig. 3.29 Sliding velocity of apex seal

        continuously changing in the same direction of rotation, which is also advantageous to the formation of oil film.

        Such speed change of the apex seal indicates that centrifugal and inertia forces are acting on it.

        The radial centrifugal force F, of the rotor and the normal inertia force to its radius F; can be expressed, as

        Fr= W .w2.(!_+e.cos~a)

        g 9 3

        F W 2 - 2

        n=-'W ·e·SIll-a

        g 3

        where W: weight of apex seal

        r: distance between the center of gravity of apex seal and the center of rotor F, becomes maximum and minimum on the major and minor axes of the trochoid, respectively,

        Frmax= ~ .w2.(; +e)

        Frm1n= ~ .w2-(; -e)

        Since generally ; <e. F, min will become a centripetal force from the centrifugal force between the major and minor axes.

        The apex seal spring is designed to overcome such centripetal force and to provide the seal with positive contact pressure.

        ( 3 ) CONFIGURATION OF APEX SEAL

        Various configurations for the apex seal have been devised and studied for improving its gastightness. However, from the viewpoint of durability, productivity and installation, excessively complicated configuration or construction is not practical. Fig. 3. 30 shows the three typical types of the apex seal, of which (a) is the simplest solid type.

        (C)~

        [~ ~J
        Solid-type apex seal
        [:s: ZJ
        Split-type apex seal
        ~ ~ Split-type apex seal

        Fig. 3.30 Configurations of apex seal

        ( 4) MATERIAL OF APEX SEAL

        Durability of the apex seal is closely related to the inner surface of the rotor housing. To prevent wavy wear on the inner surface of the rotor housing, called chatter marks, many kinds of material have been studied.

        Self-lubricating special carbon material has been often used against the chrome-plated inner surface of

        - 29-

        Electron beam

        \_ Material (special cast iron)

        Base

        Fig. 3.31 Metal apex seal

        the rotor housing. As the chrome-plating and metal surface treatment techniques progressed, a metal seal of special cast iron as base metal, chilled by electron beam, began to be mostly used against the porous chromeplated inner surface of the rotor housing (Fig. 3.31). Besides, there were cases in which compound Ni-SiC plating performed on the inner surface of the rotor housing and the apex seal of special sintered alloy were used.

        3. 5. 3 SIDE SEAL AND CORNER SEAL

        The side seal of special cast iron, sintered alloy, etc. is instalied on the rotor side to prevent the high pressure gas in the working chamber from leaking into the side space of the rotor. It contacts the sliding face of the side housing and may pass inside the locus of the oil seal, which is more advantageous to lubrication than that of other gas seals. A clearance of approximately O. 05 -0. 15 mm is provided at its junction with the corner seal, allowing for possible thermal expansion.

        The corner seal keeps gastight the junction of the apex seal and the side seal. To keep gastight with the side of the rotor seal hole, it is necessary to give as smali a clearance as possible between the seal hole and the seal diameter. Too small a clearance will seize the corner seal in the hole. Therefore, the corner seal may be made flexible, as shown in Fig. 3. 32.

        Provision has been made for the corner seal to be free inside the seal hole even with a small clearance by reducing its radial rigidity.

        The corner seal is generally of special cast iron with its outer surface chrome-plated to improve wear resistance of the seal diameter and the rotor seal hole.

        Fig. 3. 32 Configuration of corner seal

        I

        3.6 INTAKE AND EXHAUST MECHANISM

        The working chamber of the rotary engine moves in the housing as its volume is varied. The intake and exhaust ports provided at appropriate locations in the housing assure proper exchange of gases.

        These intake and exhaust ports are automatically opened and closed by the rotor rotation, eliminating the need of the valve system as in the reciprocating engine. This has resulted in the characteristics of the rotary engine, such as simple construction, less mechanical noise and excellent high speed performance. etc.

        3.6.1 INTAKE AND EXHAUST PORT SYSTEM

        The intake and exhaust ports can be provided either in the rotor housing or the side housing (Fig. 3. 33). Providing ports in the rotor housing is called the peripheral port system (Fig. 3.33), and this system has the following features: CD The ports are opened and closed by the apex seal. Either port is always open to either of the working chambers. The port-open time to each working chamber in terms of the angle of rotation of the output shaft is greater than 360°, ® The two adjacent chambers are intercommunicated through the port while the apex seal passes over it. ® The direction of the flow of gas is the same as that of the rotor revolution, causing little resistance to the flow of gas.

        On the other hand, the intake ports provided in the side housing is called the side port system. This system has the following features: CD The contour of the intake port is subject to geometrical restrictions (Fig. 3.34). That is, the side seal and corner seal must clear the inner surface of the rotor housing over the specified distance to prevent them from dropping into the

        1!1" Fig. 3.33 Intake port system

        - 30-

        Fig. 3. 34 Profile of side intake port

        ports. Furthermore, the intake ports must be located outside the locus of the oil seal to prevent lubricating oil inside the oil seal from flowing into the port. ® The length of open-time of the port is shorter than that of the peripheral port by the time while the rotor side closes the former port. ® The direction of the flow of gas differing from that of the rotor causes a greater resistance to the flow of gas.

        Each location for the intake and exhaust ports are to be selected making full use of the advantages of the above side port and peripheral port systems.

        For the exhaust port, the peripheral port system is normally used.

        The reason for this is that the exhaust port of the side port system will cause a great amount of leak of high temperature exhaust gas into the rotor side space causing deterioration of the side and oil seals.

        For the intake port, the peripheral and side port systems are selected for the characteristics required for each engine.

        In the peripheral intake system, the longer opentime of the intake port and the same direction of the intake flow as that of the rotor revolution can contribute to a higher charging efficiency and output during high-speed or heavy loading operations. On the other hand, during low-speed or light loading operations, there arises a problem that the combustion will become unstable due to inclusion of a great amount of burned gas in intake gas caused by a longer overlap time of the opened intake and exhaust ports and by intercommunication between the adjacent working chambers in exhaustand intake-strokes when the apex seal passes over the port.

        In the side intake system, although its high-speed performance is lower than that of the peripheral intake system, the direction of intake normal to that of the rotor revolution easily generates swirl and the shorter overlap time between the intake and exhaust ports results in stable combustion even during low-speed or light loading operations.

        Therefore, for racing engines, etc. which put great emphasis on high-speed performance, the peripheral intake system is used. On the other hand, the side in-

        take system is used for automobile engines for general use which require balanced performance over a wide range of operation from low to high speeds.

        3. 6. 2 PORT TIMING

        The closing time and opening area of the intake port has a great effect on the performance characteristics of the engine. For higher full-open output performance a longer open-time and a greater open-area is required ; while, for better operating performance at lowspeed and light loading, a minimum possible overlap of the intake and exhaust ports is required.

        Fig. 3.35 shows the relation between the closing time and opening area in each port system.

        The peripheral system is generally used for the exhaust port. Its opening time cannot be excessively advanced in view of the thermal efficiency. Therefore, an appropriate closing time is to be determined so as to secure a sufficient opening area.

        The intake port is also required to have a maximum possible opening time and area. An excessively retarded closing time will, on the contrary, result in a lower charging efficiency because the mixture drawn in will be forced back into the intake port.

        Thus, in the peripheral intake system, the opening time will have to be advanced also to secure a sufficient opening area, leading to a greater overlap with the exhaust port.

        In the side intake system, the intake port will be opened after the top dead center of the exhaust-stroke, causing a smaller overlap with the exhaust port but a shorter opening time and a smaller freedom of the opening area. Therefore, it is often the case with the side intake system that the intake port is provided in both

        -" .2l
        ~ ~ t Ii ~
        16 ~
        :§ -s 1 i
        j E
        c. ~ ~ ~
        ~
        ioo ExIwst CaalJressioo Fig. 3. 35 Port timing

        Fig. 3. 36 Beginning of intake

        -31-

        Fig. 3.37 Fins arranged for circumferential flow air cooling system

        side housings.

        Further, the side intake port timing is usually discussed on the basis of the profile of the rotor. In practice, the port is timed by the side seal because of a clearance lying between the rotor side and the side housing, as shown in Fig. 3. 36. To minimize the overlap with the exhaust port, both the distance between the side seal and the rotor profile and the clearance between the rotor side and the side housing must be minimized.

        3. 7 COOLING SYSTEM

        In the rotary engine, the strokes of intake, compression, expansion and exhaust are performed in their respective fixed positions causing a great temperature difference between the stroke positions of the housing. The temperature on the inner surface of the housing greatly affects the formation of lubricating oil film, and gastightness by the seal will be reduced due to thermal deformation.

        For the housing cooling system it is important to minimize the temperature difference over the housing to prevent local thermal stresses and deformations as well as reducing its highest temperature.

        The rotor is also exposed to burned gas over a wider area than that of the piston of the reciprocating engine. Its temperature greatly affects the durability of the seals installed on the rotor and knocking of the engine. For this reason, the rotor also requires a cooling system.

        3. 7. 1 COOLING SYSTEM FOR THE HOUSING

        ( 1) COOLING METHOD

        The cooling methods for the housing are generally classified into air and water cooling methods by the type of cooling medium used, and also into circumferential and axial flow types by the direction of flow of the cooling medium.

        Figs. 3. 37 and 3. 38 show the arrangements of fins for the circumferential and axial-flow air-cooling

        I

        Fig. 3.38 Fins arranged for axial flow type air cooling system

        systems for the housing, respectively.

        In the high temperature zone, a maximum number of the thinnest possible fins are provided to increase the radiating surface and wind speed for better cooling efficiency.

        Such air-cooling systems are used for small engines. For automobile engines of heavy heat load, the water cooling system is generally used,

        Figs. 3. 39 and 3. 40 show the cooling water passages within the housing of the circumferential and axial flow water cooling systems for the housing, respectively.

        In the circumferential flow type, the cooling water runs independently of each housing, being capable of

        Fig. 3.39 Cooling water passage for circumferential flow type water cooling system

        - 32-

        Fig. 3.40 Cooling water passage for axial flow type water cooling system

        reducing the temperature difference between the housings and suitable for multi-rotor engines such as 4-rotors, etc. However, manufacture of the rotor housing is made difficult due to its closed passage of cooling water. Therefore, in general, the axial type is used for automobile engines.

        The vicinity of the spark plug hole exposed to heavy heat load is provided with ribs and fins effectively arranged for increasing its radiating area. Higher flow speed of the cooling water also raises cooling efficiency. The low temperature area in the vicinity of the intake port is rather heated by the cooling water, instead.

        Thus, the wall temperature can be averaged over the housing and, at the same time, the mixture is preheated to increase vaporization and atomization.

        To raise such effects, high temperature exhaust gas may be further led to the low temperature area of the housing.

        Fig. 3.41 shows its construction. Fig. 3.42 shows a comparison of the wall temperature distribution of the

        Fig. 3.42 Comparison of wall temperature of rotor housing

        rotor housing preheated by exhaust gas and that is not preheated.

        ( 2) SEALING MECHANISM FOR COOLING WATER

        A sealing system is required to prevent the cooling water leaking from the fitted surfaces between the rotor housing and the side housing.

        For the circumferential flow type, the cooling water hole connecting the housing can be provided in areas avoiding the high temperature area. For the axial flow type, sealing is required along the entire trochoid periphery.

        The rotor housing and side housing show a difference in deformation due to different material, temperature, pressure, etc. To accommodate any deviation, a rubber seal ring is installed in the groove provided in the rotor housing.

        Since the burned gas from the working chamber enters into the sealed area, high heat resistant rubber is used for the seal. A protective layer of Teflon may be glued on the working chamber side.

        3. 7. 2 COOLING OF ROTOR

        The rotor is cooled by mixture in the intake-

        Fig. 3.41 Intake mixture heated by exhaust gas

        -

        - 33-

        -------

        stroke and heated by burned gas in the combustionstroke.

        The rotor is required to be cooled in view of durability of seals and knocking of the engine, but, desirably, to be kept at an appropriate high temperature in view of thermal efficiency.

        Water, being a cooling medium of highest cooling efficiency, cannot be used for cooling the rotor in planetary motion due to the difficulty of providing a perfect sealing mechanism on the rotor. Therefore, intake mixture or lubricating oil is used as a cooling medium.

        Fig. 3.43 shows the rotor cooling system by means of intake mixture. The mixture enters into the rotor from the side housing through a through -hole provided in the rotor side face and sucked into the working chamber through the side housing on the opposite side. During this process, the mixture cools the rotor and is, at the same time, preheated by the heated rotor which in turn pronotes vaporization and atomization of the mixture.

        This system requires no special heat exchanger, such as oil cooler, etc., and is suitable for small-sized light weight engines. However, the mixture cooling system requires a longer intake passage for the intake mixture, bringing about a problem of reduction in output due to increased suction resistance. For automobile engines, in general, the rotor cooling system by means of lubricating oil is used. Fig. 3.44 shows the behavior of lubricating oil inside the rotor.

        Lubricating oil is injected into the rotor through the output shaft. The oil runs eddying along the inner surface of the rotor to take heat from it according to the change in inertia force caused by the planetary motion of the rotor. Then, it flows out from the rotor by

        Fig. 3. 43 Rotor cooling by intake mixture

        L,nstantaooous center of inertia force Fig. 3.44 Behavior of lubricating oil inside the rotor

        the centripetal force toward the rotor center and is recovered in the oil pan through the side housing.

        When the oil temperature becomes too high it will have insufficient cooling effects on the rotor as well as reducing its viscosity and film strength.

        To maintain sufficient lubrication and cooling effect, a heat exchanger (oil cooler) is generally used for cooling the oil.

        The rotor surface temperature is higher on the leading side due to difference in burning condition. The trailing side temperature has a great influence on causing knocking. Therefore, consideration has been given to the arrangement for ribs provided inside the rotor so that the lubricating oil will be properly circulated through both leading and trailing sides.

        Fig. 3.45 shows the temperature distribution on the rotor surface.

        Fig. 3.46 shows a comparison of the rotor surface temperatures with and without cooling by means of lubricating oil.

        The temperature greatly changes according to the engine revolution. A more positive cooling is required over the range of higher revolutions, while no cooling is rather desirable in some range of low revolutions.

        For this purpose, in some engines, the supply of cooling lubricating oil into the rotor is controlled according to operating conditions.

        Fig. 3.47 shows a valve mechanism to control injection of lubricating oil according to the engine revolution. The control valve is installed on the output shaft. In slow revolutions, the injection passage of lubricating oil is closed by a spring force. As the revolutions increase, the centrifugal force and oil pressure applied on the ball will open the oil passage to inject oil into the rotor.

        170' 176'

        Fig. 3. 45 Temperature distribution of rotor surface

        ~ 220 Wide open throttle operation

        e

        1200 $180

        ~

        a 160

        ~

        2 3 4 5 6

        Engine speed (rpm) ( x 1IJ3 )

        Fig. 3.46 Comparison of temperature of rotor housing

        - 34-

        -

        Oil ~,

        ~,

        ~trol jet system

        Fig. 3.47 Control of lubricating oil injection

        e200 1180 E

        -l!l

        Wide opn tiTottle operation

        ~

        ~ 160 U\

        ~140L-~ __ ~ __ ~ __ ~ __ ~~~ 2 3 456 Engine speed (rpm) (x103)

        Fig. 3.48 Change in rotor surface temperature

        As shown in Fig. 3.48, the system is provided to control the rotor surface temperature at approximately the same for that in the low revolution region as for that in the high revolution region.

        Further, to maintain the optimum rotor temperature at all times, methods of changing the valve opening revolution and changing the quantity of injection according to oil temperature are also being studied.

        3.8 LUBRICATION SYSTEM

        The lubrication system for the rotary engine includes lubrication of gas seals and their sliding surfaces as well as main and rotor bearings, phase gears, etc. of the output shafting.

        Generally, in small-sized engines, the lubricating oil is pre-mixed with the fuel ("fueloil" lubrication) and supplied into the engine for simpler construction.

        In automobile engines, however, a combination of a forced-lubrication system for feeding the proper amount of oil only to the required points of the output shafting and a separate lubrication system for the gas seal sliding surfaces is used for covering the wide range of operation.

        3. 8. 1 LUBRICATION OF OUTPUT SHAFTING

        Fig. 3.49 shows an example of flow passage of lubricating oil in the forced lubrication system for the rotary engine.

        The automobile rotary engines are generally equipped with an oil cooler to prevent the lubricating oil from being overheated.

        In some rotary engines, an oil cooler is provided with a thermo-valve mechanism, as shown in Fig. 3. 50.

        Relief valve

        Bypass valve.

        Rotor bearing Oil jet -I-Main bearing

        "--C\.Itput shaft

        Pressure reguiator

        Pressure control valve

        Fig. 3. 49 Lubricating oil flow passage

        Iberrrc-valva

        Engine

        Fig. 3.50 Thermo-valve mechanism

        It is actuated to open the bypass in the oil cooler while the oil temperature is low, thereby preventing heat loss due to overcooling and shortening warming-up time of the engine.

        3. 8. 2 LUBRICATION OF GAS SEAL SLIDING SURFACE

        The lubricating oil supplied to gas seals and their sliding surfaces functions to improve gastightness by the gas seal as well as to lubricate them.

        There are two lubricating methods used: the premixed oil-fuel ("fueloil") lubrication system, and the separate lubrication system using a small oil pump.

        The "fueloil" lubrication system, of simple construction, is required to keep a high oil mixing ratio, which is liable to cause seizure of the seals by the products of combustion, fouling of spark plugs, generation of smoky exhaust, etc.

        For automobile engines that are subjected to a wide range of operating condtion, the separate lubrication system using a metering oil pump is generally used. It discharges a proper quantity of lubricating oil according to engine speeds and load engine.

        Figs. 3. 51 and 3. 52 show the construction of a variable stroke plunger type metering pump and its function, respectively.

        The discharge of the pump is proportional to engine speeds. The throttle lever of the carburetor is linked with the control lever of the pump. The height of the control cam of the pump is changed according to the load applied to adjust the stroke of the plunger,

        - 35-

        Pressure spring

        Adjust screw

        Fig. 3. 51 Construction of metering oil pump

        W"'iI~l~

        I~"'~~

        Blow·by gas recoerv

        Fig. 3. 53 Construction of oil seal

        90'

        o

        180'

        o

        270·

        (_)

        Fig. 3. 52 Operation of metering oil pump

        Width of lip

        Chrome·plated layer

        Fig. 3.54 Oil seal in motion

        Fig. 3. 55 Cross-section of oil seal

        that is, the quantity of discharge per revolution.

        3.8.3 OIL SEAL

        The forced lubrication system for the rotary engine is provided with oil seals to prevent the lubricating oil for its output shafting and for rotor cooling from leaking into the working chamber through the gap between the rotor side face and the side housing.

        Fig. 3.53 shows a typical construction of oil seals. The oil seals are installed in grooves provided in the rotor side face and pressed against the side housing by springs. The contacting part of the oil seal with the side housing is called the oil seal lip.

        "0" -rings are also incorporated with the oil seals to prevent the lubricating oil from leaking through the bottom of the oil seal grooves.

        Fig. 3. 54 shows the motion of the oil seal. The oil seal lip in motion scrapes oil film when it moves inward and rides on the oil film when it moves outward.

        For this purpose, the lip is tapered as shown in Fig. 3.55.

        The surface pressure of the lip greatly affects the oil seal performance. Its lower surface pressure will reduce the scraping function of the oil film, while its higher surface pressure will reduce the riding function on the oil film. Therefore, the oil seal is required to be com-

        posed of a lip with a proper angle and width and an oil seal spring of a proper load.

        The worn oil seal lip shows a wider lip width, which may reduce its surface pressure leading to deterioration of the oil seal performance. To prevent this by improving the wear resistance of the oil seal, high chrome cast iron is used for the seal material and the inner surface of the rotor is hard chrome plated. Furthermore, the wear resistance of the oil seal is greatly affected by the material and surface treatment of the sliding surface. In many cases, the surface of the side housing is metal sprayed or soft nitrided.

        References:

        1) Kenichi Yamamoto: Rotary Engine, Nikkan Kogyo Shimbunsha (1969)

        2) W.D. Bensinger: Rotationskolben- Verbrennungsmotoren, Springel- Verlag (1973)

        3) R.F. Ansdale: The Wankel RC Engine, London lliffe Books Ltd. (1968)

        4) Kenichi Yamamoto: Basic Structures and Functions of Rotary Engine, Parts 1 & 2, No. 86 & 87, Vol. 8, Nainenkikan, Sankaido (1969)

        -36-

        CHAPTER 4

        PERFORMANCE AND COMBUSTION

        The rotary engine can be treated and evaluated with respect to performance characteristics as a displacement type internal combustion engine of four-stroke, one-cycle similar to the reciprocating engine.

        However, the rotary engine has unique performance characteristics inherited from the features of its construction such as no reciprocating parts, a flat type working chamber with a high ratio of surface to volume, the rotation of the working chamber as the rotor rotates, and working time of each stroke 1. 5 times longer than that of the reciprocating engine, etc.

        Furthermore, the rotary engine also has different characteristics from those of the reciprocating engine in conjunction with the freedom of selection of principal components such as the intake-exhaust system, rotor recess, gas seals, ignition system, etc., and their effects on engine performance.

        This chapter describes various devices and considerations being given to promote the practicability of the rotary engine according to its application as well as its fundamental performance characteristics and the effects of its principal components on engine performance.

        4. 1 PERFORMANCE CHARACTERISTICS

        4.1.1 CALCULATION OF OUTPUT

        In the rotary engine, one revolution of the rotor (three revolutions of the output shaft) completes one cycle of the four strokes of intake, compression, combustion and exhaust of each of the three working chambers. Therefore, since one revolution of the output shaft provides one combustion stroke, the output performance of the rotary engine can be calculated by the formulas given in Ta hIe 4. 1.

        4. 1. 2 FRICTION LOSS

        Fig. 4. 1 shows a comparison of friction loss between the rotary engine and the reciprocating engine.

        The rotary engine shows lower values of friction loss even in the high -speed range because of the absence of a mass of reciprocating motion.

        Fig. 4. 2 shows the analysis of friction loss. To reduce the sliding friction of the gas and

        Table 4. 1 Formulas for calculating rotary engine output

        Total displacement V=Z· VII

        V( e ) Z: number of rotors

        V H : Volume of single working chamber (e)

        Indicated mean effective pressure

        Pm; (kg/em")

        Pm; =_1_. J {1 = 10800 PdVI

        VH 0=00

        P: gas pressure in working chamber (kg/ems) o : output shaft angle of rotation

        V. : Volume of single working chamber when output shaft angle of rotation is (10 (e)

        Indicated horsepower Ni(PS)

        V·n Ni=Pmi'-- 450

        n : number of revolutions of output shaft (rpm)

        Shaft horsepower Ne(PS)

        v-» v-»

        Ne=7jm·Ni=1/m·Pmi--=Pme--

        450 450

        7j : mechanical efficiency

        Net mean effective pressure Pme(kg/cm2)

        450·N, V'n

        Shaft torque Te(kg'm)

        r,

        10V·Pme 2:or

        4500·Ne 2lr'n

        - 37-

        4.0

        Recipro. engine -.;' I
        (J mOcc)
        ./ /
        /
        •• V
        r/ ~
        .I~ r---Rotary engine
        (500cc x 2 - rotor)
        r ~ 3.5

        <..> <, co

        ~ 3.0

        I

        .5 2.5

        ~

        c:

        ~ 2.0

        ~

        e

        to

        1.5

        1.0

        2

        3

        4

        5

        6

        Engine speed (rpm) ( x 103 ) Fig. 4. 1 Comparison of friction loss

        4.0rr---,----,-_,.--,.---n

        ~ d5 1.0rt-----t--+--+--i---tl

        12
        ME
        <..> 10
        <,
        co
        .x:
        ~
        i!l
        ~
        .~
        i
        s 120
        ~
        100
        U) 80
        ~ 60
        ~
        "3 40
        ""
        _2
        (f) 20 .... - - ~ ...
        ,,/ ~
        / 1
        / -- ~ <;
        L---
        / V v- I
        / r-,
        / <, 1
        >--
        1
        ~ -
        /'('
        » ?
        V
        , If-O"""
        /, '-o--o-Rotary e1gine
        ~ ---"""1 970cc
        I Refiprociting fngine -.

        E

        00 .sx:

        3 4 5 6 7

        Engine speed (rpm) ( X 103)

        Fig. 4.3 Comparison of performance at W.O.T.

        600
        500
        ..c
        (f) ?
        Q. 400 U,
        <,
        co Q.
        <,
        ci 300 ~
        z 0
        u
        u 200
        :r:
        100 0.5 Air·fuel ratio

        Fig. 4.4 Comparison of exhaust emission

        characteristics

        2 3 4 5 6

        Engine speedfrprn) (X 103)

        Sha~ bearing (including counterweight)

        Fig. 4.2 Analysis of friction loss

        oil seals, a reduction in spring force and seal weight, a smaller area under pressure, improvement of surface treatment and lubrication, etc. are effective measures that may be taken.

        To reduce the gas leak loss, it is also important to prevent thermal deformation of the gas seals and their sliding surfaces, in addition to the improving gas seals as described in 3. 5.

        To reduce the friction loss of bearings, a reductio on in weight of the rotating inertia system including the rotor and flywheel, etc. is effective. The use of thinner and lighter components of equal strength is being studied.

        4.1.3 PERFORMANCE AT WIDE OPEN THROTTLE

        Fig. 4.3 shows a comparison of the performance at wide open throttle (W.O.T.) between rotary and reciprocating engines.

        As shown, the rotary engine, in general, has a

        I

        slightly lower output at low-speeds but develops high performance at high-speeds.

        The lower output at low speeds is attributable mainly to the greater time required for the compression and combustion strokes (1. 5 times longer than that of the reciprocating engine) which causes some gas leakage loss.

        Higher output at high-speeds is attributable to the small friction loss of the engine even at high speeds because of the absence of a reciprocating mass, and a high charging efficiency due to longer intake and exhaust strokes, and the absence of intake and exhaust valves causing gas flow resistance, etc.

        4. 1. 4 CHARACTERISTICS OF EXHAUST EMISSIONS

        Fig. 4.4 shows a comparison of the exhaust emission characteristics between rotary and reciprocating engines.

        The rotary engine generally emits a similar amount of CO, more HC, and less NOz, than the reciprocating engine.

        The causes of the high rate of HC emission are:

        -38-

        deteriorated combustion efficiency due to-burned gas carried into the intake-stroke, quenching effect along the wall surface of the working chamber, unburned gas leaked from the working chamber in combustion-stroke into that in exhaust-stroke, emission of fuel attached on the wall surface of the working chamber scraped by the gas seals, etc.

        Effective remedies for minimizing the rate of HC emission are: reduction of the overlap time between the intake and exhaust ports, heat insulation of the wall surface of the working chamber, improvement of gas sealing performance of the apex seal, etc., improvement of atomization and vaporization of mixture, etc.

        Further, the low NO", emission rate is caused by the low maximum combustion temperature due to a high rate of burned gas in the fresh mixture, a high ratio of surface to volume of the working chamber, etc.

        4_ 1. 5 FUEL CONSUMPTION PERFORMANCE

        The thermal efficiency of an automobile engine is an important factor in determining the fuel consumption performance of an automobile.

        Thermal efficiency is the rate of the heat energy of fuel supplied, to the actual work done thereby.

        The theoretical thermal efficiency of the Otto cycle is determined by the compression ratio s and the specific heat ratio /C of the working gas, as expressed by 1

        7Jth=l---

        e~-l

        This shows that a higher compression ratio will improve thermal efficiency.

        In practice, however, various heat losses will prevent the thermal efficiency of an engine from reaching theoretical thermal efficiency.

        Fig. 4. 5 shows the measurements of heat balance of a rotary engine.

        Lean combustion by improving the ignition performance of the engine will reduce the rate of emission of unburned elements of CO, HC, etc., which is effective for higher thermal efficiency of the engine.

        100

        90 ~ 80 ] 70 ]l 60 t;;

        ~ 50

        ~ 40 il 30

        .;::

        UJ

        Ci 20

        10 o

        0.8

        -;;--. o 0 .::..
        .,.P ~
        L ~u -,
        ./. /" ~
        <1'" "~
        V
        ..>J~ I<l'UO V
        0""
        _o<-
        ~ -
        ~ l-- Others

        Heat of tnbrred gas Heat of exhaust gas Heat absorption

        by cooling water

        Heat absorption

        by lubricating oil

        Effective reat

        0.9

        1.1

        1.2

        1.0

        Rate of excessive air

        Fig. 4.5 Heat balance of rotary engine

        -

        In the rotary engine, the surface to volume ratio of the working chamber is greater and the time required for one-cycle is 1. 5 times longer than those of the reciprocating engine, causing a greater cooling loss. The greater surface area/volume ratio of the working chamber also causes a greater loss of unburned gas.

        Therefore, insulating the housing and the rotor to reduce cooling loss and loss of unburned gas is very effective for higher thermal efficiency of the rotary engine.

        For higher thermal efficiency, it is also effective to raise the burning speed close to the isovolumetric combustion and to reduce the friction loss.

        To raise the burning speed, the shape of the rotor recess is selected to obtain stronger squish flow and a 2-spark plug system is used.

        To reduce friction loss, reduction in sliding resistance of the seal, improvement of gastightness, reduction in weight of the rotating inertia system, etc. are effective measures, as described in 4. 1. 2.

        The thermal efficiency of an engine is generally expressed by the rate of fuel consumption. The rate of fuel consumption is indicated by the weight of fuel required to generate a unit output for a unit period of time. And, this will indicate the thermal efficiency by heat conversion.

        Fig. 4.6 shows the relation between mean effective pressure and specific fuel consumption. The higher the mean effective pressure is, the better the specific fuel consumption will be.

        The main reason for this is that the higher mean effective pressure relatively reduce the rate of friction loss to the former.

        The mean effective pressure is in propor'tloi'!' to the torque, as shown in Table 4. 1. Consequently, the operation of an engine at high torque is advantageous to low fuel consumption in an automobile, and the use of a smaller reduction ratio in the output transmission system is desirable.

        However, such a transmission system with a smaller reduction ratio will lower the acceleration performance of the automobile, accordingly.

        Therefore, it is effective for improving the fuel

        ::2 500 (f)

        fl::: 450

        co

        1\ 1500rpm
        \ (654cc x 2ro\or)-
        \
        -,
        <, r--
        - § 400 } 350

        ] 300
        .g 250
        .~
        cc
        en 200

        2 3 4 5

        Mean effective pressure (ks/cm")

        Fig. 4. 6 Specific consumption of rotary engine

        - 3~-

        economy to raise the torque generated at the time of W.O.T. operation by taking measures for better gastight performance, reduction of intake-exhaust resistance and higher burning speed, etc. which will make it possible to reduce the reduction ratio for securing the accelaration performance as required.

        Further, the rotary engine generates less vibration and noise in addition to its light weight, and requires less material for anti-vibration and sound insulation on the body side. Thus, the weight of the complete automobile is reduced.

        Moreover, the rotary engine is more compact in size than a reciprocating engine of equal output. It provides greater freedom in designing bodies of smaller shape with less air resistance.

        Taking full advantage of such fundarr ental features of the rotary engine is also very important in planning better fuel economy in rotary engine automobiles.

        4.2 VIBRATION AND NOISE

        Recently, car noise has been taken up as one of the environmental problems accompanying the centralization of population in urban areas and the increase in registered number of motor vehicles. Engine noise is the biggest factor causing car noise, and must be reduced to a minimum.

        Engine vibration and noise have a great effect on the comfort and fatigue of the driver, and on durability of various parts of both engine and body, etc. noise reduction is a very important problem for car engine designers.

        4- 2. 1 ENGINE VIBRATION

        The main causes of vibration in an engine are imbalances of inertia force in the moving parts of the nertia couple and variations in torque.

        (1) VIBRATION DUE TO INERTIA FORCE AND INERTIA COUPLE

        Since the rotary engine has no reciprocating mass, as described in 3. 4, the inertia force and inertia couple of the moving parts can be completely balanced by means of counterweights.

        To investigate the vibration caused by imbalances in inertia force, a rotary engine and a reciprocating engine were operated at no-load with no variation in torque and their vibration characteristics were compared.

        Figs. 4. 7 and 4. 8 show comparisons of variation in rotating angular velocity and of vertical vibration of engines, respectively.

        The rotary engine, having no reciprocating mass, shows small variation in its rotating angular velocity and less increase in its vertical vibration even at increased engine speeds.

        Fig. 4.9 shows the results of frequency analysis of vertical vibration of both rotary and reciprocating engines.

        I

        No-loa operation
        /' V'
        5
        // --2-rotor rotary engire
        / ---4-cYI. recipro. engire
        5 /'
        i/
        2 3 4

        Engine speed (rpm) (x 103)

        Fig. 4. 7 Comparison of fluctuation in rotating angular velocity

        (dB) (g) 130

        ... -
        ~~ ...
        ~ ..
        ~ v- ,.-
        _,;"
        ,/
        ,----- --2-rolor rotary engine
        --,4-cY",reciPro1engine ,g 10 120

        ~

        cu

        ] 110

        100

        902 3 4 5 6 7

        Engine speed (rpm) (X 103)

        Fig. 4. 8 Comparison of vertical vibration (no-load)

        5

        ~ 0.5

        ~

        §

        "" 0.05

        50 100 500 1000 500J 10000

        FreqWlCY (Hz)

        Fig. 4. 9 Analysis of vertical vibration frequency

        The rotary engine shows less vibration over the frequencies of 500-5, OOOHz, greatly affecting the generation of noise, which is also advantageous in suppressing noise due to vibration.

        ( 2 ) VIBRATION DUE TO TORQUE FLUCTUATION

        The torque generating mechanism for the reciprocating engine is that the burned gas pressure applied on the piston is transmitted to the crank of the crankshaft through the connecting rod to generate torque.

        In the rotary engine, requiring no connecting rod, the gas pressure applied on the rotor is directly transmitted to the output shaft to generate torque.

        Fig. 4.10 shows the conceptual torque generating mechanisms of both engines.

        The gas pressure in the working chamber acts on the rotor to generate Force Fg that runs through the rotor center. The eccentricity of the rotor to the output shaft divide Force Fg into its two components, Force Fe to act in the tangential direction with respect

        ~40 -

        Rotary mgine Reciprocat1ing mgire

        Fig. 4.10 Torque generating mechanism

        Fig. 4.11

        Angle of rotation of output shaft

        Fluctuation of gas pressure and torque in working chamber

        40

        2-rotOf rotary engire

        o

        " "-
        / '\ / '\
        j--- ~ .. - ;1-"- K-"--
        "'--' "'--' (
        4-cyc/e in-line 4-cyl, recipro. engine
        1\ 1\
        I \ I \
        f_ ~ II \
        -r----- 1<"--- It ----' ~---
        -, -, l
        ,V6 I' <:.
        4-cyc1e In-line -ey.reclpro. engme
        .o: rv
        !/ \ I \ I \
        t=+»: =t=: r-.:----r- --~
        f....I '-' ~ 20

        Mean torue 16.5kg·m)

        Mean Iorue 16.5kg -rn)

        40 20 o

        Mean torql.e'

        (I6.5kg -m)

        360

        180 ,,"gle of rotation of ootp.rt sI-o~

        Fig. 4.12 Comparison of torque fluctuation

        to the output shaft and Force Fb to act in the center direction.

        The eccentricity of the rotor to the output shaft is equal to the eccentricity e of the trochoid. Thus, Torque Fi., is generated in the output shaft.

        Fig. 4.11 shows the fluctuations in gas pressure in the working chamber of the rotary engine and in

        -

        5r-~-..-~-r~--.--'-. ~4~-+~~~+-~--+-~--~-1

        §

        ~ 3~-+~~~~-+-~--+--~~ '5

        ""

        :§ 2

        ~ 1~-+--~~~'ci-=~~+---~~

        j

        o

        2 3 4

        Engine speed (rpm) ( X 103)

        Fig. 4. 13 Comparison of angular velocity

        fluctuation rate

        \
        1 /Recipro. engine
        i (4-cycle)
        r
        \
        \ \~~
        \ v~ ~l
        ~ IV~ V@ ~ r,_,..,
        r-,
        ~ .
        olary engine 8
        7
        6
        III
        ~ 5
        ffi
        ~ 4
        -<,
        III
        2'
        .8
        ~ 3
        2
        0 2

        6

        8

        10 12

        4

        No. of cylinders (rotors)

        Fig. 4. 14 Comparison of torque fluctuation rate

        the generated torque.

        Fig. 4.12 shows a comparison of fluctuation in torque between the 2-rotor rotary engine and the 4-and 6-cylinder reciprocating engines.

        As described in 1. 4. 3, the 2-rotor rotary engine shows its fluctuations in torque similar to that of the 6-cylinder reciprocating engine.

        If a flywheel of the equivalent inertia moment is used, the coefficient of fluctuation in angular velocity of he rotary engine at W.O.T. operation is equal to that of the 6-cylinder reciprocating engine, as shown in Fig. 4_13.

        Fig. 4. 14 shows the relation between the number of cylinders (or rotors) of the reciprocating and rotary engines and the coefficient of fluctuation in torque (maximum to mean torque ratio).

        The shadowed area in Fig. 4. 14 shows the range of fluctuation due to different types of arrangement of cylinders such as in-line, horizontal, V type, etc.

        Since the rotary engine has a small coefficient of fluctuation in torque, multi-rotor type is less required.

        The body of a motor vehicle is generally designed to provide higher rigidity in the horizontal direction and lower in the vertical direction while considering comfort and maneuverability.

        Therefore, excessive vertical vibration of the output transmission system will cause the body to resonate

        - 41

        r---------~4-cycle 4-cyl.recipro. engine

        ,',1 I

        120
        110
        co
        :s 100
        ~
        .~ 90
        JS
        '>
        11
        ~ 80
        70
        '1
        60 """ ~).---2-rotor rotary engine
        Ui ~ --,
        . _ 1--. .. -t- . t-
        -, ~
        \ - --v- .-
        ~--- I---
        ~..., r-~ /'" ~ .... '

        \ r-'I- ... 1,,)
        4-cycle 4-cyl. recipro. engine

        yV
        )-''Y'>-
        Vy 2-rotor rotay engine
        V Fig. 4.15

        Comparison of vertical vibration in output transmitting system

        Engine speed (rpm)

        2 3 4 5 6 (x 103)

        10

        1
        1/ ~- -
        - 1
        ,..~ ~ ~
        / ./ r-- ........ 1 f..-- -
        1/ C-scale z-
        , I
        '/ A·scale- -
        . ---·9OPS 4-cyl recipro. engine J
        -lOOPS 2-rotor rotary I
        engine 00 § .3

        -clOD

        ~

        ] 90

        ill

        ~ 80

        90 1

        .~ 80 ~

        70

        2 3 4 5 6 ( X 103)

        Engine speed (rpm)

        Fig. 4.16 Comparison of engine noise

        giving the driver uncomfortable vibrations as well as causing a booming resonance.

        Fig. 4. 15 shows a comparison of vertical vibration of output transmission systems between rotary and reciprocating engines.

        The rotary engine, having fewer fluctuations in torque and better balance than the reciprocating engine will cause little vibromotive force in its output transmission system. Furthermore,the output shaft located in the center of the engine allows the engine to be connected with the transmission around the entire periphery providing higher rigidity at the connection.

        Such effects as above account for the small vertical vibration in the output shaft system of the rotary engine.

        70

        4.2.2 ENGINE NOISE

        f

        Fig. 4. 16 shows a comparison of noise between the rotary and reciprocating engines.

        The very low noise of the rotary engine as compared with the reciprocating engine is one of the significant features of the former.

        Engine noise is roughly divided by its source into combustion noise, mechanical noise, intake and exhaust noise and that of auxiliary equipment.

        ( 1) COMBUSTION NOISE

        Combustion noise is caused by pressure fluctuations inside the working chamber. The rotary engine shows a slower pressure change than the reciprocating engine, resulting in lower combustion noise.

        Further, for the rotary engine, there are advantages in combustion noise because of the high rigidity of its outside wall. The surface area where noise may radiate outward is small and on the water- cooled engines, a water jacket covers the engine.

        ( 2 ) MECHANICAL NOISE

        Because the rotary engine requires no intakeexhaust valve mechanism, mechanical noise is remarkably low.

        In the reciprocating engine, the piston mechanism is a source of piston slap noise. The determination of the clearance between the piston and the cylinder is also a key point in noise reduction.

        On the other hand, in the rotary engine, there is almost no variation in thrust load on the rotor. So, no such slapping will occur.

        The main mechanical noise of the rotary engine are: meshing noise of the phase gears that control the planetary motion of the rotor, sliding noise of the apex seal, and noise of chains and gears driving the auxiliary equipment. However, the magnitude of these noises propagated outward is much smaller than those of the auxiliary equipment installed outside the engine.

        (3) INTAKE-EXHAUST NOISE

        Intake-exhaust noise is caused by pulsations and turbulence in the flows of intake mixture and exhaust gas.

        As to intake noise, the rotary engine with an ordinary side intake port system has no distinct difference from the reciprocating engine.

        Exhaust noise shows a high level at the instant when the exhaust port is opened, being affected by its opening characteristics.

        Fig. 4.17 Honey-comb port in rotor housing

        ·~42 -

        In the rotary engine with a peripheral exhaust port system, the exhaust sound at port is high due to rapid opening of the exhaust port. Some rotary engines are provided with an exhaust port made in a honey-comb shape, as shown in Fig. 4.17, to lower the exhaust sound at the port.

        4. 3 COMBUSTION CHARACTERISTICS

        In the rotary engine, the working chamber is divided into leading and trailing sides by the minor axis in the vicinity of the top dead center in the compression-stroke. The trailing side is compressed, while the leading side is expanded. This will cause squish flow from the trailing side to the leading side for a long time. This strong squish flow will raise the burning speed. While, the working chamber of flat and high surface/ volume ratio will result in lower burning speed. These two factors will compete with each other to bring about the combustion characteristics unique to the rotary engine.

        4.3. 1 FLAME PROPAGATION

        Fig. 4.18 shows the results of investigation on flame propagation using several ion-gaps buried in the housing.

        The squish flow carries the flame toward the leading side, causing much faster flame propagation to the leading side than to the trailing side. In the trailing side, the working chamber is further flattened after the top dead center in the combustion-stroke to strengthen the quenching action due to cooling of the wall, which further retards the flame propagation.

        The flame propagation speed in the width direc-

        (rnm)

        ~~--~--~~--~~50

        _-- -- ....

        ",-", ",-_-- - ....

        I I I I I I I I I

        I I ~o' I 35':

        3020100102030 (rom)

        Engine speed: 1500rpm Charging efficiency: 60%

        Ignition timing :T-side BTDC20' L-side BTDC30'

        Figures in diagram show angle of rotation of the output shaft which indicates the respective flame propagations

        Fig. 4.18 Flame propagation of rotary engine

        -

        Fig. 4.19 Mode of flame propagation

        tion of the rotor is also faster on the leading side than on the trailing side.

        In the rotary engine, the two-spark plug system is generally used, with the minor axis in between the two plugs, to raise the burning speed.

        Fig. 4. 19 shows the relative positions of the flame front, the spark plugs and the working chamber estimated from the results of measurement by ion-gaps and flame photographs.

        4. 3. 2 IGNITABILITY IN LIGHT-LOAD OPERATION

        The charging efficiency, if lowered, will raise the rate of inclusion of burned gas in the fresh mixture sucked, resulting in poor ignitability.

        Fig. 4. 20 shows an analysis of causes and the degree of effects of burned gas included in the fresh mixture.

        Especially, in decelerating operation, the engine speed will be high and the throttle valve opening small, which will lower the charging efficiency and increase the rate of inclusion of burned gas in the fresh mixture causing a higher rate of misfiring.

        During decelerating operation at high engine speed continuous misfiring will occur due to excessively low charging efficiency. During decelerating operation at low engine speed, an ignition-misfire cycle unique to the rotary engine, called the 3:3 ignition-misfire cycle may occur.

        ",~5C
        ~;f( 750rpm
        :E~
        E 40
        ]
        .S 30
        !a
        '"0 20
        ~
        B
        'S 10
        "*
        0:: Volumetric efficiency (%)

        Fig. 4.20 Main analysis of inclusion of burned gas

        -- 43-

        (I)

        (II)

        (IV)

        (V)

        Fig. 4.21 Mechanism of generating 3: 3 ignition-misfire cycle

        (VI)

        Fig. 4.21 shows the mechanism of the 3:3 ignition-misfire cycle.

        Misfire will be caused when the rate of burned gas in the working chamber exceeds the limit for ignition. Once misfired, no burned gas is generated. Unburned mixture will be carried, as it is, into the next intake-stroke to be ignited in the combustion-stroke. Then, the ignited working chamber will be misfired at the next combustion stroke due to high rate of burned gas in the mixture sucked in at the intake-stroke.

        Such a process of misfiring and ignition occurs in each of the three working chamber. Thus, three consecutive misfires and ignitions will result, alternately. In this case, a torque fluctuation occurring in very low frequency will cause the body to shake back and forth (car bucking) together with the resonance of the driving system.

        To prevent this phenomena, the effective measures taken are: a throttle opener or a dash pot used to raise the charging efficiency at the time of deceleration. or a shutter valve used to concentrate the mixture into one side of the working chamber. etc.

        4. 3. 3 ABNORMAL COMBUSTION ( 1 ) KNOCKING

        At the time of high-load low-speed operation. the mixture in the end of the working chamber is compressed and self-ignites before the normal flame reaches. causing abnormal noise. This phenomenon is called "knocking".

        The rotary engine has disadvantages to "knocking". such as a longer distance of flame propagation because of its flat working chamber, much delay in flame propagation to the trailing side. the trailing side of the working chamber being compressed in the course from the compression-stroke to the combustion-stroke.

        On the other hand, advantages to "knocking" are: the mixture is apt to be cooled because of the large

        -44-

        Highly diluted mixture

        (III)

        Mixture with little unburned gas

        -

        Burned gas

        T ernperature chiJ1ge

        With knocking --- Without knocking

        CD ----------------

        G> ------

        ® -----~-----

        (5) ------.:::=----.----

        I" ... _

        J ----

        -------

        r- ...

        --

        _, ---

        -------,.,

        ® ----------------

        ,,,,----® _--------_ ..

        ....---@ ----------_/

        .... -----

        @ :::.. - - - --=-== --.::---

        90' before TOC

        TOG

        90' after TOG

        Fig. 4.22 Temperature change at each measuring point

        Minor axis

        Fig. 4. 23 Locations of instantaneous thermometer

        Ignition timing (TIL)

        Wilhat Imcking 4.5"/11.5"

        { T"Sic!e advancedl----r 20'/11.5"

        With Imcking L "Side advanced---- 4.5"/15.5'

        Bothsic!esadvanced----r- ~ 9'/17'

        90' before TOG TOG 90' after TOG

        Fig. 4.24 Temperature change at measuring point

        '1 Direction of

        Minor axis . ~rotation

        50'after TOG

        Fig. 4. 25 Positions of rotor and knocking sensor

        surface to volume ratio of the working chamber, the fuel particles concentrated in the trailing side as the rotor turns to form rich mixture, etc.

        Using several instantaneous thermometers buried in the rotor housing, the temperature changes when "knocking" occurred were measured, as shown in Fig. 4. 22.

        Fig. 4. 23 shows the locations of the instantaneous thermometers buried in the housing.

        "Knocking" will not occur in each cycle. Its position will also vary for each cycle.

        Fig. 4.24 shows the temperature change at the measuring point ® by changing the ignition timing to force "knocking" to occur.

        The angle of rotation of the output shaft at the time of "knocking" is A TDC 450 - 50 0 independent of the ignition timing.

        From this, it is clear that the relative position of the rotor to the rotor housing is directly related to the occurrence of "knocking".

        Fig. 4.25 shows the position of the rotor at the angle of the output shaft of A TDC 500 and the position of the knocking sensor.

        "Knocking" occurs at the end of the trailing side of the rotor.

        "Knocking" occurring in the reciprocating engine

        -

        may melt the exhaust valves leading to serious damage to the engine. In the rotary engine, on the contrary, no damage to the engine will be caused because there is no local temperature rise.

        ( 2 ) PREIGNITION

        In high-load high-speed operation, much heat is generated in the working chamber. Any part not cooled in the working chamber will be subject to a local high temperature rise. The mixture will be ignited before the normal ignition time is reached. This phenomenon is called "preignition".

        In the rotary engine, the only source of "preignition" is the spark plug insulator that will be most heated.

        The trailing spark plug, if preignited, will cause a rapid pressure rise in the working chamber. The apex seal will be loosened from the inner surface of the rotor housing causing a great amount of gas leak, and output will be greatly reduced.

        The reason for this is that the early contact of the trailing spark plug with the fresh mixture makes "preignition" occur much earlier than normal ignition time.

        The delayed contact of the leading spark plug with the fresh mixture will not greatly affect engine performance because of delayed "preignition".

        Once "preignition" occurs, the spark plug will be abnormally heated damaging its insulator. The broken pieces may enter the engine and damage the apex seal. Therefore, in no case, should even the leading spark plug preignite.

        The spark plug of the rotary engine is exposed to high temperatures for a longer time than that of the reciprocating engine. Generally, a high heat value (cold type) spark plug is used to prevent "preignition".

        4.4 EFFECT OF INTAKE-EXHAUST SYSTEM

        The effect of the specification for the intake-exhaust system on the engine performance is basically the same f-or both rotary and reciprocating engines. The specification requires raising the charging efficiency from the viewpoint of output performance at W. O. T. and minimizing the rate of burned gas in the fresh mixture from the viewpoint of light-load ignitability.

        In the rotary engine, the intake-exhaust ports are automatically opened by the rotor in rotation. The port timing is determined by the location and configuration of the ports in the housing. The limiting conditions for the port timing and the opening area vary with the different port systems. Therefore, the port system and its optimum timing are selected according to the characteristics required for the engine.

        4. 4. 1 INTAKE-EXHAUST PORT SYSTEM

        There are two intake-exhaust port systems for

        -45-

        Fig. 4.26 Comparison of W.O.T. performance

        1
        ~
        , , 6 OOOrpm W.O.T.
        ,
        .',
        -....... r-- ,
        ~ ~ i--
        ...,..._.-c;.. Side intake port ,
        I- 1--, periPheral take r '~,
        " ME 10

        u ......

        ""

        ;3 9

        ~ 8

        5 0 100 200 300 400 500 600 Exhaust gas pressure (mm H g)

        Fig. 4. 27 Effect of exhaust pressure on W.O.T. performance

        the rotary engine, the peripheral port system with ports in the rotor housing and the side port system with ports in the side housing, as described in 3.6.1.

        For the exhaust port, the peripheral port system is generally used. The side port system has a detrimental effect on the side seal and oil seal when a great amount of high temperature exhaust gas enters the rotor side space.

        For the intake port, both peripheral and side intake systems are used taking advantage of their respective characteristics.

        Fig. 4. 26 shows a comparison of performance at W. O. T. between the peripheral and side intake systems.

        The peripheral intake system shows a higher charging efficiency and output because of the longer open-time of the port and smaller resistance in intake in the same direction as the rotor revolution.

        However, in the peripheral intake system, the longer overlap-time between the intake and exhaust ports will increase the amount of burned gas being carried into the intake-stroke, if the exhaust pressure becomes high, greatly reducing the charging efficiency. To make use of its characteristic of obtaining a high output, it is especially important to combine it with an exhaust system having small gas flow resistance.

        Fig. 4.27 shows a comparison between the peri-

        I

        pheral and side intake systems as to the effect of exhaust pressure on the performance at W.O.T.

        The peripheral intake system develops an excellent output performance in heavy load operation. In light -load operation, it is liable to be unstable due to a high rate of burned gas in the fresh mixture. This is due mostly to the longer overlap-time between the intake and exhaust ports which has been a factor in preventing the peripheral intake system from being put into practical use.

        On the other hand, the side intake system has a shorter intake-exhaust port overlap-time, reducing the rate of burned gas in the fresh mixture and securing excellent stable ignitability in light-load operation. Further, the direction of the mixture intake different to that of the rotor revolution facilitates the generation of swirl in the intake-stroke for better vaporization and atomization of fuel.

        As described above, the side intake system can provide a balanced output performance and excellent driveability over a wide range of operating condition and is generally used for automobile engines.

        4. 4. 2 PORT TIMING

        Ideal port timing is required to secure sufficient open-time for high performance at W.O.T., and to minimize the overlap-time between the intake and exhaust ports for driveability at light-load.

        The side intake port system, if used, has little freedom in determining the position of the outside profile that governs the opening time, because it is necessary to prevent the side seal and corner seal from dropping into the port. Therefore, it is especially important to note that the output characteristics of the engine depends on the closing time selected.

        Fig. 4.28 shows the effect on performance at W. O. T. of the closing time of the side intake port.

        In the high-speed region, the retarded closing time of the intake port will increase the charging efficiency and improve output because of the geometrical effect of longer intake time and greater opening area of the port.

        While, in the low-speed region, the intake-time is sufficiently long. Excessively retarded timing for closing the intake-port will force the sucked fresh mixture back into the intake port reducing charging efficiency.

        The timing for opening the exhaust-port cannot be excessively advanced due to exhaust loss. Its closing time is determined to secure sufficient open-time andarea.

        Fig. 4. 29 shows a comparison of performance at W.O.T. of the peripheral exhaust port at different closing times.

        The retarded exhaust port closing time can improve the performance at W.O.T., especially in the highspeed region, as shown.

        However, the retarded exhaust port closing time

        - 46-

        ~ 1 6rir---,_---t----t----r--~~

        50 1 2 3 4 5 6

        Engirespeed (rpm) (Xl03)

        Fig. 4.28 Comparison of W.O.T. performance

        ~ 90:------------------------,

        NE

        ~8

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        ~ 7 e

        0.

        g;! 6 'tl £

        ~ 5 ~ '"i1;----:2;!;----,I;3---:4l---+5----)6,....---.,7,!;--l

        Engire speed (rpm) (XI03)

        Fig. 4.29 Comparison of W.O.T. performance

        30

        • 1000rpm

        I Ignitioo tirni1g : TDC

        I

        I

        I

        \ Exteust closing limin V : 52' aftEr me I I I \ \ \

        '. \ ,

        \ ~-

        20

        I I I I I ~

        I

        I

        /

        I I I

        / /

        .5

        ~ .~

        ~

        '6 10 -£!

        o 0.8

        !'J<hauSl closing timilg : 38' aftEr TDC

        0.9 1.0

        Fuel flow Wh)

        Fig. 4.30 Comparison of stability of idling

        will result in a longer overlapping time with the intake port leading to instability of combustion at the time of light-load operation. Therefore, the exhaust port closing time must be selected to satisfy light-load driveability.

        Fig. 4.30 shows the frequency of misfires in noload operation with different exhaust port closing times.

        In order to improve the stable ignitability at the time of light-load operation, it is a general practice to replace the burned gas to be carried into the intakestroke with air by jetting air at the exhaust port.

        This improved stable ignitability at the time of light-load operation, as shown in Fig. 4.31, further allows the exhaust port closing timing to be retarded for higher performance at W.O.T.

        Fig. 4. 31 Effect of air jet into exhaust port

        4. 5 EFFECT OF ROTOR RECESS

        The rotor recess provided in the rotor surface has a great effect on the rotary engine. Its location, configuration and volume are important factors, which greatly affect the combustion speed of the rotary engine, govern the intensity and generating time of squish flow in the vicinity of top dead center in the compression stroke, and affect the quantity of mixture existing in the direction of flame propagation.

        The higher combustion speed is preferable, in principle, from the viewpoints of output performance and thermal efficiency. On the other hand, however, if it is made excessively higher, problems such as misfiring in light-load operation, and knocking in heavyload operation, etc. will occur.

        For automobile engines to be operated over a wide range of loads and revolutions, the rotor recess is selected for a maximum possible combustion speed without disturbing driveability.

        4.5. 1 LOCATION AND CONFIGURATION OF ROTOR RECESS

        (1) LOCATION OF ROTOR RECESS

        The location of the rotor recess closer to the leading side can provide a higher burning speed when the configuration and volume of the rotor recess are the same.

        This is because of the geometrical effect of a greater amount of mixture existing in the leading side where flame propagation is faster and the squish flow more intensive.

        The squish flow will become more intensive when a greater pressure difference is caused between the trailing side in higher pressure under high compression and the leading side in relatively reduced pressure.

        (2) CONFIGURATION OF ROTOR RECESS

        II

        II'

        I!

        Iii

        When the volume and location of the rotor recess are the same, the squish flow will be more intensive for the rotor with a shallower recess near the minor axis

        - 47-

        2000rpm P. =3kg/cm2

        ). =1.0 ~'

        /'

        /

        /'

        /

        I

        {-1IfR. rotor

        ,ll'

        ;"" O~~~~'--~~--~--~--~--

        20 40 60 80

        Arlgle of rotstim of rutpu! shaft (degrees after TOC)

        Fig. 4.32 Comparison of combustion speed

        100

        ~ 80

        600

        ~

        ..c:: •

        ~ 500'\

        !!: \

        to) \

        ~ \

        i 400 .. ,

        !;I ', ... /MDR rotor

        § c-,

        ],300 ...........

        I

        1 500 rpm

        LDR rotor

        200~ ~~ ~ -+ ~

        2 3 4 5

        Mean effective pres5l1e (kg/cm2)

        Fig. 4.33 Comparison of specific fuel consumption

        ,...

        .. § 9

        <, bD -'"

        ~8

        m

        0.7

        !Ii

        ~6

        m ~1 __ ~2~-*3 __ ~4---5~-+6~

        ::E Engire speed (rpm) ( x lOS)

        Fig. 4.34 Comparison of W.O.T. performance

        when the rotor is in the vicinity of top dead center.

        This is because the passage area becomes smaller and the pressure difference between the trailing and leading sides becomes greater.

        The cross-section of the rotor recess in an adequate depth to the flame surface profile is preferred to that in smaller depth and wider width to provide a greater flame surface area.

        Further, for efficient burning inside the rotor recess, a configuration that provides a smooth squish flow is required.

        The above concept is called the LDR (Leading Deep Recess) rotor which provides a rotor recess that is deeper on the leading side.

        1500rpm P.=3kg/cmz

        ~ 640r------.....:.:A'-'.! F_=....:1",,6_--,

        !!t~6201 I

        ~~600r' ---rno----==-~' £ ~ 580L-_..L __ --,- _ ___.O--1._-l

        !~~

        c:2.0~

        ·E 1.51---------------1

        <,

        ~ 1.0

        o 0.5

        Z O~----L-~----~~--~

        MDR 'otor LDR rotor

        Fig. 4.35 Comparison of emission of exhaust gas

        Fig. 4.36 Comparison of specific fuel consumption rate

        Fig. 4.32 shows a comparison of burning speeds between the LDR rotor and the MDR (Medium Deep Recess) rotor that has a volumetric center on its center.

        Fig. 4.33 through 4.35 show comparisons of specific fuel consumption, performance at W.O.T. and emission of exhaust gas .

        The LDR rotor increases the amount of NO ... emission due to higher burning speed, while the amount of HC emission is not related to the location and configuration of the rotor recess as NO .. because of its dependence on a relatively later stage of combustion after the working chamber volume has been expanded.

        4. 5. 2 VOLUME OF ROTOR RECESS

        The compression ratio depends mainly on the volume of the rotor recess. A smaller volume of the rotor recess increases the compression ratio improving the theoretical thermal efficiency. An excessively small volume will make the surface/volume ratio greater, which could disturb flame development. In general, the volume of the rotor recess is selected within a range of the compression ratio of 8-10.

        Fig. 4.36 through 38 show the effect of the compression ratio on fuel consumption performance, performance at W.O.T. and exhaust emission.

        As shown, the smaller volume of the rotor recess improves fuel consumption and performance at W.O.T., but, at the same time, increases the amount of emission of NO ... and HC.

        - 48

        ~

        "E 9 ~

        eo

        ..:<: ~8

        ~

        ; 7

        ~

        '" 6

        ~ ~---2~~3--~4--~5~-+6~ Engine speed (rpm) (x 103)

        Fig. 4.37 Comparison of W.O.T. performance

        Con-prffiSion ratio 10.0

        2000rpm P. =3kg/cm2 A/F=16

        "'24.0l

        ~3.0 ~ ---;;2.0~ ~ 1.0

        7.0 6.0 ~5.0 ~4.0 ;3.0 :c 2.0

        1.0

        6

        7

        8

        9

        10 11

        Compression ratio

        Fig. 4.38 Compression ratio and exhaust emission

        4. 5. 3 PROBLEMS INVOLVED IN INCREASED BURNING SPEED

        ( 1) KNOCKING

        The rotor recess of high compression ratio or of squish flow intensified type will raise the working gas pressure in the trailing side of the combustion chamber at heavy-load. As the burning speed is increased. "knocking" is liable to occur.

        Therefore, the rotor recess must be selected so that the working gas pressure in the trailing side will not be raised more than necessary.

        Fig. 4.39 shows the research octane number with the varied compression ratios.

        (2) DETERIORATION OF LIGHT-LOAD DRIVEABILITY

        A higher combustion speed improves the thermal efficiency. but reduces the charging efficiency in lightload operation such as idling. The rate of burned gas in the fresh mixture, that is, the rate of inactive gas in the mixture, will increase thus decreasing ignitability,

        Fig. 4.40 shows a comparison of the range of fuel flow for stable idling between the LDR and MDR rotors.

        98
        96
        94
        ti 92
        E
        .~ 90
        0-
        0)
        :;; 88 0'
        ~ 86
        84
        82
        80
        9.0 9.5 10.0 10.5

        Compression ratio

        Fig. 4.39 Compression ratio and research octane number

        580

        Idling 750rpm
        " r--

        _--L
        ,. I ..............
        ..............
        ......
        -- LDRrotor
        - - -- MDR rotor
        I \ , I I
        \ \ ! I
        /
        \, j PO :r:

        E 560 E

        ~ 540 ~ 520

        30

        20

        1.2

        1.4

        1.6 1.8

        Floel consumption (£Ih)

        Fig. 4.40 Comparison of idling stability

        4.6 EFFECT OF GAS SEAL

        The rotary engine .s constructed to maintain gastightness of each working chamber by means of gas seals. Therefore, the gas seals have a great effect on fuel consumption performance, performance at W.O.T. and on exhaust emissions of the engine.

        Many efforts have been made for their improvement. The gastightness of the seals has been tremendously improved in comparison with those in the early stage of development of the engine.

        Such improvement has been brought about mainly by development of sealing material, improvement of seal configuration, use of smaller tolerances in manufacture and development of surface treatment techniques.

        4. 6. 1 IMPROVEMENT OF GAS SEAL ( 1) APEX SEAL

        The apex seal functions as described in 3. 5. For further improvement of sealing performance of the apex seal, it is required to reduce the clearance at the split

        - 49-

        1.5mm Before improverrad

        Fig. (. (] Improved apex seal

        WO.T.ope!<\tion

        ........

        ........

        '" ' .....

        No-load opera::/" <, ............

        O~----~--~~--~--~ .... ~

        1 2 _ 3 4 5

        Engine speed (rpm) (xIO')

        Fig. 4.42 Clearance between apex seal and rotor housing

        t {AmOLllt of crowning

        ~ L 3

        l000rpm W.O.l

        ~ 6.5

        u <, co -'"

        ~

        ,,- - ...

        "... ...

        ; L: 70mm .......

        §

        eo! 6.0

        c.

        !!;!

        ~

        ~ 5.5

        o 10 20 30 40

        Arnot.nt of crowning (J-l)

        Fig. (.43 Effect of crowning

        of the apex seal and that between the apex seal and the housing due to thermal deformation in running condition.

        Fig. 4.41 shows the reduced clearance at the apex seal split.

        Fig. 4.42 shows the measured clearance caused due to thermal deformation during operation.

        This clearance can be reduced by crowning the apex seal.

        Fig. 4.43 shows the effect of crowning on the mean effective pressure at W.O.T. 1,000 rpm.

        It is clear that the optimum selected value for the crowning will improve the gastightness function.

        I

        .....
        .c:
        U)
        n,
        <,
        ""
        S
        a.
        ~
        u
        ]1 300
        -'-'
        ],
        (J) 2001 1500rpm

        234 5

        Meal effective pres!m (kg/ em2)

        Fig. (.« Comparison of fuel consumption rate

        5~-~2!:---:!:3--4-!----:!5'__-6-!-,{,JXlo') Engi"e speed (rpm)

        Fig. (. (5 Comparison of W.O.T. performance

        1500rpm A/F=16

        Gas seal before improvement /)! "y/

        Improved gas seal

        3.0[

        ~

        .S;

        ~ 2.0

        1.0

        1.0

        2.0

        3.0

        f.Ul effective pres&re (kg/eml)

        Fig. 4. (6

        Comparison of exhaust emissions

        ( 2 ) SIDE SEAL

        The side seal raises few problems of gastightness, as described in 3. 5.

        Its clearance with the corner seal cannot be reo duced by the spring pressure or gas pressure, but by adjusting the length of the side seal to that of its groove.

        ( 3 ) CORNER SEAL

        As described in 3.5, the comer seal can be improved for gastightness by cutting its center to make it an expansion seal.

        4. 6. 2 EFFECT OF IMPROVED GAS SEAL

        Improved gastightness will reduce the amount of mixture leaking from the working chamber and increase

        - 50-

        the rate of effective fuel to be burned as well as reducing the loss of working gas by leaking. Also, the charging efficiency in operation at W.O.T. will be increased as the exhaust gas blowing into the working chamber in the intake-stroke is reduced. Such effects will then improve the fuel consumption and the performance at W.O.T.

        The amount of He emission in exhaust gas will be reduced by the reduced unburned gas leaking into the working chamber in the exhaust-stroke and by reduced burned gas leaking into the working chamber in intake-stroke which will improve combustion.

        Fig. 4. 44 through 4. 46 show the effects of improved gastightness performance on fuel consumption, performance at W.O.T. and exhaust emission.

        The amount of NOr emission is decreased. This is because of the reduced amount of mixture to develop the same output along with the development of gastightness.

        4. 7 EFFECT OF IGNITION SYSTEM

        The rotary engine is characterized by the squish flow that forces the flame to propagate faster in the leading direction and slower in the trailing direction.

        Therefore, the combustion speed in the entire working chamber depends greatly on the starting position of the flame propagation, hence the spark plug arrangement becomes important.

        As described in 4.5.3, however, the higher combustion speed will reduce ignitability in light-load operation.

        To obtain higher ignitability is also an important matter.

        4. 7. 1 IGNITION SPARK CHARACTERISTICS

        The mixture is ignited when the mixture in the spark gap, electrically energized sufficiently to resist the heat loss in its vicinity, is heated and ionized exceeding its ignition point.

        Figs. 4.47 and 4.48 show the relation between the duration of secondary current and arc and the range of fuel flow capable of stable idling.

        Ignitability is improved as the secondary current is increased up to approximately 120mA.

        The duration of arc is not related to ignitability,

        1.6

        Idlng at 750rpm

        ~ 1.5
        .s:::;
        ~
        ~ 1.4
        S
        u; 1.3
        1.2 0 50 100 150 200 250 Secordary orreit (mA)

        Fig. 4.47 Secondary current and idling stability

        'or Idlng at 750rpm
        i 1.4 II IIIIIIII I I I I,
        Rirlge 01 stable operation
        ~ 1.3 LI.l_LLI .. l./ I I LI LIL

        1.2 0 0 .. 5 1..0 1..5 2.0 2.5 fuation of arc (m. sec)

        Fig. 4. 48 Duration of arc and idling stability

        as shown in Fig. 4.48. This is because, in low speed operation such as idling, the mixture in the vicinity of the spark plug is not exchanged in the duration of arc given in Fig. 4. 48 due to low flow speed of gas in the plug hole.

        4. 7. 2 SPARK PLUG

        As shown in Fig. 4.49, the greater spark gap of a spark plug can improve the ignitability because of the longer distance of spark to contact with the mixture and the smaller cooling effect of the electrodes on the flame core.

        The configuration of electrodes greatly affect the ignitability due to their cooling effect on the flame core formed in the early stage of ignition and to the remain .. ing burned gas in their vicinity to be scavenged.

        Fig. 4. 50 shows the effect of the configuration of the spark plug on the ignition limit at light-load operation.

        21.5 ~

        1.3

        1.6

        Idling at 750 rpm

        Range of stable operation

        1.2 ~';;-----::-'-:--_:-':-_.......L.._~

        0.8 1.0 1.2 1.4 1.6

        Electrode gap (rnrn )

        Fig. 4.49 Electrode gap and idling stability

        1.5
        NE
        u 1.0
        <,
        00
        c
        m
        c.
        -~ 0.5
        i
        ~
        0 3000rpm

        A/F=16

        I
        I
        Ralge' of stable operation
        ////////
        I I
        I
        ////////
        -51-

        Fil'. -t.50 Comparison of light-load ignitabilitv

        Fig. 4.51 Spark plug

        Semi-surface discharge type

        100

        Idl,ng at 750rpm

        80

        I

        \ I

        \ i

        ~ I

        \ I

        \ I

        " ,,~

        ~ '\

        AIr gap disdurge type spark plug

        Sernf-strlace dsderge type spark plug

        /

        60

        c;

        i

        .~ 40-

        20

        o 1.1

        1.2 1.3 1.4 1.5 1.6 Fuel flow Wh)

        1.7

        Fig. 4.52 Comparison of Idling stability

        The smaller diameter of the center and ground electrodes will improve ignitability due to reduction in their cooling effect.

        Fig. 4.51 shows a space discharge spark plug and a semi-surface spark plug partially incorporating surface discharge.

        Fig. 4.52 shows a comparison of ignitability between the space discharge and semi-surface discharge spark plugs during idling in a condition of high rate of burned gas in fresh mixture.

        The improved ignitability of the semi-surface discharge spark plug may be considered due to its greater spark gap and to stable sparking because of its smaller equivalent reactance of surface discharge than that of space discharge.

        4. 7. 3 DISTANCE FROM INNER SURFACE OF ROTOR HOUSING TO ELECTRODE

        The r park plug electrode brought closer to the inner surface of the rotor housing improves the ignitability due to easier scavenging in the vicinity of the electrode and to reduced blow-back of burned gas from the working chamber in expansion-stroke to that in

        O.8YOl--+--!2~-+3 --:4:---75 -~6

        Distance between inner surface of rotor housing and spark plug electrode (rnrn)

        Fig. 4.53 Distance between inner surface of rotor housing and electrode and ignitability

        compression-stroke when the apex seal passes over the plug hole.

        Fig. 4.53 shows the relation between the distance from the inner surface of the rotor housing to the electrode and the ignitab.lity in idling operation.

        4. 7. 4 LOCATION AND NUMBER OF SPARK PLUGS

        A spark plug installed on the leading side with reference to the minor axis is called the leading spark plug and the other on the trailing side, the trailing spark plug.

        Fig. 4. 54 shows a comparison of the partial loading performance between the 2-spark plug system provided with the leading and trailing spark plugs and the single spark plug system provided with the leading spark plug only.

        In the case of the single spark plug system, less emission of No. and He is observed. On the other hand, deterioration of fuel consumption performance is noted.

        The reason for this is that the use of the leading spark plug only causes much delayed combustion of mixture on the trailing side and reduces the general combustion speed.

        In the rotary engine, the 2-spark plug system is generally used.

        - 52

        8
        ~
        7
        Cf) 6
        Q_
        . .___
        000
        z~ 4 15CCrpm P.=3<g/cm' AIF=16.0

        20

        Fig. 4.54 Comparison of partial load performance

        2 000 rpm Pe=3kg/cm2

        .~

        ~~

        .E 3.0t _________ ~_§ 2.0

        ~ 1.0

        20

        60 80 100

        40

        Distaee from minor axis to trailing spark plug

        Fig. 4.55 Location of trailing spark plug and partial load performance

        The effect Of the locations of plugs in the 2-spark plug system on the engine performance was investigated and is shown in Figs. 4. 55 and 4. 56.

        Fig. 4. 55 shows the relation between the location of the trailing spark plug and the partial loading performance.

        The spark plug installed away from the minor axis in the trailing direction will improve the fuel consumption and reduce HC emission.

        The main cause for this is that combustion starts

        -

        ~ 2000rpm

        2l. P. = 3 kg/eni!

        ~ 560 A/F=16 ----- tV

        ;~ 540[ i (' 30

        ~ 520 .. -I L

        i~310[

        -=' ~ 300 __ --___.-----

        ~~290

        1- ,

        E ao[

        ~ 7.0 _________

        j? 6.0

        ~ 4.0[

        ~ 3.0 ..________.

        o 2.0 z

        lL3------~1~8------~23 Distarce from minor axis to leading spark plug L (nm)

        Fig. 4. 56 Location of leaning spark plug and partial load performance

        in the trailing side from the point closer to its end to contribute to combustion in the trailing space where extinction of flame is liable to take place.

        In operation at W.O.T., the trailing spark plug installed further away from the minor axis will increase blow-back from the working chamber in expansionstroke into that in intake-stroke when the apex seal passes over the plug hole. The charging efficiency will be lowered to reduce the performance at W.O.T.

        Thus, the trailing spark plug is installed in a location where an improved fuel consumption can be obtained with a minimum reduction in performance at W.O.T.

        Fig. 4. 56 shows the relation between the location of the leading spark plug and the partial loading performance.

        The spark plug installed away from the minor axis in the leading direction will reduce emission of HC and NOr, but deteriorate the fuel consumption. This is because the initiation of combustion in the less squishing area causes a slow combustion speed.

        4. 8 EXHAUST EMISSION CONTROL SYSTEM

        The social requirement to protect the environment made no exception to motor vehicles, and, since the exhaust emission standards were enforced in 1968 in the United States; the standards have been made severer each year. The same trend as such can be observed in various parts of the world including Japan, European countries, Australia, etc.

        - 53-

        The fundamental concept of the exhaust emission control system for automobile engines meeting the exhaust emission standards lies in how to determine the principal specifications for a desired engine without sacrificing its performance, fuel economy, durability etc.

        First, the characteristics of the engine must be clarified. The effect of the properties of exhaust emission, etc. and the characteristics of various parameters of the rotary engine have been described in the foregoing lines. For controlling the exhaust emission, there are two methods being used at present, the thermal reactor system and the catalyst system.

        4. 8. 1 THERMAL REACTOR SYSTEM

        The thermal reactor system has been most generally used for exhaust emission control of the rotary engine. Being effective against leaded fuel, this system is used on engines exported to Europe, Australia, etc., where leaded fuel is used.

        Pig, 4.57 shows the thermal reactor system used in the rotary engine installed on the ECE RX-7.

        The characteristics of the combination of the thermal reactor system with the rotary engine are as follows:

        CD Based on the exhaust emission properties of less NO:c and high HC, supply of the secondary air to the thermal reactor will put the reactor into a stable purification reaction of exhaust emission by the burning heat of HC.

        ® Continuous emission of exhaust gas from each exhaust port and relatively high temperature of the exhaust gas are advantageous to the oxidation reaction in the thermal reactor.

        ® The thermal reactor can be installed in direct contact with the engine of such favorable construction leading to less heat loss and better purifying efficiency. ® The fewer number of exhaust ports enables

        Fig. 4.57 Thermal reactor system

        I

        Exhaust gas + Secondary air

        D- D

        air

        Reaction chamber

        Fig. 4_58 Thermal reactor

        the thermal reactor to be designed compactly.

        ® The exhaust port of simple construction can be easily provided with a port insert effective for reducing heat loss of exhaust gas flowing into the thermal reactor.

        ® The thermal reactor is installed on the bottom of the engine which is advantageous .n preventing heat deterioration inside the engine compartment.

        Thus, the thermal reactor system can be considered to be a really compatible emission control system with the rotary engine.

        ( 1) THERMAL REACTOR

        As well known, conditions for sufficient oxidation reaction of exhaust gas in the thermal reactor are:

        CD to keep the exhaust gas in the reactor as long as possible, ® to keep the exhaust gas temperature as high as possible, and ® to mix the exhaust gas with the secondary air as much as possible.

        Fig. 4.58 shows an example an the above conditions.

        This thermal reactor is an exhaust gas reverse flow type consisting of three components, a reaction chamber, a cooling air passage and an insulator layer covering the outside.

        An inlet pipe with a baffle plate is inserted at its

        inlet.

        For durability, the following are to be noted: CD Corrosion by oxidation and creep from high temperature exhaust gas, ® Cracks and damage due to thermal fatigue and ® Deformation of inner wall due to thermal and mechanical restraints and exhaust gas pressure.

        To prevent the above, the thermal reactor is made of well selected material of high thermal strength and supported for free sliding allowing release of thermal stress.

        Further, to prevent the thermal reactor wall from becoming extremely hot during high speed and heavy load conditions, provisions have been made to control its temperature, for example, by positively cooling the inner wall with an excessive amount of secondary air, as cooling air, flowing inside the thermal reactor.

        - 54-

        Air cleaJW'

        ~ Secondary air _ Exhaust gas

        =

        -

        Heat Exchanger Fig. 4.59 Secondary air pre-heat

        haust gas, The heated air is jetted into the exhaust port insert from the air nozzle in the rotor housing through the secondary air passage covering the exhaust pipe (Fig 4. 57). Such pre-heated secondary air greatly improves the reactivity of the thermal reactor.

        Fig. 4.60 shows the thermal reaction limit from

        (2) HEAT EXCHANGER

        Reactivity in the thermal reactor system is mostly governed by temperature. To keep a high exhaust gas temperature, a port insert is provided at the inlet of the thermal reactor and at the exhaust port of the rotor housing. Further, for better reactivity, the secondary air preheat system is effective.

        This system consists of a heat exchanger and a secondary air passage covering the exhaust pipe, as shown in Fig. 4.59.

        The secondary air from the air control valve enters into the heat exchanger to be heated by the ex-

        16

        1 500 rpm BMEP: 3kg/cmz

        15

        Thermal Reaction limit

        ; <CO, HC=O.lg/min.

        13

        12~ _. _. ~

        350

        200

        250

        300

        Secondary air temperature CC)

        Fig. 4.60 Effect of secondary air temperature on engine A/ F rat'o for thermal reaction

        secondary air temperature.

        4.8.2 CATALYST SYSTEM

        The catalyst system has made possible the fuel economy improvement of the rotary engine to a great extent in place of the thermal reactor system. It is used in engines where unleaded fuel is available such as Japan, U.S.A., etc.

        The thermal reactor system was first adopted as an exhaust emission control system for the rotary engine for reasons described in 4. 8. 1. and has contributed to fuel economy by improvement of the engine and the system itself.

        The continuous improvement of the engine extended the lean limit of air-fuel mixture for engine operation, but was soon encountered with a limit for leaner

        Il!l!!!!I Lean limit from engine ~ operation

        rn:m Lean limit from exhaust ~ emission control

        Catalyst system

        Fic .... 61 Approach to leaner air-fuel mixture

        -55-

        Split-air/port air switching system

        l-container 2-bed type pellet catalyst

        Gas seal improvement

        4-electrode wide gap spark plug

        H.E.!.

        <C:::m Air-fuel mixture .. Exhaust gas ? Secondary air

        Fig. 4.62 Catalyst system

        I Gas seal improvement Apex seal & corner seal

        I Ignitability improvement High energy ignition ~
        4-electrode wide gap spark plug


        I New deceleration control Shutter valve ~f-+ Reduction
        system development of He upstream
        of catalyst


        I Application of pre-reaction Reactive exhaust manifold 1
        Rot~ry
        ~ engine
        +
        catalyst
        ~rI ~
        Monolith catalyst
        I Development of catalyst

        y l-container 2-bed type ~f-+ Development
        of
        pellet catalyst catalyst system


        I Development of secondary Split-air/port air l
        air control system switching system Fig. 4.63 Process of catalyst adoption

        mixture by means of the lean limit from exhaust emission control. Then, the catalyst system was required for further improvement of fuel economy. Fig. 4.61 shows an approach to leaner air-fuel mixture for rotary engines.

        Since the catalyst reacts even at low temperatures, it is possible to make the mixture leaner. If it is used for the rotary engine, a great amount of HC must be purified, which will cause problems such as thermal deterioration, etc. of the catalyst, requiring the following; CD Development of HC reduction technique before reach-

        I

        ing the catalyst to relieve its load. And ® Development of a catalyst system and a secondary air control system so that a high rate of purification can be kept.

        The previous techniques have been improved and new techniques developed, as well as new catalysts far better than previous ones.

        Fig. 4.62 shows the catalyst system used in the 1982 model RX-7 for the U.S. market.

        Fig. 4.63 shows the process of catalyst system adoption in the rotary engine.

        56 -

        from air cleaner

        I

        valve I

        to front rotor to rear rotor I

        I I

        L ' ~~u!:!!!.Ii~--l

        Fig. 4.64 Shutter valve system

        Ignition rate

        100

        Engine speed : 3 OOOrpm Throttle valve: 2.5 deg. opening angle

        801- ~

        ~ 60 2

        r!

        C>

        .§ 40 ii:

        20

        -

        without with

        shutter valve shutter vaJvu

        1000

        800 -

        ., 600 :;

        -:u

        Ci>

        0- E

        '"

        ;; 400-

        '" .c

        U;

        >.

        iU

        3 200 I-

        '" 0,

        c:

        '" 01

        c: 'c

        " c.

        o

        " >

        ~ /

        " ~

        ~ "

        eO,

        0= c:

        1--<1:

        Engine speed (rpm)

        Catalyst bed temperaturo

        without with

        shutter valve shutter valve

        o~--~~----~~---

        Fig. '-65 Effects of shutter valve during deceleration

        III~

        ( 1) SHUTTER VALVE

        In the region of low charging efficiency of the engine during deceleration, the high rate c: ,,;oon gas will lower ignitability and cause misfiring. The engine torque will fluctuate and impair drireabday. If unburned He emissions are purified by the catalvst, temperatures will be rise causing heat deteriorz: -.. Fig. t.6-l shows the shutter valve system that improves ignitability by increasing the charging efliciency dming deceleration.

        The shutter valve is installed hrDi':iJth the rear side

        throttle valve of the inlet manifolds independent of the two working chambers. The valve is fully closed duo ring deceleration. The mixture flows into the front side through a bypass hole above the valve. Thus, the charging efficiency and ignitability in the front side working chamber will be improved, and the catalyst ternperature lowered. Simultaneously, air supplied to the rear side through the coasting valve directly connected to the shutter valve will keep the proper manifold boost to prevent the mixture from leaking.

        Fig. 4.65 shows the effect of the shutter valve on ignitability and catalyst temperature.

        -57-

        ..

        Three-way catalyst

        ~

        Three-way

        Oxidation

        ~

        '>, c c

        "

        '0

        ;;:

        0;

        c o

        .~

        " c-

        c o o

        14.8 -Lean

        Air-fuel ratio

        (2) CATALYTIC CONVERTER

        Fig. 4.66 Pellet type catalytic converter (l-container 2-bed type)

        The catalytic converter consists of a pre-converter and a main converter. The pre-converter plays a part of purification of exhaust gas. A monolith-type catalyst of small capacity is used to facilitate reaction in the main converter.

        The main catalyst is incorporated with two beds, as shown in Fig. 4. 66, to efficiently purify He, eo and NO .. in the exhaust gas. An air nozzle of a multi-hole type is provided between the two beds to supply secondary air. The main converter is a compact pellet converter of I-container 2-bed type capable of obtaining a high purification rate, as a whole.

        Air

        Port-air

        • Below 1 100rpm

        • During deceleration

        • Below 15'C of coolant temperature

        Fig. 4.67 Secondary air control system (point in/split air)

        I

        ( 3 ) SECONDARY AIR CONTROL SYSTEM

        For efficient purification of exhaust gas, the air control valve is used to change over the secondary air between the port air injected into the exhaust port and the split air injected in between the two beds of the catalytic converter (Fig. 4.67), according to the operating condition.

        During low speed or deceleration operation and engine warming-up when the rate of He and eo is relatively high, port air is supplied to mainly purify He and eo with the entire catalyst as an oxidation catalyst.

        During normal driving when the rate of NOr is relatively high, the split air is supplied to reduce NO .. and purify a part of He and eo with the monolith catalyst and the front pellet catalyst as a 3-way catalyst. The rear pellet catalyst mainly purifies He and eo as an oxidation catalyst.

        4.9 SIX PORT INDUCTION SYSTEM eRE 6PI)

        In order to improve fuel economy, the selection of port timing for preventing misfiring and improving torque at low speed, review of the shape of passage for the mixture for improving vaporization and atomization of the mixture, and efforts to make the area of the intake port smaller have been performed, hitherto. However, there is a limitation in pursuing fuel economy due to the drawback of lowering the high speed performance; therefore, the only alternative was to seek a point where fuel economy and output

        - 58-

        (2)Secondary main port

        <DPrimary port

        (]Secondary auxiliary port

        Rotor Rotor

        Side housing

        Intake mainfold

        Exhaust pressure

        Secondary auxiliary port

        Aux. port open Carbo secondary valve open

        Fig. 4.68 Structure and operation of RE6PI

        Engine speed -

        performance are well balanced.

        Fig. 4.68 shows an intake system called the RE 6PI which enables fuel economy and high speed performance to be compatible by providing variable port timing, corresponding to valve timing for reciprocating engines.

        4. 9. 1 STRUCTURE AND OPERATION

        As for the intake ports, there are three ports for one rotor: the primary port, the secondary port. and the secondary auxiliary port. So, for a 2-rotor rotary engine, the intake system consists of 6 ports. The conditions of supply of mixture from each port changes in three steps as follows:

        CD Primary port.

        ® Primary port -l-Secondary main port. ® Primary port + Secondary main POlt+

        Secondary auxiliary port.

        A cylindrical valve (auxiliary port valve) with a notch is inserted into the auxiliary port, and the valve is rotated by an actuater. The exhaust pressure works On the actuater, and, at the time of high speed, heavy load operation when the exhaust pressure becomes higher, the notch on the valve gradually opens the secondary auxiliary port,

        4. 9. 2 AIM A.~ EFFECT

        The aim of this system is to provide the most effective port shape and port timing for the primary port

        I

        1.4

        No misfiring range

        c: a

        :g_ E iil

        c: a u

        ~

        1.2

        Engine speed: 700rpm

        o

        20

        40

        10

        .30

        Overlapping ( 0 )

        Fig. 4.69 Overlapping and idling performance

        in terms of fuel economy, and secure output perform. ance during high speed, heavy load operation by providing a secondary auxiliary port.

        The primary port is of a radical shape attaching importance to low speed operation. In other words. ig nitability is improved by reducing the amount of residual gas carried into the intake stroke by retarding the intake port opening time and eliminating overlapping. Fig. 4.69 shows an example of relations between overlapping and ignitability in the state of idling.

        The above figure indicates that ignitability ,ror both lean and rich sides is improved as the overlapping

        - 59-

        Idling
        c: 720 11
        .9
        0. rpm
        E
        "
        if>
        C 600
        0
        u
        ~ rpm
        LL 2000rpm

        flMEP"~2k'r

        TOO

        Present Side port 6PI Conventional 6PI side port

        Fig. 4.70 Fuel saving results of RE6PI

        <V C

        '00

        C W

        12A engine 573x2cc

        Engine speed

        Fig. 4.71 W.O.T. performance of RE6PI

        is reduced.

        Also, torque at low speed is improved by preventing the mixture from blowing back into the intake stroke from the compression stroke. during low speed revolution, by quickening the closing time of the intake port.

        At the same time, improvement of ignitability is occurs by promoting atomization of mixture through the reduction of intake manifold diameter and the port area.

        When driving at a constant speed it is possible

        I

        to run using only the primary port, and a lean mixture because misfiring has been eliminated.

        Fig. 4.70 shows the effects of improvements made by RE6PI in terms of fuel consumption.

        As can be seen from Fig. 4.70, significant improvements have been attained by increasing the torque in the lower speed range and improving the ig nitability. which cause a stable operation of the engine at low speed, especially when the idling speed is further lowered.

        On the other hand, during high speed operation when the ports on the secondary side are also used, the auxiliary ports are opened to increase the amount of mixture intake, thereby improving the charging efficiency and maintaining high speed performance. Fig. 4.71 shows the effect of performance at W.O.T. The torque at low speed is improved while maintaining the torques at medium and high speeds.

        Furthermore, increase in output can be expected through the selection of auxiliary ports and by adequate control of the auxiliary port valves. It is also possible to improve fuel economy by changing the F.G.R., reducing the engine volume, etc.

        Referenees:

        1) W.D. Bensinger: Rotationskolben- Verbrennungsmotoren, Springel-Verlag (1973)

        2) H.A. Burley, M.R. Meloeny and T.L. Stark: Sources of Hydrocarbon Emissions in Rotary Engines. SAE Paper No. 780419 (1978)

        3) K.C. Tsao and D. Losinger: Mass Burning Rate in a Rotary Combustion Engine. SAE Paper No. 741089 (1974)

        4) K. Yamamoto and T. Muroki: Development on Exhaust Emissions and Fuel Economy of the Rotary Engine at Toyo Kogyo, SAE Paper No. 780417 (1978)

        5) K. Yamamoto: Rotary Engine, Nikkan Kogyo Shimbunsha (1975)

        6) Ozeki and Yamaguchi: Present and Future Development of Rotary Engines, No.2, Vol. 35, Iidosha Gijutsu (1980

        7) K. Shimarnura and T. Tadokoro: Fuel Economy Improvement of Rotary Engine by Using Catalyst System. SAE Paper No. 810277 (1981)

        -60-

        CHAPTER 5

        FUTURE DEVELOPMENT

        Various types of prime movers for motor vehicles, such as gasoline and diesel engines, gas turbines, electric motors, etc. have been so far developed and applied for practical use solely or as competing with one another in each specific field according to their output characteristics, weight and cost.

        These prime movers are now encountering the social requirements of the modern age which must be met, including purification of exhaust emission, improvement of fuel economy, use of low quality fuel, etc. To meet such severe requirements, research and development of new techniques for each of the prime movers are being actively performed.

        The rotary engine is no exception. Development of new techniques is "on the go" to meet social requirements. The results are reflected on the rotary engine for more applicability and potentiality. The rotary engine is, thermodynamically, a displacement type internal combustion engine the same as the 4-cycle reciprocating engine. There are many new techniques of the rotary engine under study based on common concepts with the reciprocating engine. However, from inherent difference in construction and operating mechanisms, approaches unique to the rotary engine are in the process of materialization.

        This chapter presents several new techniques of significance under study on the rotary engine and views the future diversification of the rotary engine.

        5. 1 FUEL INJECTION TYPE ROTARY ENGINE

        The advantage of the fuel injection system over the carburetor system is the possibility of controlling the amount and timing of fuel supply more freely and accurately. The development of the fuel injection system for the rotary engine is under way for the purposes of improvement of performance and fuel economy,purification of exhaust emission, etc.

        The fuel injection system can be generally classified by the control method into the mechanical control type and the electronic control type ; by the injection method used intO the continuous injection type and the intermittent injection type ; and by the injecting position into the intake manifold injection type and the working chamber injection type, These types combined as desired will bring abom characteristic systems, respectively.

        Of these, three typical systems will be presented.

        Fig. 5. I shows a system using the electronic control and the intake manifold injection. The same fuel metering system as for the reciprocating engine is used. In the reciprocating engine, the fuel is injected toward the heated intake valve for better vaporization. On the other hand, the rotary engine has no such heated part in its intake system. To provide such a heated part in it is also difficult. In this respect, to facilitate atomization and vaporization of fuel, special considerations must be given to the configuration of intake manifold, location of the injection nozzle, spraying characteristics of the nozzle, etc.

        Figs. 5. 2 and 5. 3 show the construction of a working chamber injection system for the rotary engine.

        Fig. 5.2 shows a low-pressure continuous injection type rotary engine developed by Audi-NSU (West Germany). It is designed so that injection takes place in the intake stroke to prevent compression pressure being applied on the injection nozzle.

        Fig. 5. 3 is also a development by Audi-NSU. It is of high pressure intermittent injection type timed for injection in the compression stroke.

        As described above, the rotary engine gives much wider freedom than the reciprocating engine for selecting

        Fig. 5. 1 Electronic control fuel injection system

        Lubricatng oil passage Intake port \

        Fool injection nozzle

        Fig. 5. 2 Continuous injection type rotary engine (Audi-NSU, West Germany)

        - 61

        Fig. 5. 3 Intermittent injection type rotary engine (Audi-NSU, West Garmany)

        the location of the injection nozzle, injecting direction, injection timing, etc. Especially. many studies on the working chamber injection type are also being performed as a means of forming a stratified mixture, as described in 5. 2.

        5. 2 STRATIFIED CHARGE TYPE ROTARY ENGINE

        The stratified charge rotary engine is being actively studied as an effective engine to satisfy requirements, contrary to one another, such as to control ignition and combustion, to reduce fuel consumption, to purify exhaust gas, to improve operability, etc., by properly distributing the mixture of different air-fuel ratios over the working chamber.

        In general, the mixture is stratified by distributing easily ignitable rich mixture around the spark plug and lean mixture surrounding the former so that a properly lean mixture fills in the entire working chamber. When the mixture of a smaller air-fuel ratio is stratified, the amount of intake air will be increased to reduce the manifold boost in the intake pipe. Then, the following two effects will function geometrically for improving fuel economy and driveability.

        One is the improvement of ignitability by reducing the ratio of burned gas diluting the mixture. The other is the reduction of intake resistance loss (pumping loss) .

        Thus, the stratified charge engine reduces the emission of unburned HC and CO by more complete combustion of the supplied fuel as well as improving the fuel economy and driveability. In addition, generation of NOz can be controlled by burning the mixture under the condition of its two strata, rich and lean. In the cornbustion -stroke of the rotary engine, the flame propagates in the working chamber faster in the leading direction than in the trailing direction, as described in 4. 3. Making use of this characteristic, a unique stratified charge system to the rotary engine is also being studied, in which a rich mixture is distributed on the leading side of the working chamber and a lean mixture on the trailing side and surrounding wall.

        To stratify the mixture, there are two fundamental concepts generally applied: One is to form the strata in the stream in the working chamber, and the other is to provide a pre-combustion chamber for the rich mix-

        ture with the main combustion chamber used for the lean mixture.

        The intake and exhaust ports of the rotary engine are automatically opened and closed by the rotor revolution. Its fundamental differences from the reciprocating engine are that the port timing is determined by the location and configuration of the ports, that the work. ing chamber moves in rotation in a certain direction, etc. Therefore, special considerations have been given to the stratification of mixture.

        Several examples of the stratified charge rotary engine presently under study are given below.

        (a) TWO-STRATUM CHARGE SYSTEM

        Fig. 5. 4 shows the construction of SCRE (Stratified Charge Rotary Engine) developed by Toyota.

        The rich mixture is supplied from the peripheral port and only air from the side port in slightly retarded timing. Thus, the mixture is stratified as an easily ignitable rich mixture is distributed over the central area and leading side of the working chamber and the lean mixture over both sides and the trailing side.

        Such a system as changing the mixture of different air-fuel ratios through the two intake systems is generally called the two-stratum charge system. Several other systems are being studied on the location and configuration of the intake port, and method for supplying rich and lean mixtures.

        Carburetor

        Side intake port

        Fig. 5.4 SCRE (Toyota)

        ( b ) ROSCO SYSTEM

        Fig. 5.5 shows the construction of ROSCO(ROtat· -ing Stratified COmbustion) system developed by Toyo Kogyo.

        At light-load, air is supplied from the peripheral port only, and fuel is injected into this swirl as timed. The fuel injected from the nozzle hits the swirl and is

        Fig. 5.5 ROSCO system (Toyo Kogyo)

        - 62-

        atomized. At the same time, it is carried to the leading side of the working chamber to form the strata of rich mixture in the leading side and lean mixture in the trailing side. A reed valve is provided in the peripheral port to prevent the burned gas from leaking into the intake manifold. At heavy-load, the insufficient amount of air intake from the peripheral port only is covered by a great amount of air supplied from the side port to obtain a high performance.

        ( c) CURTISS-WRIGHT's SYSTEM

        Fig. 5.6 shows the construction of a stratified charge system developed by Curtiss-Wright.

        Fuel is injected toward the rotor recess through a multiple jet nozzle, as appropriately timed, during the compression-stroke, to form the rich mixture in the rotor recess. The configuration of the rotor recess, direction of fuel injection, number of jets, etc. are properly determined for stabilized combustion, improvement of thermal efficiency, prevention of emission of unburned HC, etc.

        Fuel injection nozzle Spa-k plug Fuel injection nozzle Rotor housing

        Fig. 5.6 Stratified charge rotary engine (Curtiss- Wright, USA)

        (d) SCP SYSTEM

        Fig. 5.7 shows the construction of SCP (Stationary Combustion Process) of pre-combustion chamber type developed by Toyo Kogyo.

        At light-load, fuel is supplied into the spherical pre-combustion chamber only where it will be ignited and burned. The burned gas in the pre-combustion chamber blows and expands into the working chamber to accomplish the work. Any unburned element in the blown gas will be completely burned with the fresh air in the working chamber.

        During heavy load operation, sufficient power cannot be obtained only by supplying fuel to the pre-combustion chamber, so a high output is obtained by supplying air-fuel mixture also to the working chamber.

        Fil". 5.7 SCP system (Toyo Kogyo) ( e ) PDI SYSTEM

        Fig. 5.8 shows the construction of PDI (Partial

        Direct Injection) system developed by Audi NSU.

        The main fuel for combustion is supplied through a conventional carburetor, in which the air-fuel ratio is adjusted for lean mixture. A small amount of additional fuel is injected toward the vicinity of the spark plug to form easily ignitable rich mixture. It is ignited to burn the lean mixture in the working chamber which is difficult to ignite.

        Other than the above, a torch ignition system is being studied, in which a small pre-combustion chamber is provided to ignite the lean mixture in the working chamber.

        Fig. 5.8 PDI system (Audi-NSU, West Germany)

        5.3 SUPERCHARGE TYPE ROTARY ENGINE

        Pressurized air or mixture may be supercharged into the engine to obtain higher charging efficiency and performance. This supercharge system is widely used in the reciprocating engine for racers and large diesel trucks. Recently, attention is being paid to the combination of a small displacement engine for ordinary automobiles with the supercharge system as an effective means for improving fuel economy. It has been put into practical application in a certain field. This supercharge system will allow a small engine to develop performance comparable to that of a large displacement engine when a high performance is required to save fuel during partial load operation.

        Two methods are generally used to pressurize the intake air. One is to drive a centrifugal compressor by turning a turbine by exhaust energy (exhaust-turbo system). The other is to drive a displacement type compressor by the output shaft torque (air-pump system). Fuel is supplied by either carburetor or injection system either before or after its pressurization.

        Two typical supercharge rotary engines are introduce as follows:

        Fig. 5. 9 shows the construction of a typical exhaust-turbo system. This system gives little supercharge effect at low-speed due to a small amount of exhaust gas, but develops a greater supercharge effect by the increasing exhaust gas as the speed increases. In the exhaust gas passage, a bypass passage with a valve (waist

        -63 -

        HeJ injection nouJe

        Spark PJug

        Fig. 5.9 Exhaust gas-turbo supercharge rotary engine

        Fig. 5.10 TISC system (Toyo Kogyo)

        gate) controlled by the supercharge pressure and exhaust gas pressure is provided to bypass a part of exhaust gas through the exhaust gas turbine. This waist gate prevents the supercharge and exhaust gas pressures from being excessively increased.

        Fig. 5.10 shows the construction of TISC (Timed Induction with Supercharge) system developed by Toyo Kogyo. This system is designed for a greater output especially at medium- and low-speeds. A part of intake air is pressurized and forced into the working chamber, timed by the rotary valve. An air pump belt-driven by the output shaft is used to pressurize the intake air, which will allow the engine to develop a sufficient supercharge effect even over medium- and low-speeds. In this system, a small air pump is available for pressurizing only a part of the intake air with little loss in driving it. Fuel is controlled to the amount of supercharged air for an optimum air-fuel mixture in the working chamber.

        5.4 MULTI-ROTOR TYPE ROTARY ENGINE

        The rotary engine of single-rotor unit is basically sufficient for normal operation. In the early stage of development, the single-rotor engine was aimed at.

        Later, a 2-rotor engine with two single-rotor units arranged in line was developed to satisfy the output characteristics and drive ability required for automobile engines. It has proven performance characteristics comparable to that of a 6-cylinder reciprocating engine.

        The advantages of the multi-rotor rotary engine

        are:

        Fig. 5.11 4-rotor rotary engine (Toyo Kogyo)

        Fig. 5.12 Split type output shaft

        CD Improvement of performance by increasing

        the total displacement.

        ® Reduction in torque fluctuation.

        ® Easier balance with inertia force and couple. ® Capability of increasing the allowable engine

        revolutions by reducing the bearing loads and the sliding speed of gas seals in case the total displacement is kept the same.

        The rotary engine can be rather easily made into a multi-rotor engine by arranging the single-rotor units in line. For in-line multi-rotor engines with more than three rotors, another stationary gear is required also for the central engine unit and another main bearing also on the middle part of the eccentric shaft. The following method is adopted for assembling convenience:

        CD The main bearing and stationary gear to be of split-type construction.

        ® The output shaft to be of separate-type (Fig. 5.12).

        Also, a multi-rotor engine with more than two 2-rotor units arranged in parallel and connected by gearing is being studied. Such a type of construction will make it possible to easily shift the full-unit operation to the single-unit operation at light-load for effective fuel economy.

        5.5 DIESEL ROTARY ENGINE

        The diesel engine is characterized by use of low

        -64 -

        Through-ho1e on expansion side

        Intake Fig. 5.13 Two-stage diesel rotary engine

        (Rolls Royce. Great Britain)

        Fig. 5.14 Diesel rotary engine (Rolls Royce.

        Great Britain)

        quality fuel and low rate of fuel consumption. Application of the rotary engine system to the diesel engine is also being studied.

        In such an application, the first problem lies in how to obtain as high a compression ratio as required for the diesel cycle.

        The compression ratio of the rotary engine is determined by the trochoid constant (generating radius R/eccentricity e) and the volume of the rotor recess. A higher compression ratio can be obtained by combining a trochoid of greater trochoid constant with a rotor recess of smaller volume.

        However, a single stage compression to obtain a sufficiently high compression ratio will make the working chamber shallower and narrower at the top dead center. Proper distribution and combustion of fuel will be difficult.

        Then, a two-stage rotary engine is being studied to obtain a high compression ratio as keeping the optimum configuration of the rotor recess and trochoid.

        Fig. 5. 13 shows a two-stage diesel rotary engine developed by Rolls Royce (Great Britain).

        -

        Two vertically arranged rotors connected by gearing rotate in the same direction. The upper smaller unit is used for ignition and initial combustion and the lower unit for main combustion and initial air intake. The total compression ratio is expressed by

        Displacement of lower unit Compression ratio Displacement of upper unit X of upper unit

        Such a two-stage rotary engine will become more complicated in construction and greater in weight and volume than the single-stage rotary engine. Nevertheless, when compared with the reciprocating diesel engine, it holds priority with respect to weight, compactness, vibration, noise. etc.

        5. 6 APPLICATIONS OTHER THAN TO AUTOMOBILES

        The rotary engine has been popularized mainly for automobile engines. Its features of light weight, compactness, less vibration and noise, etc. attract attention not only for automobile engines but also as prime movers in various fields. Therefore, various types of rotary engines have been developed for application to fields other than automobiles.

        Some applications of the rotary engine will be introduced and future applicability viewed as follows: ( a ) Motorcycle

        Rotary engine motorcycles of high performance

        Fig. 5.15 Motorcycle (Comotor, Luxemburg, 900cc x 2-rotor)

        Fig. 5.16 Snowmobile (Outboard Marine, USA, 530cc X I-rotor)

        - 65-

        Fig. 5.17 Outboard engine (Yanrnar Diesel. 300cc X 2-rotor)

        Fig. 5. 18 General-purpose engine (Fichtel & Sachs. 300cc x l+rotor)

        Fig. 5.19 Industrial engine (Ingersoll-Rand. USA, 41£ x2-rotor)

        Fig. 5.20 Chain saw (Yanmar Diesel, 60ccxl-rotor)

        shows the comfort feeling unique to the rotary engine resulting from less vibration, high power, etc.

        ( b ) Snowmobile

        Snowmobiles equipped with a rotary engine develop high performance and provides comfort in operation.

        ( c) Outboard Engine

        Outboard rotary engines are more compact consume less fuel, and provide higher performance and comfort than the ordinary 2-cyc1e reciprocating engines. ( d ) High -speed Boat

        Rotary engine high-speed boats have already won

        I

        J

        Fig. 5.21 Model engine (Ogawa Seiki, sec x I-rotor)

        championships in many races. ( e ) Light Plane

        Light planes equipped with rotary engines of light weight and high output are reputed to have less vibration and noise.

        ( f ) Helicopter

        Helicopters installed with a rotary engine by Curtiss-Wright are used as training helicopters in the U.S. Air Force.

        (g) General-purpose Engine

        Small, light weight and portable rotary engines are widely used for generators, fire pumps, agricultural

        - 66

        -

        _>

        ----

        machines, etc.

        ( h ) Industrial Engines

        Very large rotary engines are also developed for driving compressors and pumps.

        ( i ) Chain Saws

        The very low vibration of the rotary engine is effective in preventing occupational diseases, such as vibration disease.

        ( j) Model Engines

        The smallest sized rotary engine ever developed when installed on a model plane, has the advantages of compactness and a centrally lacated output shaft.

        - 67-

        Referenees:

        1) K. Yamamoto and T. Muroki: Development on Exhaust Emissions and Fuel Economy of the Rotary Engine at Toyo Kogyo, SAE Paper No. 780417 (1978)

        2) R. van Basshuysen and G. Wilmers: An Update of the Development on the New Audi NSU Rotary Engine Generation, SAE Paper No. 780418 (1978)

        3) Ryozo Ito and three others: A Study on Combustion Improvement at Light-Load of the Rotary Engine. From a Scientific Lecture of the Japan Society of Automotive Engineers (1978)

        4) C. Jones: A Progress Report on Curtiss-Wright's Rotary Stratified Charge Engine Development, SAE Paper No. 741206 (1974)

        5) The Rotary Combustion Engine Candidate for General Aviation, NASA Conference Publication 2067 (1978)

        J

        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