X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail02.syd.optusnet.com.au ([211.29.132.183] verified) by logan.com (CommuniGate Pro SMTP 5.2.7) with ESMTPS id 3116771 for flyrotary@lancaironline.net; Sat, 06 Sep 2008 01:21:45 -0400 Received-SPF: pass receiver=logan.com; client-ip=211.29.132.183; envelope-from=lendich@optusnet.com.au Received: from george (d211-31-70-177.dsl.nsw.optusnet.com.au [211.31.70.177]) by mail02.syd.optusnet.com.au (8.13.1/8.13.1) with SMTP id m865L1f6010225 for ; Sat, 6 Sep 2008 15:21:03 +1000 Message-ID: <001801c90fe0$5e5f88e0$6400a8c0@george> From: "George Lendich" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Re: New rotary engine-mazda points on design Date: Sat, 6 Sep 2008 15:21:06 +1000 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0015_01C91034.2EF260B0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.3138 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.3350 X-Antivirus: avast! (VPS 080905-0, 05/09/2008), Outbound message X-Antivirus-Status: Clean This is a multi-part message in MIME format. ------=_NextPart_000_0015_01C91034.2EF260B0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Jim, The biggest volume is at BDC- anything past this is compression, it's = not getting high until it goes past the inlet area; but it certainly is = quite high at the 12:00 O'clock position where the direct injection is = taking place. Direct Injection has to be high to atomize the fuel particles finely = enough to get complete combustion. Of course it has to be high to also = counter the compression pressure at this stage. George ( down under) George, I don't understand why "very high pressure" is needed for = injection. From the model that is shown, the injection seems to be timed = while the rotor is just transitioning from intake to compression(rotor at = maximum volume point). The pressure could be ambient or below ambient at this point not = requiring any great pressure at all for injection. Just my 0.02 worth. Jim --- On Fri, 9/5/08, George Lendich = wrote: Snip Then there's the complexity of injection and the very high pressure = of=20 direct injection, as well as the associated hardware and much needed=20 software to make it all work. Those sorts of things tend to temper my enthusiasm or am I just jaded=20 through old age. George (down under) =20 ------=_NextPart_000_0015_01C91034.2EF260B0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Jim,
The biggest volume is at BDC- anything = past this is=20 compression, it's not getting high until it goes past the inlet area; = but it=20 certainly is quite high at the 12:00 O'clock position where the direct = injection=20 is taking place.
Direct Injection has to be high to = atomize the fuel=20 particles finely enough to get complete combustion. Of course it has to = be high=20 to also counter the compression pressure at this stage.
George ( down under)
George,
I don't understand why "very high pressure" is needed for=20 injection.
From the model that is shown, the injection seems to be = timed while=20 the rotor
is just transitioning from intake to compression(rotor at = maximum=20 volume point).
The pressure could be ambient or below ambient at this = point not=20 requiring any great pressure at all for injection.
Just my 0.02 worth.
 
Jim

--- On Fri, 9/5/08, George Lendich=20 <lendich@optusnet.com.au> wrote:
Snip
 
Then there's the =
complexity of injection and the very high pressure of=20
direct injection, as well as the associated hardware and much needed=20
software to make it all work.

Those sorts of things tend to temper my enthusiasm or am I just jaded=20
through old age.
George (down under)
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