New patents for Mazda rotary released!
12-16-2010, 07:15 PM
#26
These translations are impressive actually. I can get the gist of what they are saying... it's not much worse than reading something from someone who has somewhat limited fluency in English.
The crux of the problem: if the hole in the rotor housing for the spark plug is made bigger, spark performance using standard ignition can improve but compression will suffer due to gas leakage. Thus there is a need for a different type of ignition system to work around these constraints.
They are adapting existing designs as we've been saying.
So one of the big advantages of the plasma ignition is cold start emissions which is always a big challenge. On a direct injected piston engine they fire the injector in the compression stroke, right before TDC, then fire the plug after TDC. With the exhaust valve open the timing is so retarded that the cat warms up quickly. You can't do that kind of thing on a rotary so you have to try something else.
Then, the spark plug accommodated in the plughole cannot make an electrode project in an operating chamber like a reciprocating engine, but since it will be withdrawn in the inner part of a plughole by it, if the opening of a plughole is small, the ignition performance to gaseous mixture will fall.
On the other hand, if an opening is enlarged, the gas leakage at the time of the crowning (apex seal) of a rotor passing through that will increase.
On the other hand, if an opening is enlarged, the gas leakage at the time of the crowning (apex seal) of a rotor passing through that will increase.
Using publicly known plasma jet ignition for per [ 1 ] this point (for example, patent documents) is proposed. By supplying big spark discharge energy to the cavity formed at the tip of a spark plug in an instant, plasma jet ignition generates plasma, makes an operating chamber blow off and lights this at gaseous mixture. Rather than general spark ignition, certainly, gaseous mixture can be lit and can be burned.
Then, since gaseous mixture is lit by the plasma spouted to an operating chamber, even if the opening of a plughole is small, sufficient ignition performance is obtained. Therefore, when using plasma jet ignition, compared with the spark ignition to the former, the opening of a plughole can be made small, and since gas leakage decreases by this and a compression pressure increases, the superiors for startability at the time of an engine torque rise and low temperature can also be expected.
Last edited by arghx7; 12-16-2010 at 07:25 PM. Reason: translation
12-17-2010, 02:39 AM
#30
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There is another Mazda patent for dual oil pump. JP2010156232A
That plasma jet spark plugs can maybe also solve situations with plugs full of unburned petrol when engine is flooded. They say that its high energy plasma so maybe it has enought energy to vapourise that petrol in trailing plugs.
That plasma jet spark plugs can maybe also solve situations with plugs full of unburned petrol when engine is flooded. They say that its high energy plasma so maybe it has enought energy to vapourise that petrol in trailing plugs.
12-17-2010, 09:09 AM
#31
There is another Mazda patent for dual oil pump. JP2010156232A
That plasma jet spark plugs can maybe also solve situations with plugs full of unburned petrol when engine is flooded. They say that its high energy plasma so maybe it has enought energy to vapourise that petrol in trailing plugs.
That plasma jet spark plugs can maybe also solve situations with plugs full of unburned petrol when engine is flooded. They say that its high energy plasma so maybe it has enought energy to vapourise that petrol in trailing plugs.
I looked through the patent on the injector air port for the new engine. It is a continuing evolution of Mazda's previous injector atomization designs. So here is the original atomization design on the Rx-7's:
You had a very oldschool pintle-type injector (and later a sidefeed hole-type on the REW engines) with a crude spray pattern that could not operate under very high pressure compared to the Renesis injectors. Filtered atmospheric air came through the intake manifold and worked with a mixing plate ("air bleed socket") beneath the injector. Now compare the Renesis system with this new 16X design:
The Renesis has the jet-air mixing system, which sprays a continous stream of air along the floor of the port runner to improve mixing. The injector is also a much newer design operating at higher pressure.
The 16X design is adapted to the direct injection. As the rotor turns the apex seal divides the housing so that one chamber is in the compression stroke and one is in the intake stroke. A passageway in the rotor housing allows compressed air from the compression stroke chamber to blow back into the intake stroke. It is timed in such a way as to improve atomization of the fuel as the injector sprays into the intake stroke. There is only one injector depicted in this patent, so I am unsure if this would work with the two-injector design described in the other patent.
Last edited by arghx7; 12-17-2010 at 09:12 AM.
12-17-2010, 10:18 AM
#32
i was under the impression that the jet air system only operated during idling range of rpm?
Placing the spark inside the mixture will so advance the rotary engine. I believe we have had(somewhere) a brief exchange of thoughts in a thread about the "laser ignition" that Ford was working on?
Anyway the flame front travel will be much better and maybe they can take away the old trying to run backwards and forwards at the same time thing.
Can actually get a engine with 11/1 compression?
MAYBE they are thinking about using natural gas too?
OD
Placing the spark inside the mixture will so advance the rotary engine. I believe we have had(somewhere) a brief exchange of thoughts in a thread about the "laser ignition" that Ford was working on?
Anyway the flame front travel will be much better and maybe they can take away the old trying to run backwards and forwards at the same time thing.
Can actually get a engine with 11/1 compression?
MAYBE they are thinking about using natural gas too?
OD
12-17-2010, 10:55 AM
#34
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12-17-2010, 11:13 AM
#35
12-17-2010, 12:10 PM
#36
^ cool.
I looked through the patent document for the 2-injector design and it said that under high rpm/high load a 3rd injector will spray in the intake port, similar to the primary injectors on previous engines. That's how the 16X prototype from a couple years ago was configured. So under low load it will spray into the compression stroke and the intake stroke. Under medium load I believe it just sprays directly in the intake stroke. Under high load it will spray into the intake port and directly into the intake stroke.
I looked through the patent document for the 2-injector design and it said that under high rpm/high load a 3rd injector will spray in the intake port, similar to the primary injectors on previous engines. That's how the 16X prototype from a couple years ago was configured. So under low load it will spray into the compression stroke and the intake stroke. Under medium load I believe it just sprays directly in the intake stroke. Under high load it will spray into the intake port and directly into the intake stroke.
03-04-2011, 01:39 PM
#41
Yeah, I do too, but the OP's diagrams made my new HP p6777c go nuts; some screen that looked fake would show a bunch of trojan horse and worms, then, want me to click exe file. Are you kiding?
I loaded Malwarebytes anti-malware, and tossed it.
Everyone else's diagrams are primo!
I loaded Malwarebytes anti-malware, and tossed it.
Everyone else's diagrams are primo!
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