9000 rpm question
#2
Prodigal Wankler
As revs increase, the loads on the stationary gears increase exponentially. I'm impressed that they even managed to lift the limit to nine grand in a production engine - the rotor lightening must have had a lot to do with it.
#3
The loads on the apex seals, bearings and eccentric shaft increase with rpm as well as heat. There's also the airflow limits. After 8500 rpm the power drops, maybe when porting gets figured out this can be changed.
Last edited by neit_jnf; 02-11-2004 at 12:07 PM.
#4
mostly harmless
Join Date: Jun 2002
Location: Greater Vancouver Area, BC
Posts: 3,440
Likes: 0
Received 0 Likes
on
0 Posts
yup
it has to do with the limitations of both the stationary gear (the outer gear, which is actualy in the centre of the rotor and keeps it on its orbital path), and the eccentric shaft.
the rotors themselves spin at only 1/3 the speed of the e-shaft (which is equivalent to a crank shaft in a piston engine), but the e-shaft sees the full speed of the rotation.
because it's design doesn't lend itself easily to being spun fast (the e-lobes create pretty significant imbalances on the shaft, lightened racing style or not), not to mention it's completely without support through the middle of the block (there are only the two bearings in the end housing plates... the intermediate plate only has a hole...).
another problem to worry about is that classic problem of the wankel engine, sealing the apices effectively. the new seals go back to the old (more often reliable) 2 peice assembly, but have cut down in height (they seat higher up in the groove in the rotor, i believe) and made them of a different (harder, and lighter) material too. all this reduces the mass of the seals so they can more effecively seal at high rpm (moving in and out with the contours of the rotor housing).
...there are of course other normal things to deal with like how to get the engine to breathe well across a wider range of rpm, and ignition stuff at a higher compression, but that's the basic mechanical issues they've dealt with in this engine.
it has to do with the limitations of both the stationary gear (the outer gear, which is actualy in the centre of the rotor and keeps it on its orbital path), and the eccentric shaft.
the rotors themselves spin at only 1/3 the speed of the e-shaft (which is equivalent to a crank shaft in a piston engine), but the e-shaft sees the full speed of the rotation.
because it's design doesn't lend itself easily to being spun fast (the e-lobes create pretty significant imbalances on the shaft, lightened racing style or not), not to mention it's completely without support through the middle of the block (there are only the two bearings in the end housing plates... the intermediate plate only has a hole...).
another problem to worry about is that classic problem of the wankel engine, sealing the apices effectively. the new seals go back to the old (more often reliable) 2 peice assembly, but have cut down in height (they seat higher up in the groove in the rotor, i believe) and made them of a different (harder, and lighter) material too. all this reduces the mass of the seals so they can more effecively seal at high rpm (moving in and out with the contours of the rotor housing).
...there are of course other normal things to deal with like how to get the engine to breathe well across a wider range of rpm, and ignition stuff at a higher compression, but that's the basic mechanical issues they've dealt with in this engine.
#5
Ricer is Nicer.....
Alternator....
Don't forget the speed the alternator has to cope with....
I am surprised the a/c and alternator can handle the rotation, they have to be adequate at idle, yet not explode at 9k!
I assume that is one of the reasons the power steering is not belt driven, also.
.
.
.
doc
I am surprised the a/c and alternator can handle the rotation, they have to be adequate at idle, yet not explode at 9k!
I assume that is one of the reasons the power steering is not belt driven, also.
.
.
.
doc
#6
mostly harmless
Join Date: Jun 2002
Location: Greater Vancouver Area, BC
Posts: 3,440
Likes: 0
Received 0 Likes
on
0 Posts
Re: Alternator....
Originally posted by Doctorr
Don't forget the speed the alternator has to cope with....
I am surprised the a/c and alternator can handle the rotation, they have to be adequate at idle, yet not explode at 9k!
I assume that is one of the reasons the power steering is not belt driven, also.
.
.
.
doc
Don't forget the speed the alternator has to cope with....
I am surprised the a/c and alternator can handle the rotation, they have to be adequate at idle, yet not explode at 9k!
I assume that is one of the reasons the power steering is not belt driven, also.
.
.
.
doc
...and darn neit jnf stealin' my thing while i was typing :p
#8
AYYYY....I mean....ARRRR!
Thread Starter
Join Date: Sep 2003
Location: Dracut, MA
Posts: 181
Likes: 0
Received 0 Likes
on
0 Posts
I would think the eccentric shaft would be the easiest problem to solve. I just think of all the industrial engines, turbines, military applications (submarines prop shafts, helicopter rotor shafts), etc and the stresses on them. The tech to design a lighter, stronger eshaft must exist........
#10
Registered User
Join Date: Sep 2003
Location: Oregon
Posts: 175
Likes: 0
Received 0 Likes
on
0 Posts
Originally posted by zoom44
it's called carbon fiber and this one is made out of it already. and ignition is one of the keys also. above a certain rpm they can't fire quickly enough to keep up.
it's called carbon fiber and this one is made out of it already. and ignition is one of the keys also. above a certain rpm they can't fire quickly enough to keep up.
#13
The biggest problem with rotaries is resonace at about 11,000 RPM.
I read somewhere in the past that at above 12,000 RPM's early rotaries were being shaken apart by resonance.
Even the old rotaries could rev past 9,000 without a problem. I had my FD rev limited at 9000 with mostly stock internals. I did use the competition bearings and oil injectors though.
With proper engine management a rotary can reach some pretty amazing RPM's.
Just think, there is no valve train to worry about.
Also I hope this post doesn't come across as being the only reason, the others mentioned above are valid as well. Most all are easily addressable, and so is the resonace issue.
Lighter rotating mass that is perfectly balanced and a few extra dowel pins should help.
I read somewhere in the past that at above 12,000 RPM's early rotaries were being shaken apart by resonance.
Even the old rotaries could rev past 9,000 without a problem. I had my FD rev limited at 9000 with mostly stock internals. I did use the competition bearings and oil injectors though.
With proper engine management a rotary can reach some pretty amazing RPM's.
Just think, there is no valve train to worry about.
Also I hope this post doesn't come across as being the only reason, the others mentioned above are valid as well. Most all are easily addressable, and so is the resonace issue.
Lighter rotating mass that is perfectly balanced and a few extra dowel pins should help.
Last edited by rxphink; 02-11-2004 at 06:29 PM.
#15
Originally posted by DisneyDestroyer
I thought early testers said that they had run tests with the Renesis at 15k RPM, intimating that it would be a possible design for race engines...
I thought early testers said that they had run tests with the Renesis at 15k RPM, intimating that it would be a possible design for race engines...
I'll have to find the book I read all this in.
#16
mostly harmless
Join Date: Jun 2002
Location: Greater Vancouver Area, BC
Posts: 3,440
Likes: 0
Received 0 Likes
on
0 Posts
Originally posted by FONZIE
I would think the eccentric shaft would be the easiest problem to solve. I just think of all the industrial engines, turbines, military applications (submarines prop shafts, helicopter rotor shafts), etc and the stresses on them. The tech to design a lighter, stronger eshaft must exist........
I would think the eccentric shaft would be the easiest problem to solve. I just think of all the industrial engines, turbines, military applications (submarines prop shafts, helicopter rotor shafts), etc and the stresses on them. The tech to design a lighter, stronger eshaft must exist........
...and neit_jnf, i was talkin' about the sealing issue.
#17
Prodigal Wankler
Somewhere around here I have a copy of "Rotary Engine" by Mr Rotary himself, Kenichi Yamamoto. Published by the SAE, it dates back to the early 80's, and is barely more than a collection of technical papers, but it contains some fascinating facts and figures. The one that always stuck in my mind was the aforementioned stationary gear loads - over about 12,000rpm, the graph went balistic!
#18
Originally Posted by Psylence
Yeah, the eccentric shaft is plain old metal. Engine internals cannot be made out of carbon!
YES THEY CAN BE MADE OUT OF CARBON!!!! WOOOTTT HELLO NASA!!!!
#19
Registered User
Join Date: Jun 2002
Location: Misinformation Director - Evolv Chicago
Posts: 3,086
Likes: 0
Received 0 Likes
on
0 Posts
I was wondering how this thread re-surfaced.
And look, even a new member that did a search. You must have seen the thread regarding searching that has been raging for a few days.
And look, even a new member that did a search. You must have seen the thread regarding searching that has been raging for a few days.
#20
the giant tastetickles
Join Date: Sep 2005
Location: in the basement
Posts: 2,758
Likes: 0
Received 0 Likes
on
0 Posts
I don't think its just a matter of the shaft or weight of the rotor but the engineers have to take into account of drivability convenience. I guess (just a guess), lightening the rotor too much would have the same effect of a lightened flywheel. It can spin faster but also slows down faster, the engine might have to idle at higher rpm otherwise it might stall.