Hello folks.
I am not a materials engineer. I have been reading books on solid mechanics and materials science to help improve my understanding though. I am faciniated by machines and also my hobby of amatuer motorsport. I truly love machines and my favourite machine is the rotary internal combustion engine. Here is a webpage describing the engines basic operation:
As this engine design does not require a complex valvetrain, and for the simple fact that unlike piston engines where the rods and pistons go through full cyclic stress reversals twice for every crank rotation, the rotary engine *SHOULD* be able to rev significantly beyond what a piston engine can.
The rotary performance community has been suppressed by a lack of real aftermarket research and development. Yes some progress has been done and its relatively easy to modiy a 13B turbo for 500 flywheel horsepower on
98RON pump fuel, but I know more is there to be had.What happens at high boost and high RPM is that the mass of the two rotors, being close to 4kgs each, elastically deforms the eccentric shaft. Then what happens sometimes is that the rotors themselves make contact with the epitochroid shaped housing, then it's all over the engine goes into critical failure.
The rotors themselves are some sort of cast iron. I dont know the exact alloy here used.
Q: How much does it cost to have a component analysed for its material specification? Is there any near enough way to find out without involving a lab?
I know that the rotors are cast, the molten metal being fed centrally into a mold for three rotors - Mazda's new process as they said it is better for "uniform metal distribution and more precise rotor balance". There is corner on each of the three rotor angles, and these corners are induction hardened using a pin point automated induction hardening process that won the designed of that a 2002 award of excellence. You see the wear character of the three slots at each rotor point is important as otherwise the apex seals and the corner seals that provide engine sealing will wear the rotor prematurely leading to engine failure. As it is now, rotors still wear in this area.
Now the eccentric shaft (the output shaft) on which the rotors are geared to through the center of the rotor, it is well balanced. There is an aftermarket eccentric shaft that has a larger middle support bearing and other features to help stiffen it up. The rotors themselves due to the gearing rotate at one third the RPM of the eccentric shaft. One of the issues though is that this movement is eccentric and occurs in a planetary sort of motion.
There is people who have tried lightening the factory rotors. This helps but is not of any significant gain.
Under high boost there is cases of the rotor face collapsing in on itself. The chamber pressures obviously plastically deforming the rotor.
One modification is to snap ring the rotor gear to help prevent it from walking away from the rotor itself under high load.
Interally, there is a complex shaped web of cooling fins that directs engine oil throughout the rotor. It was felt that casting is the easiest method, but perhaps two billets could be machined and then joined into one component.
What I have been striving for is rotors that say using aluminium alloy or magnesium alloy etcetc are significantly less heavy, stronger to stop the combustion face collapsing problem and more druable for greater rotor life. There is modified GTR Skylines now doing 12000rpm using six clyinder piston engines! Surely with the basic engine physics to the rotary design this could be exceeded.
A market does exist for such a part. It is nowhere near as large as the piston aftermarket, but its there. Typical uses would be for experimental aircraft and performance rotary engined cars.
Q: Does anyone have a suggestion on a possible material spec?
If anyone would like to contact me, my email removing the nospam is snipped-for-privacy@yahoo.com.au
Thanks.