X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [64.12.143.101] (HELO imo-m13.mail.aol.com) by logan.com (CommuniGate Pro SMTP 5.2.0) with ESMTP id 2723437 for flyrotary@lancaironline.net; Sun, 10 Feb 2008 11:36:34 -0500 Received-SPF: pass receiver=logan.com; client-ip=64.12.143.101; envelope-from=Lehanover@aol.com Received: from Lehanover@aol.com by imo-m13.mx.aol.com (mail_out_v38_r9.3.) id q.d4f.21cb480b (14467) for ; Sun, 10 Feb 2008 11:35:52 -0500 (EST) From: Lehanover@aol.com Message-ID: Date: Sun, 10 Feb 2008 11:35:52 EST Subject: Re: [FlyRotary] Re: Rotor Weight Codes To: flyrotary@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1202661352" X-Mailer: Unknown sub 36 X-Spam-Flag: NO -------------------------------1202661352 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Sorry Dale. Much too understandable. As the rotor orbits the crank, it generates a centrifugal bearing load based on the crank RPM and the rotors weight. Relative to the crank this is orbital motion. (Rotary motion of the rotor which is also spinning) Relative to the crank throw this is purely rotary motion. Bearing loadings are more complex, as the cylinder combustion pressure lifts (or cancels) some of the centrifugal bearing loading. It also does it in the same place in the circle every time, and in proportion to the throttle setting. The centrifugal load passes zero around 6,000 to 6,500 RPM. As seen on Paul's site. In racing engines, where rotors are lightened to the extent possible, this point might be much higher than for the stock rotors. The rotors are lightened to reduce bearing loads so that much higher RPM may be used. This reduces the amount of mass that must be accelerated after each shift. Same as the flex plate instead of the massive flywheel. The normally nice balance is upset by the rotors becoming lighter on one side of the circle. This also loads the main bearings higher one side than the other. You may have noticed that at lower RPM, the reduction box develops a racket from the gear lash being used up in one direction then 180 degrees later being clashed in the opposite direction. In the race car, with little mass in the rotating assembly, the transmission will suffer this problem and the noise is enough to make you think a big gear has broken and is being ground up. Thus the idle speed in the race car is 2,200 RPM. No problem up there. So there is a value in the heavy rotors. They add flywheel effect the same as a heavier flywheel.They also damp the hard accelerations from each power stroke and smooth the engine nicely. The single rotor people are short over 9 pounds of flywheel effect before they get started. If you don't mind complexity, A much smaller flywheel could be turned at a higher speed than the crank through a gearing arrangement and be effective at a much reduced weight. Just some ideas to throw around. I do love this engine. Lynn E. Hanover In a message dated 2/10/2008 10:25:17 A.M. Eastern Standard Time, dale.r@cox.net writes: Not reciprocating. There is acceleration and deceleration; and the vectors are complex - the e-shaft makes a complete rotation every time a new face of the rotor is presented to the spark plugs. Think of it like being in slow-and-go traffic on the freeway - you keep going forward, but sometimes not by much. In fact, the path of the valve stem on your wheel as you roll down the freeway is a "classic" trochoid. Take a look at: http://mathworld.wolfram.com/Trochoid.html Dale R. COZY MkIV #0497 Ch. 13 **************Biggest Grammy Award surprises of all time on AOL Music. (http://music.aol.com/grammys/pictures/never-won-a-grammy?NCID=aolcmp003000000025 48) -------------------------------1202661352 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
Sorry Dale.
Much too understandable.
 
As the rotor orbits the crank,  it generates a centrifugal bearing= =20 load based on the crank RPM and the rotors weight. Relative to the crank thi= s is=20 orbital motion. (Rotary motion of the rotor which is also spinning)
Relative to the crank throw this is purely rotary motion. Bearing loadi= ngs=20 are more complex, as the cylinder combustion pressure lifts (or cancels) som= e of=20 the centrifugal bearing loading. It also does it in the same place in the ci= rcle=20 every time, and in proportion to the throttle setting.
 
The centrifugal load passes zero around 6,000 to 6,500 RPM. As see= n on=20 Paul's site. In racing engines, where rotors are lightened to the extent=20 possible, this point might be much higher than for the stock rotors.
 
The rotors are lightened to reduce bearing loads so that much higher RP= M=20 may be used. This reduces the amount of mass that must be accelerated after=20= each=20 shift. Same as the flex plate instead of the massive flywheel.
 
The normally nice balance is upset by the rotors becoming lighter on on= e=20 side of the circle. This also loads the main bearings higher one side t= han=20 the other. You may have noticed that at lower RPM, the reduction box develop= s a=20 racket from the gear lash being used up in one direction then 180 degrees la= ter=20 being clashed in the opposite direction.
 
 In the race car, with little mass in the rotating assembly, the=20 transmission will suffer this problem and the noise is enough to make you th= ink=20 a big gear has broken and is being ground up. Thus the idle speed in the rac= e=20 car is 2,200 RPM. No problem up there.
 
So there is a value in the heavy rotors. They add flywheel effect the s= ame=20 as a heavier flywheel.They also damp the hard accelerations from each power=20 stroke and smooth the engine nicely.
 
The single rotor people are short over 9 pounds of flywheel effect befo= re=20 they get started. If you don't mind complexity, A much=20 smaller flywheel could be turned at a higher speed than the crank throu= gh a=20 gearing arrangement and be effective at a much reduced weight. Just some ide= as=20 to throw around.
 
 I do love this engine.
 
Lynn E. Hanover
 
 
 
In a message dated 2/10/2008 10:25:17 A.M. Eastern Standard Time,=20 dale.r@cox.net writes:
<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>Not=20 reciprocating.  There is acceleration and deceleration; and the=20
vectors are complex - the e-shaft makes a complete rotation every time= a=20
new face of the rotor is presented to the spark plugs.  Think of=20= it=20 like
being in slow-and-go traffic on the freeway - you keep going forw= ard,=20
but sometimes not by much.  In fact, the path of the valve stem o= n=20 your
wheel as you roll down the freeway is a "classic" trochoid.=20

Take a look at: http://mathworld.wolfram.com/Trochoid.html

= Dale=20 R.
COZY MkIV  #0497
Ch. 13
 
 
<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000=20 size=3D2>
 


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