I'm at work now and don't have solidworks here ..
will make som simple illustrations on my toughts when i have the chance.
how would it be any different than the slug of air that sits in the port when a poppet closes? Or on my car with a dual intake system one set of runners closes trapping fuel and air in it (that makes a shitty mess after 250k miles)autogyro wrote:I am interested in the 'slug' of air (air fuel mixture)in the valve.
As the valve rotates to closed the flow in the valve stops flowing into the head, piles up and reverses in direction.
This must create turbulence and could reduce ultimate flow compared to a poppet valve.
The effect this has on the fuel mixture from a carb or port injection interests me. It may reduce many of the rotary valves benefits.
I would guess that direct injection would be much better and rotary valve engines probably work better blown.
Of course in a properly designed sleeve valve engine there is no 'slug' of rotating turbulent air because of the thin sleeve wall.
The air piled up behind a poppet valve when the valve closes is not spun around into the oposite direction and the pulse created by the closing poppet valve is used to establish the intake port length to increase induction flow.flynfrog wrote:how would it be any different than the slug of air that sits in the port when a poppet closes? Or on my car with a dual intake system one set of runners closes trapping fuel and air in it (that makes a shitty mess after 250k miles)autogyro wrote:I am interested in the 'slug' of air (air fuel mixture)in the valve.
As the valve rotates to closed the flow in the valve stops flowing into the head, piles up and reverses in direction.
This must create turbulence and could reduce ultimate flow compared to a poppet valve.
The effect this has on the fuel mixture from a carb or port injection interests me. It may reduce many of the rotary valves benefits.
I would guess that direct injection would be much better and rotary valve engines probably work better blown.
Of course in a properly designed sleeve valve engine there is no 'slug' of rotating turbulent air because of the thin sleeve wall.
In my 2 cests worth long ports could be a problem as they give the combustion chamber an odd micky mouse shape with extended ears where combustion would be slow and add to the boubdary layer volume thus adding to HC levels. ther might not be such a problem in the exhaust as ther could be retained exhaust that would not be part of combustion and extra thicknet might help with heat sink.n smikle wrote:In your prototype, how is the combustion in the ports below the valves?
In one of my alternative I had long ports from the valve barrel too, but I just didn't go with it because I was unsure of the combustion in that area.
Your ports seem to go about 25mm above the chamber, did you have to use special pistons to regain a good compression ratio?