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The Engineering Society
For Advancing Mobility
~ Land Sea Air and Space 400 COMMONWEALTH DRIVE WARRENDALE, PA 15096

870449

Starling low Compression Ratio

Rotary Wankel Diesel Engine

Roy Kamo
Adiabatics, Inc.

T. Y. Yamada and Y. Hamada

Yanmar Diesel Engine Co.

International Congress and Exposition

Detroit, Michigan
February 23-27, 1987
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ISSN 0148·7191
Copyright 1987 Society of Automotive Engineers, Inc.
This paper Is subject to revision. Statements and opinions Persons Wishing to submit papers to be considered for
advanced In papers or discussion are the author's and are presentation or pUblication through SAE should send the
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870449

Starting low Compression Ratio

Rotary Wankel Diesel Engine

Roy Kamo
Adiabatics, Inc.

T. Y. Yamada and Y. Hamada

Yanmar Diesel Engine Co.
ABSTRACT to take advantage of the rotary Wankel engine
concept. Yanmar Diesel Engine Co. and Cummins
The single stage rotary Wankel engine is Engine Co. entered into a joint development
difficult to convert into a diesel version having program to determine the feasibility of the
an adequate compression ratio and a compatible single stage diesel Wankel-type rotary engine in
combustion chamber configuration. Past efforts 1972. The results of this investigation are
in designing a rotary-type Wankel diesel engine presented as a basis of continued work in this
r:sorted. to a two-stage design. Complexity. area in view of revewed interest in the Wankel
s~zeJ w€lght. cost and performance penalties were engine. New technologies such as the adiabatic
some of the drawbacks of the two-stage engine. turbocompounding. adaptation of the
Wanke I-type diesel designs. This paper presents Miller cycle. stoichiometirc diesel. etc. can all
an ,approach to a single stage low compression aid in improving the outcome of a modern. high
rat:to Wankel-type rotary engine. Cold starting speed. compact. high power density. multi-fuel
of a low compression ratio single stage diesel capability. diesel Wankel-type rotary engine.
Hankel becomes the key problem. It ,,,as
demonstrated that the low compression single TEST EQUIPMENT
stage diesel Wankel type rotary engine can
satisfactorily be cold started with a properly A photograph of the test set-up used in this
designed combustion chamber in the rotor and a investigation on starting a low compression ratio
variable heat input combustion aid. A 10.5 single stage diesel Wankel engine is shown in
compression ratio rotary Hankel-type engine was Figure 1. The sparkignited Yanmar R450 (450cc
started in 15 sees at -IOce inlet air displacement) 8.0:1 compression ratio Wankel
temperature. High cranking speeds and white engine was converted to diesel fuel injection for
smoke were the biggest drawbacks of this design. this investigation.

THE SIMPLE ROTARY HANKEL ENGINE offers high

power density. high speed. and smooth
vibration-free operation. These attributes were
highly sought after in a diesel engine. A diesel
rotary-type Hankel engine was hoped to overcome
many of the undesirable features of the
reciprocating diesel engine.
Rolls Royce of England (1)* and Yanmar Diesel
Engine Co. (2) of Japan embarked on a two-stage
diesel Wankel engine development program in the
late sixties. The solutions found to overcome
the Wankel-type rotary engine for diesel
operation were major and as detrimental as the
drawbacks of a reciprocating diesel engine.
The single stage diesel Wankel. if it can be
developed. is still considered the attractive way
-----------------------------
* Numbers in parentheses designate references at
end of paper Figure 1. Photo of test equipment.
0148-7191/87/0223-0449$02.50
Copyright 1987 Society of Automotive Engineers, Inc.
 Downloaded from SAE International by University of Bath , Sunday, September 23, 2018

2 870449

The variable heat input to the intake port of The procedure for starting was as follows:
the Wankel engine was supplied by the combustion
aid. The combustion aid was supplied with a 1. Clutch engaged between starting motor and
variable fuel rate from the feed pump. The fuel Wankel diesel engine to achieve constant
to the combustion aid was ignited by a battery cranking speed.
source~ exciter, and spark plug shown in Figure
1. The electric motor supplied adequate starting 2. Combustion aid burner ignition turned ··on.'·
power to the Wankel engine through a jaw clutch.
The Bosch-type injection pump is located near the 3. Time to start determined when 110% Engine
feed pump for the combustion aid. overspeed under self-sustained operation is
A variable speed electric motor was used to reached.
start the Wankel diesel engine through a belt
drive and a jaw clutch. Upon starting the Wankel 4. Clutch disengaged and Wankel diesel permitted
engine, and as soon as selfsustained operation to rev up.
was effected, the clutch was disengaged.
The diesel nozzle of the combustion aid (3) Figure 3 shows a diagram of the starting
was supplied with the same fuel as the diesel procedure. The variables are the engine speed
Wankel engine. The fuel nozzle was an air (in rpm) and time (in seconds). The cylinder
atomizing type and ignited by a long-reach spark pressures are plotted graphically. During
plug. acceleration (rev up)~ the cylinder pressure is
approximately 30kg/cm and at constant speed
TEST PROCEDURE the cylinder pressure drops to 20kg.cm2 •
Typical cylinder pressure diagrams at 1000 t 2000 t
Five different types of Wankel engine rotors and 3000 rpm are shown in Figure 4. Note the
were tested. These different types of rotors are consistent firing diagram at no load conditions.
shown in Figure 2. The compression ratios of the
rotor for types At B t C and E were essentially TEST PARAMETERS
10.7:1. Type D's compression ratio was 8.5:1.
The ~njector opening pressure was kept at Four basic tests were designed to provide the
290kg/cm and the number of holes was necessary information for the cold start of a low
6 x O'35mm. The quantity of injected fuel was compression ratio single stage diesel Wankel
96.5mm /stroke. engine. They were as follows:

I. Screening of combustion chamber

II. Selection of cranking speed
rYPE
COllfIGUMTIOll
6 LOCAnOIl Of
lllJECTOR
LOCATlOll C.R.
UlJECTlOII no LOAD III. Cold start tests
TIHlllG. START RUlllltllG.
RECESS IV. Sustained operation.
• nTac
""
1000 2000 3000

~ Five types of rotor combustion chambers were

,
[ ~
J
L 10.5 115
" t=J fabricated and tested. They are identified as
Types A. Bt Ct D and E and are shown in Figure
2. The compression ratio for each type of rotor
is identified in Figure 2. The relationship
~ between the location of rotor recess and injector
,
[ Cd] L 10.2 95
" I is shown in Figure 5 for the cases of Trailing
and Leading injector locations.
The important parameters considered and
~ sought in the test program were:

~
Main injection charge cc/min
c
[ I I 'I
L 10.6 75
" Ambient temperature
Inlet charge temperature
oC
oC
Cranking speed rpm
~ oBTDC
, Injection timing
[ C=Z)] L 8.5 115
"" Rotor type
Injector location
At B. Ct D, E
Trailing or
Leading
Combustion aid fuel flow cc/min
~ Sustained engine speed rpm
[
L 10.1
I
1
75 OK

E ~ Time to start
Oxygen in inlet charge
sees
percent
r 10.7 J5 OK
) Exhaust temperature oC
White smoke subjective
Compression ratio
Figure 2. Five types of rotors tested for cold Quantity of charge ee/ mi 2
start of diesel Wankel engine. Pressure diagram kg/em
Injector opening pressure kg/em 2
N x diameter holes no. x !DID
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870449 3

r liME TO 5fARf J\ Ih::iI ClJNDITlOllS:

Cranking Speed
Rotor
Injection Time
800 rpm
Type E
35<> BTDG

IF IV
2000
Injection Opening
Pressure 2
290kg/cm
IAT 15'CI • Injector Holes 6xO.25mm
RPI,l Quantity of
1500
Injected Fuel J
96.5mm /stroke
Fuel Flow to Burner 5.0cc/min.

..
"TIl.IE TO START"

1000
4.9
, '0 w
j
- 30 N
5
·20
ci<
:.::
500
"
~

PRESSURE . 10 "~
tn

[
o o
BURNER IGNITION'
"ON"
I o
-l-I~~_"'::'I
5 :sec

Figure 3. Diagrams of shaft speed and gas

pressure in start (at lS oC).

~ ::~\
~ 10_
~:
\

\:
A-
__ 7 \
2 32 V
f\~
L\ 2~
7l1000 ,J~
NOTE: Rotor Type E

' 'I71\\
;; '5
llO [\
~:)
( \
Ld \
I
I II\
\ : 2 3 : £ \:2
f~2000~~_~
\2
Injection Time
Injection
Opening Pressure 290kg/cm 2
Injector Holes
Temperature of
6xO.25mm
350BTDC

Charge 120-140 oC

~ ::~~ "
"~ 1l1\ (1\\ L\3000 .pm -A.
/ \- f
\ n
'0 \
<:. 5 __ ~ \ 7 \~ \
~ 0 \ 2 V \T V \J
Figure 4. Pressure diagram in no load running.

r34mm 14mm

INJECTOR LOCATION

o
--I'-+----\-
TRAILING
.L.
r
LEADING
.
Figure 5. Relationship between location of rotor
recess and injector.
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4 870449

The test parameters delineated above have TINE TO START - Figure 7 shows the resultant
been combined in a test matrix for test time to start with the type E rotor at 10.7:1
objectives I, II, III, and IV as shown in Figure compression ratio and at 15 0 C and -lOoG ambient
6. The identified parameters are the test temperature. At 800 rpm cranking speed, it is
variables, and the circled question marks are the seen that there is an optimized air-fuel ratio
parameters sought in tests I, II, III and IV. for the combustion aid for minimum starting
Additional test variables that were kept constant time. The optimized air-fuel ratio is about
were: 55: 1. An air-fuel ratio lean than 85: 1 results
in charge air temperatures too low for the
Injection pressure 290kg/cm 2 ignition of diesel spray. An air-fuel ratio
Injector hole x diameter 6 x 0.25 rom richer than 35:1 results in the depletion of

(2) SCREENIlIG OF
A
D
COHBUSTlOll
CUAHBER ROTOR
+20 800
CD C
D
TRAILIlIG
CD CD
E

GSELECTIOll OF
CRANKIlIG SPEED
+20
-5 CD CD 35 E TRAILIllG
CD
-10

8 COLD START
TEST
96.5 +15
-10
CD 800 35 E TRAILItIG
CD CD CD CD
35 1000

GSUSTAIllED
+15
-10
CD 55+
35+
E TRAILIlIG
CD 1500
2000
CD CD
OPERAtlON 5· 2500
lQ*(ATDC) 3000

* White smoke observation

Figure 6. Matrix of cold start test variables

against test objectives I~ II~ III and
IV. Circ led question marks are
parameters sought in tests.

Upon starting the engine~ other variables oxygen for good start in the main chamber. At an
sought for test IV (sustained operation) were optimized air-fuel ratio of 55:1~ and ZOQoC
exhaust temperatures. white smoke vs. time. and a charge air temperature~ excellent start can be
continuous cylinder pressure trace. The achieved in less than 5 seconds. Figure 8
injection quantity of the :fain charge during cold illustrates the drop in charge temperature as a
start test III was 96.5 mID /stroke. function of air-fuel ratio in the combustion aid
at ambient temperatures of -lOoC and +15 oC. The
TEST RESULTS starting time for the diesel Wankel engine with
rotor E as a function of charge air temperature
Figure 2 summarizes the starting is shown in Figure 9.
characteristics of the five types of rotors SUSTAINED OPERATION - After the diesel Wankel
tested in this investigation. Best results were engine has reached 110% of the cranking speed.
obtained with the type E rotor. The following the jaw clutch is disengaged and the engine is
discussions refer only to the type E rotor to permitted to accelerate and reach a steady
avoid a lengthy presentation. running speed. Figure 4 showed the combustion
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870449 5

Rotor Type E Rotor Type E

Injection Time 35<> BTDe Injection Time 35" BIDe
Injection Opening Injection Opening
1 2
Pressure 290kg/cm Pressure 290ltglcm
Injector Holes 6xO.25mm Injector Holes 6xO.25mm
Quantity of Quantity of
Injected Fuel 96.5mn?/stroke Injected Fuel 96.5111n-?/stroke

TIME TO START TllJl: TO START

ISTARTI
70 ;::::::::;"--r-I

60

50
U
w
V>
40
"''"....
<t
V>

....0 30
w
:::;
;::
20

I \ _ _... .
10
\
, ,,
--- ---u- - - - ----,-
0L--L.....J._l--L.....J.----!
o 20 40 60 80 100 120
Figure 9. Effect of temperature of charge after
burner on time to start.
AIR-FUEL RATIO. kg/kg

Figure 7. Effect of air-fuel ratio at burner on

time to start.
pressure diagram for diesel Wankel installed with
the type E rotor. The pressure traces at engine
speeds of 1000, 2000, and 3000 rpm are shown in
Figure 4.
400 ~-------------~ Figure 10 shows the effect of combustion aid
air-fuel ratio in the temperature of the inlet
charge temperature, charge air oxygen content,
and the exhaust gas temperature. It is noted as
the air-fuel ratio is increased, the charge
temperature drops, as well as the exhaust gas
temperature. However, the oxygen content
increases.
WHITE SHOKE - The white smoke situation in a
diesel engine usually is a result of unburnt
fuel. This condition exists when the ambient
o 20 40 60 80 100 120 temperature of the engine temperature is still
cold. Referring to two types of injectors (types
AIR-FUEL RATIO. Kg/Kg D and E) shown in Figure 11, the white smoke
emission as a function of time is shown in Figure
Rotor Type E 12. White smoke dissipation takes a long time as
Injection Time 35 0 BTDe
Injection Opening can be seen from Figure 12 after 120 sees. The
Pressure 2 small injection hole diameter between type D and
290kg/cm
Injector Holes 6xO.25 mm type E nozzles is 0.15 rom hole vs. 0.25 rom hole.
Quantity of The smaller injection nozzle hole appears
Injected Fuel 96.5mn?/stroke
conducive to better white smoke suppression
characteristics.
PROBLEMS The initial tests of the cold
Figure 8. Effect of air-fuel ratio at burner on start of the diese1 Wankel engine showed two
temperature of charge. major problem areas. They are:
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6
870449

1. High cranking speed required to start

~-TYPE"E"
diesel Wankel due to poor engine
compression.

2. Excessive white
idling condition.
smoke during engine I 6 HOLES
0.25 m/m x 6

Rotor Type E
Injection Time 35 c DTDe
Injection Opening
Z
Pressure 290kg/cm
I
Injector Holes
Quantity of
Injected Fuel

INo Load. t 500 rpm

6xO.25mm
3
96.Smm /stroke

I
-y-
I
//CO!cUJOIIOn bo~ad on A-F

20
~ I TYPE ··D··
6 HOLES
0.15 mlm x 6

Figure 11. Two types of injector designs used

for white smoke test.

However, some problems do exist and these should

be solved. With the latest materials and rotary
engine design progress, as well as the possible
adiabatic Wankel design. these problems do not
appear insurmountable. In conclusion, we can
state:
Figure 10. Effect of air-fuel ratio at burner on
temperature of charge, oxygen content 1. Feasibility of starting low compression
in charge and temperature of exhaust
ratio (10.5:1) single stage diesel
gas. Wankel-type rotary engine has been
shown.

2. High crank speed requirements and white ~

smoke emissions during no-load sustained
operation are the two greatest
Today's modern material technology and designs drawbacks.
could possibly overcome the poor sealing
problem. An adiabatic Wankel engine would be 3. A variable rate heat input combustion
ideal to overCOme the cold start white smoke aid is essential for cold start. A
problem because of the rapid warm-up due to delicate balance between charge air
combustion chamber insulation. temperatures and oxygen concentration
must be accounted for. This is
CONCLUSIONS espeically true at low loads and higher
engine speeds.
This investigation has shown that by using
optimized reciprocating diesel engine cold 4. The compact type E rotor with six holes
starting technology on the Wankel-type diesel x 0.15 or 0.25 rom diameter showed the
engine, reasonably good results were obtained. best start and operating conditions.
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870449 7

30 SEC.

TYPE OF INJECTOR: "D" 120 SEC. TYPE OF INJECTOR: '"E"'o

0
INJECTION TIME 50 BTDC INJECTION TIllE 3S BTDC
TEMP. OF CHARGE: 200°C TEMP. OF CHARGE: 200°C

* Photo appears black. but is "white smoke.

Figure 12. White smoke emission of diesel Wankel

at sustained operation.

REFERENCES

1. Feller, F. "The Two-Stage Rotary Engine - A

New Concept in Diesel Power," Proe. I. Mech.
E. vol. 185. 1970-71. pp. 139-158.

2. Bensinger. W. D.• "Rotationskolben-

Verbrennungsmotoren.·· (Berlin: Springer
Verlag),1973. Japanese Translation by K.
Kitigawa, Yanmar Diesel Engine Co.

3. Kamo. R. "Combustion Aid for Compression

Ignition Engine," U.S. Patent No. 3,687.122
and 3.526.214. Nov. 22. 1967 to Feb. 1969.
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This paper is subject to revision. Statements and opinions ad~ Penons wiBhing to submit papers to be considered for pre-
vanced in papen or discussion are the author's and are his sentation or publication through SAE should send the mDnU~
responsibility, ,not SAE's; however, the paper has been edited script or a 300 word abstract of a proposed. manuscript to:
by SAE for unifonn styUng and fonnat. DiscuMion wID be Secretozy, Engineering Acllvlty Board, SAE.
prinled with the paper if ills published in SAE Transacllons.
For pennlsslon 10 publish this paper in fuD or in pari, coulacl Prinled in U.S.A.
the SAE PubHcallona Dlvlslon.
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