Clerget 9B Rotary Engine (Museum Version)
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- čas přidán 7. 09. 2019
- The Clerget 9B Rotary engine, Assembly and Inner working details.
Manufactured in both France and Britain, it was the main power plant for the Sopwith Camel and many other British aircraft. - Krátké a kreslené filmy
Great! And that upright bass was groovin'.. 🙂
Thanks for your compliments and thanks for watching.
Glad to hear you liked the bass part too !!!
Hi Pierre, another great video! I like the way how they did the "camshaft". Quite space-saving compared to mono. But harder for model builders ;-)
Thanks for your compliments. The camshaft/gears are maybe a bit harder to create, but modelers can do it !
Another excellent video which explains very clearly how the rotary engine functions , but I am sure you will have many "experts" telling you that this is radial, and not a Wankel rotary engine. We must rise above such comments.
Thanks (again) for your compliments. Glad you liked this video too ! Yes, we must rise above these comments. The best way is to try to educate them ……….
Strangely because my great uncle was an RFC engineer I knew all about ‘rotaries’ but regarded the Wankel as a curious innovation!
@Kirk Wolfe from my recollections of the Wankel engine, there is nothing ‘cylindrical’ about it - it uses more complex shapes.
Excuse my ignorance but I’m still fairly unsure as to why the whole thing rotates. Can someone explain? Also correct me if I’m wrong but radials do not rotate like this right?
@@Daniel-bt7be This is not an ignorant question at all! The engine rotates because this design was an attempt to produce the most power weight ratio of the time, the rotation of the engine produces a constant, efficient cooling of the engine, without the need of liquid coolant, which is both heavy, and vulnerable to battle damage, it also has no reciprocating parts so can be built with lighter connecting rods , the downside is that it is reduced to just a single row of cylinders, so to increase power output to over circa 150 HP it would need to be much larger in diameter, and so impractical, but it was perfect for the age in which it was designed to be used. No, radial engines do not rotate, but they do have cooling problems with multi row engines, and they have a disadvantage in having a huge frontal area, I hope this goes some way to answering your sensible question. Chris B.
Thanks for the fascinating video. To best appreciate your work, I keep my finger poised above the pause button so I have time to take in some of the more intricate details.
Thank you for your compliments. Glad you enjoyed it and thanks for watching
I still don't understand how this thing feeds fuel into those pistons.
Thanks for your response.
The fuel line and inlet air tubes/manifold are connected to the carburetor. From the carburetor, mounted onto rear end of the hollow (stationary) crankshaft. Through this hollow crankshaft the mixture gets drawn into the (rotary) crankcase. The nose piece, cylinders and the induction pipes are all screwed onto the crankcase.
The main engine bearings allow the crankcase to revolve. When the respective inlet valve in a cylinder head is opened, the mixture is drawn from the crankcase, through the induction pipe, into the cylinder.
Thanks for watching !!
A excellent Video to explain the funktion! Thank you !
Thanks and thank you for watching !
Absolutely wild! It would really be something to see and hear this contraption in action.
I would guess it would be tough to deal with the vibration, and the engine mounting would be have to be very robust.
Thank you for your response
You may want to see my video of the Clerget 9B test run in Perth ( czcams.com/video/5Y6PsDfeFJ4/video.html ). Only the smell of the castor oil is missing ;-(.
Because all engine parts (pistons, cylinders etc.) are very well balanced, there is hardly any vibration.
Thanks for watching !!
@@pierrejansen2702Thank you. Amazing to see and hear!!!
@@stangale1 Yes indeed. It was an excellent experience. Thanks for watching !!
Again.. bravo! Very close to the real thing..!
Again, thanks for your compliments!
Note that this video is a compressed version of the full video I did a couple of years ago (see czcams.com/video/L_E4JRy5YZQ/video.html ).
I created this compressed version on request of several Aviation museums, because the attention span of their average visitors is short.......
Thanks again for watching !!
Cheers
This is great. I’d have loved to be a fly on the wall when the engineer thought of this as a way to deal with engine cooling. I guess I always assumed the rotary was the step before the radial, when instead it may have been an improvement to deal with the first radial’s cooling problems (is this actually the way the progression worked?). At any rate, I was never able to intuit how the pistons moved with the crank and cylinders without the connecting rods getting mashed up until I saw your animation (at .25 speed). I still have a ways to go to get all the motions down like I do with a radial, but thanks to you, I’m a little closer. It helped having reassembled a radial in A&P school, wish I could get my hands on a rotary! Nice work.
Thanks for your compliments. Good to hear the video helped to understand the operation/functioning of the rotary engines.
Thanks for watching !!
An ancestor of mine was the engineer who designed this engine.
Silnik rotacyjny Clerget używany w angielskich myśliwcach WWI - budowa i zasada pracy. Bardzo ciekawy film !
Thank you for your compliments and thanks for watching !!
@@pierrejansen2702 Chętnie zobaczył bym również podobny film o silniku Gnome Rhone! 😁
@@andrzejukowski7456 Thanks for your response.
It is there. Have a look at czcams.com/video/th-GuQ7OMSc/video.html
There are more WW1 engine videos on my channel: czcams.com/channels/byGXbMxmWfH8XsXzmmddhQ.htmlvideos
You can also see more on my web-site www.pjvision.nl
(including 360 degr. views of the Bentley, Clerget, Gnome and Le Rhone engines)
Again, thanks for watching !!
how did they get the fuel into a rotating engine??? I guess I will have to watch this again until I figure that out.
Through the hollow crankshaft, into the crankcase, and next through the induction tubes into the cylinder head.
You may want to view the full version of this video. See czcams.com/video/L_E4JRy5YZQ/video.html
Thanks for watching.
How do they draw fuel air mixture if carburetor is stationary and the intake pipe is moving?
The mixture is drawn from the carburetor through the hollow (stationary) crankshaft into the rotating crankcase.
There is an induction pipe running from the crankcase to a manifold (inlet valve assy) on a cylinder head, through which the mixture gets drawn into the respective cylinder.
Hope this answers your question.
Thanks for watching !!
Thanks for the great video. I still have one question: How do you ensure that the oil thrown outwards by centrifugal force gets back to the center? Is there a small oil pump coupled to the valve train in each cylinder head? Greetings from Germany! 🇩🇪🤝
No, the oil is just thrown out into the environment. Not as bad as it seems though. Castor oil is a thick, odorless oil made from the seeds of the castor plant (vegetarian).
Thanks for watching !!
Hey dude great job nice work man, but i couldn't find how fuel supplied to those rotating cylinders, clarify me buddy
Thank you for your compliments and thanks for watching the video !!
Дякую !
Thanks and thank you for watching !!
SO...the Crankshaft stays stationary, but what about the Camshaft?? How does the valve train work???
By two epicyclic gears. The timing is based on the inner inlet- and exhaust gears (both 16 teeth) rotating within the outer gears (18 teeth), around excentric cams which are fixed to the crankshaft. The gear ratio of 18/16 makes the inner gears rotate 1 1/8 times during every engine revolution (in this case one crankshaft revolution), thus providing the correct timing for a 4 stroke 9 cylinder engine. The notches on the gear are pushing the inlet- and exhaust valve stems. The 4 stroke events sequence is 1, 3, 5, 7, 0, 2, 4, 6, 8.
I added details regarding this on my website ( www.pjvision.nl/ )
Select the Engines -> Clerget 9B engine and you'll see details on how it works.
Thanks for watching !!
wow. Love from India.
Thank you and thanks for watching !!
I have a question, do the cylinder head and block rotate with the crankshaft?
Yes, the cylinders (cylinder and cylinder-head is one piece) are fixed to the crankcase. The whole unit rotates around the stationary crankshaft. An excellent solution for cooling. No water, radiator and no flywheel was needed. The drawback was the centrifugal forces because of the spinning mass. Thanks for watching !
No. As shown in the video, the Crankshaft (with Carburetor, Central support (with magnetos, oil- and air-pump) is stationary ).
The Crankcase with cylinders and cylinder-heads etc. rotate around it. The exhaust gasses are thrown out through the exhaust valves.
The petrol/air mixture flows into the Crankcase through the hollow Crankshaft is drawn into the cylinders via the induction tubes and inlet valves.
Thanks for watching !
From where petrol is getting into the cylinder and how the petrol flow through the rotating shaft going into the cylinder.
The crankshaft is stationary, doesn't rotate. The carburetor is attached to the rear end of the hollow crankshaft. The petrol/air mixture gets drawn into the (rotating) crank case , through the hollow crank shaft, From the crank case, the mixture gets drawn into the cylinders through the induction tubes that run from the crank case (rear drum section) to the cylinder head inlet manifold. These inlet manifolds, or inlet seats, contain the inlet valve valve for a specific cylinder.
Hope this helps and thanks for watching !!
Same as the Bentley AR1/BR1/BR2.
The crankshaft is stationary, doesn't rotate. The carburetor is attached to the rear end of the hollow crankshaft. The petrol/air mixture gets drawn into the (rotating) crank case , through the hollow crank shaft, From the crank case, the mixture gets drawn into the cylinders through the induction tubes that run from the crank case (rear drum section) to the cylinder head inlet manifold. These inlet manifolds, or inlet seats, contain the inlet valve valve for a specific cylinder.
Hope this helps and thanks for watching !!
@@pierrejansen2702 Finally😂👍 This has been bugging me for ages. Great video
@@PeteCourtier Thank you for your compliments and thanks for watching !!
1:23 How is this gear utilized ? Is it driven by something ? What is the use of it ? The one with larger radius.
The main reason for the gear is to drive the oil and magneto pinions, mounted onto the central support. Starting the engine was done by swinging the prop.
However, for sea planes there was a hand-starter option, a crank and shaft with a gear that could be pushed in into the main gear an turned from within the cockpit..
Thanks for watching !!
@@pierrejansen2702 okay , so The small spur gear is used for running Oil and Magneto pinions and the larger Helical gear is used sometimes as a starter gear. Thank you !
@@TeutonicFarmsyes correct, the small (main driving) spur gear (63 teeth) drives the Oil pump and Magnetos. The large helical (90 teeth) gear provides a possibility for a starter device and holds the distributor (insulator disc and contacts) within.
Thanks for your comments !
Some mad lad thought It was a good idea to spin the entire piston block around the crank shaft, so my question is: why?
It's all about weight. Weight was an important issue during the early days of aviation. Rotary engines have no need for cooling liquid, pipes, water jackets, radiator or batteries. They provided excellent self-cooling. The rotating crankcase/cylinder assembly created its own cooling airflow, even with the aircraft at rest. Because of the rotating mass, no flywheel is needed. They provided and excellent power to weight ratio.
Thanks for watching !!
Was is not very noisy, as they is no exhaust pipe?
Yes indeed, very noisy !!
Thanks for watching !!
Qual RPM desse motor ?
Approx 1250 RPM (1450 max).
Thanks for watching !!
So with modern reproductions would be able to use alternative oils besides castor oil or is the engine strictly castor oil only?
Yes, although castor oil has the advantage that it dosn't mix with petrol. For the Gnome engines this is more important. The Clergets run fine on 'regular' oils.
Thanks for watching !!
@@pierrejansen2702 would la rhone 9c engines work ok with other oils aswell? Tysm
@@brothercactus1 Basically it should work, but castor is still the best lubricant of all. It maintains a film, even under the harshest of conditions.
Besides, why would you try 'regular' oils ? Castor oil may be a bit more expensive, but it worked then and it works now. It's all part of the WW1 experience.
Cheers
@@pierrejansen2702 tysm but yeah your not wrong about the experience was just wondering about if alts could work cause of the availability of the oil.
@@brothercactus1 The manual says you can use mineral oils but I don't think anyone has ever managed it successfully.
Fyi, the Germans couldn't get hold of castor oil at the end of the war because of the blockade, and they failed, despite great motivation and lots of money !
Cheers
Where is the exaust ports?
On top of the cylinders, next to the inlet manifold assembly. It's just an exhaust valve through which the gasses escape into the air.
Thanks for watching !!
how many cylinders'
The Clerget 9B has 9 cylinders, they've started with 5 but needed more power.
The Rotary engines were widely used for aircraft during the WW1 period. The crankshaft remains stationary and the entire cylinder block rotates around it. The crankshaft was fixed solidly to the airframe, and the propeller was simply bolted to the front of the crankcase.
Weight was an important issue during the early days of aviation.
Rotary engines have no a need for cooling liquid, pipes, water jackets and the radiator.
This provides excellent self-cooling, the rotating crankcase/cylinder assembly created its own cooling airflow, even with the aircraft at rest. Because of the rotating mass, no flywheel is needed. They provided and excellent power to weight ratio.
Thanks for watching !!
And the exhaust is going where?
Through the exhaust valve into the outside environment ( the cowl that surrounds the engine). The engine is designed to have the exhaust stroke when a cylinder is oriented downward. The cowl has a recess/cut away portion at the bottom , helping to release the exhaust gasses underneath the aero plane. There are no exhaust pipes or a provision system on rotary engines.
Thanks for watching !!
@@pierrejansen2702 So just like a 2 stroke? That explains why they burn oil.
@@chasemiller7974 Yes, it's a total loss oil system. The castor oil consumption is 6.8L (14.4 US pints) per hour.
Где можно скачать 3D модель или чертежи этого двигателя ?
The museum version you've watched is a compressed version of the full version video of the Clerget 9B. See the full video at: czcams.com/video/L_E4JRy5YZQ/video.html
The engineering drawings for this engine are available via my web site: www.pjvision.nl
Thanks for watching !!
@@pierrejansen2702 Thank you))
Amazing animation ridiculous invention
Thank you for your compliments.
Maybe not that ridiculous if you consider that a rotary engines provides excellent self-cooling, the rotating crankcase/cylinder assembly created its own cooling airflow, even with the aircraft at rest.
Also, weight was an important issue during the early days of aviation.
Rotary engines have no a need for cooling liquid, pipes, water jackets and the radiator. Because of the rotating mass, no flywheel is needed.
They provided and excellent power to weight ratio.
Thanks for watching !!
@@pierrejansen2702 excellent points but they did flop. Similar cases can be made for the wankle but they also have flaws that are inherent and even today can't be effectively solved.
Kudos to you guys on the animation. I know how long that must have taken, I am a mere confusion 360 jokey so I worship at your Chapel sir.
Why would you design something like this?
Considering this came about before radial engines I guess it's easier? But it just doesn't make sense to my why you wouldn't have the cylinders fixed to the body a plane and let the crank shaft spin free.
Cooling and weight are the main reasons. Because of the air cooling of the rotating parts, a rotary engine doesn't need cooling liquid, a radiator and pump, and no flywheel is needed. Weight was a very important issue in the early days of aviation. These engines gave an excellent power to weight ratio. Thanks for watching !!
Nigel Thornberry: You appear to have very little mechanical knowledge, it is obviously a very elegant design in its power class, the cylinders rotate, so are constantly cooled without heavy liquid coolant and the associated radiators, saving a great deal of weight, and potential areas of damage in a very light combat aeroplane, added to which the design has no reciprocating parts, (the pistons stay still), as does a radial engine,(think about it ), this enables the connecting rods to be lighter as they do not have to resist reversal loads, so in all it is a very clever and effective way of making a high power/weight ratio engine, I hope you will now understand the reason that this design was adopted over the heavy in line or radial power plant. Chris B.
Lol he cant get the rotor in.
You may want to look at the video again, and again !!
Thanks for watching anyway.!!
Wouldn’t this technically be a radial engine instead of rotary? Wankel engine is often referred to as rotary engine.
A rotary engine has the cylinders arranged radially around a central crankshaft just like a conventional radial engine, but instead of having a fixed cylinder block with rotating crankshaft, the crankshaft remains stationary and the entire cylinder block rotates around it.
The Wankel engine is another type of internal combustion engine using an eccentric rotary design to convert pressure into rotating motion. It was a much later (1950th) development.
Thanks for your comment and for watching !!
This is a radial engine, not a rotary engine! A rotary engine is a Wankel engine with a rotary piston, not a bunch of pistons disposed in a “star pattern” (radially mounted)
The difference between the radial engine and the rotary engine is that radial engines have pistons that move in a reciprocating fashion that cause the crankshaft to rotate.
A rotary engine has the cylinders arranged radially around a central crankshaft just like a conventional radial engine, but instead of having a fixed cylinder block with rotating crankshaft, the crankshaft remains stationary and the entire cylinder block rotates around it.
A Wankel engine is a completely different type of engine. It uses an oval-shaped housing with a triangular-shaped rotor on an eccentric shaft.
Thanks for watching !!
Sebas 1509: The Wankel engine is NOT a rotary engine in the accepted sense, it is a completely different concept, (that did not work very well in the field), if you call a Wankel engine a rotary, then any engine is rotary as it rotates.