Vance and Emily Jaqua wrote:

Enclosed is the concept sketch as you requested -
not a developed design by any means. With a single
rotor the direct U joint is pretty clearly putting
the output shaft direct to the rotor. The U joint
will follow the the rotor center describing the
same circle as the eccentric, and adding it's
unbalance loads to that of the rotor. 

This movement by itself does not turn the 
out put shaft, but the
actual turning of the rotor does ( at 1/3rd ecc
rpm. The eccentric is overhung, which is not a good
thing, but can be handled structurally. Adding
the second rotor clouds the ?purity? of this
concept since the the power from the front rotor
gets transferred by the eccentric shaft. This was
not proposed as a workshop project, but an effort
to get you to step outside the "box" we all live
in, for a fresh look at displacement defination.

The five sided Wankel is in the same vein - if
it is sized such that one flank has the same
displacement as the Mazda with the out put shaft
travelling at the required 5X speed - the defination
would say that it is the same size engine in spite
of the greater physical size and each flank firing
twice per rotor full turn.
Obviously all this is trivia compared to a goal of
adapting the Masda to an aircraft but I feel that
mental exercise in the goal of increasing the
 understanding of the device you are working with
is seldom wasted - Vanc

You will get three torque pulses per revolution
of the output shaft but the RPM will be one third
so the engine pumps the same amount of air for the 
limiting speed on the e-shaft of 10,000 RPM.

Since HP is torque times RPM the HP is the same
as a Mazda Wankel one rotor whose output
shaft is running at three times the RPM.

In other words the engine pumps the same amount 
of combustable mixture in unit time.

This is not a Mazda  rotary engine. 

This is not the way the Mazda Wankel rotary engine works 
so whatever displacement you care to assign to this 
engine is purely academic. 

Paul Lamar
 
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