ROTARY ENGINE DIRECTION

The following information is the result of over ten years of Research and
Development by the writer.

It appears that most manufacturers of the Wankel engines are not aware of
some fundamental mechanics.

To get close to reality one has to accept the idea that we have frictionless
bearings. The locomotive when it is stopped is on a frictionless bearing and
when it is rolling on perfectly straight lines it is on a frictionless
bearing.

The Wankel engine of today only uses the rotors ability to work like the big
end of a piston rod when it is applying pressure against the lobe of the
e-shaft.

The same as in every piston engine, maximum torque is produced when the
crankshaft lobe is at the three or nine o'clock position relevant to the
combustion area.

The piston engine has a stationary combustion area relevant to the
crankshaft.

The Wankel engine has flexibility in the positioning of its combustion area
that is not purposely utilized.

Visualize the rotor at time of combustion on a four inch stroke crankshaft.

If you apply pressure equally against the top surface you will produce no
torque as the crankshaft lobe is at the twelve o'clock position.

Apply pressure to the leading side of the rotor and you will push the
crankshaft lobe backwards.

Apply pressure to the trailing side of the rotor and you will push the
crankshaft lobe forward.

Study of the cavity in rotor faces should indicate that our collective
thinking is not right.

If you have a cavity that is close to the trailing apex seal, the combustion
will be against the e-shaft lobe when it is closer to the three o'clock
position.

IF YOU UTILISE ALL OF THE ABOVE INFORMATION YOU WILL HAVE THE BENEFIT OF
THIRTY THREE PERCENT OF THE WANKEL'S POTENTIAL.

The Wankel engine has the equivalent of a 30 tooth interior gear in its
rotor swinging around a 20 tooth stationary gear.  The gear size is
determined by the eccentric desired. For example: The Mazda engine has a
.591 inch eccentric radius.  Therefore, 4 X .591 inches is 2.364 inches,
being the pitch circle of the stationary gear.  The pitch circle of the
interior rotor gear is 6 X .591 inches equaling 3.546 inches.

In one revolution of the e-shaft the stationary gear causes the rotor gear
to be held stationary for two thirds of a revolution therefore the rotor can
only advance one third of a revolution. When you view the same information
from the e-shaft lobe you find that the rotor spins two thirds of a
revolution backwards for every e-shaft revolution.

What is required is a roller bearing that has rollers that have a diameter
that are one sixth of the radius of the outside race, and one forth the
radius of the inside race.

The rollers will become roller gears and hold everything in perfect
synchronization.

With this assembly you can now utilize a full 360 degree power stroke in the
Wankel engine.

A two rotor Wankel engine has another superior advantage that compliments
all of the above. The power stroke is in its last stage in one rotor
assembly when the combustion takes place in the other assembly.

If we use small brake line type pipes and connect them to a hole located
just before the leading apex seal reaches the exhaust port in both
assemblies, and then run each of them to a small hole located at the
position of the leading apex seal at time of ignition in the other assembly,
we now have a circumstance where an inert gas is confining the combustion to
the trailing side of the rotor as it increases the initial compression.

Automobile engines and especially aircraft reciprocating engines, including
the Wankel, have a great disadvantage over the railway locomotive as they
are not held in perfect synchronization by having frictionless gears.

In fact they are an absurdity of balancing and flexing because they fail to
have a planetary gear system incorporated in their design to lock everything
in synchronization.

All rotary engines today have a finicky sealing system with small sliding
surfaces and spring loaded parts. Why not make a two piece rotor that has
interior sealing and combustion pressures pressing flat surfaces against the
housing sides.

For those with an interest in furthering rotary engine development we have a
working prototype of a rotary table assembly that cuts and precision
finishes both the rotor and housing geometry when used with a milling
machine.

This rotary table can be customized to cut custom designs in addition to the
Wankel design as it can also cut five, seven, and nine sided rotor and
housing profiles.

We are looking for participation in manufacturing and marketing this
product.



Ken McKenzie

There are a lot of correct statements in here and a few incorrect statements.
There is no such thing as a frictionless bearing of any kind. Motion in the real
world is always accompanied by some friction. True it is possible to push an empty frieght car on the level. Done it myself when I was a kid.

Many different rotor pocket positions have been tried with little advantage to any one configuration.

The pipe idea might have some merit.

The modern NC mill makes obsolete any machine needed to form trochoids.

Paul Lamar