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

If you are spending time trying to make a rotary table that cuts
anything but a m=3 rotor and housing setup then that means you have done
absolutely zero reading on the theoretical compression ratios possible
which means you have no clue of what you are doing. The reason why it
states over and over in Kenichi Yamamotos' books that the only practical
configuration in a Wankel engine is a m=3 is because only then will you
have a theoretical compression ratio high enough, in conjunction with
volume reduction for the combustion chambers in order to be useful in a
gasoline engine. It is also the only reasonable configuration for a
diesel as well however the K ratio would have to be much higher (approx
10 by the way it looks). My suggestion to you before you talk about
physically impossible things such as frictionless bearings and machine
tools to make useless things that you do some reading, calculate some
numbers and make some reasonable assessments. Ambition is great but with
no direction and/or education it will end up in yet another useless
attempt to move things along with these engines.

P.S. For everyone else I am making so big moves forward on that rotary
spreadsheet I have been working on. I hope to release it in 2 to 4 weeks
from now. Some real eye opening things I have learned running the
numbers that I cant wait to share.

Rob Woods