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



Also on the subject of R&D. I still haven't heard back from Howmet
Ti-Cast yet. I will give them till next week then I will call them to
see if they have a response. On an engineering side of things Ti is the
obvious material to use for everything on the engine short of gears and
e-shafts depending how you look at it but I think the cost will be too
much. I hope that I am wrong but we shall see. Figure I would throw that
update in there as well.

Rob Woods