We are in the process of developing a rotary engine that does not have the thin spring loaded metal strip side seals or the circular spring loaded corner seals.
Our five sided rotor design incorporates five spring loaded cylinders within the rotor that seal the combustion from escaping as they push the two part rotor assembly against both housing sides to get sufficient compression for combustion. The combustion pressure within the engine spreads the sides apart after start up.
We have double spring loaded apex seals positioned side by side that are positioned into cuts made in each apex of the rotor. These cuts are also through the aforesaid spring loaded cylinders.
Combustion will push
All the apex seals tightly against the low pressure side of the slot
All the bottom of the apex seals away against the perimeter housing surface.
Every pair of modified apex seals in opposite directions against each side surface
The combustion pressure will also push the cylinder tight to one side of the two piece rotor and provide the perfect interior sealing grid.
The basic principles of operation are exactly the same as what takes place in the Bernard Maillard compressor Patent of 1943.that was copied by Felix Wankel.
We have a stationary gear with thirty six teeth and an interior rotary piston gear that has forty five teeth. In one orbit of the rotor the rotor will advance twenty percent and complete two complete four cycle functions.
We are using constant velocity gears that allow us to utilize pitch circles in conjunction with the gears.
It appears that most of the internal combustion engines in the world including the Wankel engine are doing the equivalent of pushing an object with a fairly solid but springy rope.
It is difficult to swing a skipping rope in a controlled manner with one hand unless you attach the other end to a solid anchor.
The crankshaft in the internal combustion engine in most applications has no solid link to the crankcase. Therefore it bounces with actions and reactions to combustion forces without discipline. If the engine has a high number of cylinders the bouncing will still take place but the external observation of it will diminish.
The solution to this bouncing difficulty is by closing the loop and putting a single planet constant velocity gear or more between the cv sun gear on the crankshaft and cv interior gear that is attached to the crankcase.
The stationary interior gear will keep the crankshaft in perfect synchronization with the violent actions that take place in the engine.
It is my opinion that this will give greater engine smoothness and fuel economy .