Instruction for making a Wankel engine

[Eson]

Ive tried sevral times to make a wankel in CAD but failed evrytime. Now when i saw this i just had to try again. Hours and hours later of failures i finally succeeded!
Now i can finally begin to experiment with the wankel-design and maybe accually make one later on!
I used 45(46 acually..)minutes and its accurate to about 0.00001mm on the apexes 360 around the house walls, according to the CAD program.

Edit: Thumbnails.

[Ken_Shea]

Looks good Eson,

Thumbnails are automatically created when you upload the picture, this is done when replying to a post and scrolling down below the reply message box where it says "Manage Attachments"

I always optimize the picture first in my drawing program, thus reducing the file size. Saves bandwidth for the CNCzone and up/down load time for people still on dial up.

Ken

[Ken McKenzie]

CONSTANT VELOCITY GEAR SYSTEM

If you are in love with your understanding of the principles for making gears do yourself a favor and skip this post.

Visulize two one quarter inch deep one inch diameter metal disks and place them one quarter inch apart. Push or pull a ¼” X ¼” piece of key stock between them and you should note that they turn with two pitch circles that are on the outside of each disk.

I am going to now give directions for making a spur gear and an internal gear that would work in the Wankel engine design. The teeth will have the exact same effect as the piece of key stock. Therefore there will be two pitch circles and both gears will produce constant velocity.

BOX GEARS

Start three inches down from the center of the page and make a center point.

Make a diagonal ½” square box and move the left hand point one inch horizontal to the right of the center point.

Rotate the drawing 18 degrees and repeat the process 19 times. You will end up with 20 ½ “ boxes separated by 18 degrees all one inch from center.

Inside of this assembly you will find a white (if your paper is white) two inch ID spur gear.

Take a new sheet of paper and start four inches down from the center of the page.

Make a diagonal ½” square box and move the left hand point one and one half inches horizontal to the right of the center point.

Rotate the drawing 12 degrees and repeat the process 29 times. You will end up with 30 ½ “ boxes separated by 12 degrees all one and one half inches from center.

Paint all the boxes black the inner circle will show black gear teeth that are the perfect match for the white spur gear.

Welcome to the world of CV Box gears. The spur gears also mesh with constant velocity .

Ken McKenzie.

. .

[Ken McKenzie]

Kiwi
The end plate you are refering to was facrory hardened and .005" would have removed it.

The inner ring is a composite rubber type ring that can withstand the combustion pressures and the outside ring is rubber made to hold water.

If you don't remove the .005" from the grove the material will compress that much and probably provide as good if not better seal.

Cheers

Ken McKenzie

[Ken McKenzie]

Warren

The rotary engine has not filled the requirements of the general public. In almost every instant they choose the reciprocating piston internal combustion engine.

I suggest that the people working on thr Wankel rotary engine would be pleased with the information that I have taken the time money and effort to find and renew their purpose.

Why are you offended by me introducing new ideas that could possibly have the effect of changing the public opinion.

Ken McKenzie

[One of Many]

Ken,

I cannot speak for Warren and I sincerely doubt he is offended by what you bring to the forefront on the inability of OEM's to engineer the product properly, let alone produce it to function at a reasonable cost to the average Joe....with proven longevity and efficiency.

Filing charges of incompetence toward those that have made these engines perform as well as they did, takes a lot more than precision drawings and the math to back them up. Large scale physical proof of an engine using your methods would put to rest any question to your offerings. Otherwize it may appear as hypothetical/conjecture.

I am still spellbound by anything that runs other than ordinary piston technology and appreciate your passion in delivering the knowledge you have gained in your research.

Not knowing where your methods have been tried, nor the results. I don't see everyone jumping on the bandwagon to agree with your superior claims. I'd expect the big boys to be knocking down your door if you can show them the errors of their ways.

Even in all precautious speculation, I am still willing to give you the benefit of the doubt since I have not seen any evidence to contradict your conclusion. I am thrilled that you are willing to share it. Letting others help prove it, with full disclosure is one way to keep the ideas flowing rather than limiting it to those who pay.

DC

[CJL5585]

Ken,
I am personally very interested in your ideas, and am also looking forward to hearing about your ideas for engine cooling and lubrication, the seals and end plate covers, and design and placement of the intake and exaust ports, and also the spark plugs.

Keep up the good work.

Jerry

[itsme]

Hi Ken,

I am certainly not offended by your ideas and offerings, and I am in fact very pleased that you and others are still interested in developing this technology further. It would, however, be nice to see claims such as your own backed up by some solid evidence, such as a running engine.

Regards
Warren

[tekno]

I love the Wankel engine and have a Mazda RX7 - I wish that you had more on your web site then the spash page.

[Ken McKenzie]

Thanks for the nice respondence.

Late last year I discovered the missing link that will give the Wankel engine double if not more power or fuel economy. But sadly I unknowingly ruined my last rotors by cutting too deep into them. I was doing almost all of my R&D on 12A (1972 to 1985) engines.

I attempted to purchase two more 12A engines but could only find 13B engines that were available in the junk yard. I do not like the intake porting in 13B engines.

While contemplating the purchase of the 13B (1986 and newer engines) I started towonder, what am I doing.

Why am I using my time to modify someone elses invention.

I also realized that my experience with the Wankel engine has made me quite competent to finish developing the Starapex engine which is a substantially superior engine.

This is what I am dong now. The first one will be installed in a 1983 RX-7 probably within a month.

cheers
Ken

[Ken McKenzie]

I personally believe that energy is created by the creation of an imbalance.

In the complex where I live there is an old cedar stump that is about six feet in diameter six feet off of the ground. About three feet above the ground there are still signs of the notches that were chopped into the tree to insert spring boards.

In searching Google I find that the spring boards were to allow the loggers to cut the tree at a narrower section. I don’t disagree with this but my logic tells me that they were for a far more practical reason. The loggers with their long cross cut saw would stand on the spring boards on opposite sides of the tree and in sequence with each other would shift their weight from the notch to the end of the spring board as they held the handle of the saw. This process required very little energy to complete a massive task.

I would venture to say possibly ten loggers working independently pulling and pushing a saw would not accomplish what two could do utilizing the natural forces of nature.

The Mazda rotary engine fights against itself when it only has three apex seals. (I use Mazda because I am familiar with it and its dimensions)

What is required is for the port sizes to be reduced to one half inch width.

Then a T slot has to be machined into the rotor one half inch ahead of the leading apex seal. A upside down T shaped seal with a base of ¼” and a height of 3/8” should be inserted in it so it protrudes through the rotor to a maximum of .015 inch. Sufficient space must be allowed under the seal to let it reciprocate on a flat spring. A small hole should be drilled through from the leading side to allow combustion pressure to assist lifting the seal during the beginning of the power stroke.

What this new seal does is allow the exhaust port to be advanced giving the engine an additional one third of a power stroke when the e-shaft is at the three o’clock position relevant to the working surface of the rotor. The leading seal crosses the exhaust port prior to the apex seal advancing to it. When the apex seal gets over the exhaust port the exhaust cannot escape into the intake area of the engine as the new seal won’t allow it.

At the end of the compression stroke the new seal separates the combustion area making it more prominent on the leading side of the rotor and providing more torque.

This information alone when added to today technology is sufficient to make the reciprocating piston engine obsolete.

This should cover some of the rotor modifications and porting.

Cheers

Ken McKenzie

[Ken McKenzie]

Do not know how to make a direct connection between the e-shaft and the rotor therefore the ( ERROR rotor action is spongy) should say e-shaft action is spongy. Therefore the timing system is faulty.

The rotors are in direct contact with the front and rear housing by way of the stationary gears. The e-shaft has contact with its bearing journal (lobe) and this variant on how much pressure is asserted against it. When the engine is new this would be small but as the engine is used the clearances will increase. When the starter is turning the e-shaft the timing is different than when the rotor is turning it.

To eliminate this problem all that is required is a stationary bevel gear at the front or the rear of the engine housing; This gear is making contact by way of an assembly of idle gears to an identical bevel gear connected to the e-shaft.

This will create a disciplined environment for the moving parts to work in and the timing will be precision.

Cheers

Ken mcKenzie