Manufacturing rotary engines

[Ken McKenzie]

We have a working prototype of a rotary table that cuts a pattern of the outside profile of the rotary piston to be poured with molten metal when used in conjunction with a milling machine. The assembly also cuts the housing profile to be poured. Once poured the casting can then be precision finished.

The rotary table can be customized to cut every geometry up to and including the .591 inch eccentric of the Mazda rotary.

The rotary table design does not contain a worm gear and there is almost a "0" backlash.

We believe with good cause that the Wankel rotary engine has not yet met twenty five percent of its potential.

The rotary table can also precision cut and finish other rotary engine profiles.

Comments???

[Ken McKenzie]

The makers of Wankel engines today appear to not be aware of some fundamental mechanical understanding of what takes place in the engine.

What they are now doing causes extreme stress and excessive heat within the engine.

Look at a bicycle crank arm with the pedal at top dead center.

If you apply pressure to the foreward side of the pedal you will push the crank backwards.

The rotor has its teeth meshed with a stationary gear therefore any attempt to turn the rotor without first turning the (crankshaft ) e-shaft is futile.

The ideal way to turn the e-shaft is to apply pressure from the trailing side.

Note the wrong location of the cavity in the rotor face.

A two rotor Wankel engine has another superior advantage because the power stroke is in its last stage when the other rotors power stroke is beginning.

A connecting pipe with a check valve can inject an inert gas (exhaust) to the leading edge of the rotor at the time of ignition providing additional compression and forcing the combustion to confine itself to the trailing side of the rotor.

Cheers
Ken

[Ken McKenzie]

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 in theory frictionless bearings are as real as a straight line. 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.

Ken

[RICHARD ZASTROW]

This may be based on an "urban legend". Back in the '70's GM supposedly tooled up a facility to produce Wankel engines. A group of grinders intended to grind the internal trichoid surface, (the surface the seals ride against).

I wonder if it's true and if so, what ever happened to those grinding machines?

Could possibly be of use to anybody wanting to produce this type of engine.

Just a thought.

Dick Z

[arpieb]

Originally Posted by RICHARD ZASTROW This may be based on an "urban legend". Back in the '70's GM supposedly tooled up a facility to produce Wankel engines. A group of grinders intended to grind the internal trichoid surface, (the surface the seals ride against). I wonder if it's true and if so, what ever happened to those grinding machines?

I wouldn't be surprised, as they licensed the Wankel engine technology from NSU. There was even a prototype rotary Vette (the original incarnation of the "Aerovette") that ran the show circuit for a while before being converted to a conventional V-8 configuration.

http://www.pistonheads.com/features/rotary

-R

[Ken McKenzie]

Originally Posted by RICHARD ZASTROW
This may be based on an "urban legend". Back in the '70's GM supposedly tooled up a facility to produce Wankel engines. A group of grinders intended to grind the internal trichoid surface, (the surface the seals ride against).

I wonder if it's true and if so, what ever happened to those grinding machines?

I wouldn't be surprised, as they licensed the Wankel engine technology from NSU. There was even a prototype rotary Vette (the original incarnation of the "Aerovette") that ran the show circuit for a while before being converted to a conventional V-8 configuration.

http://www.pistonheads.com/features/rotary


Its no big deal

If you have a rotary table and a milling machine I can give you instructions for modifying the rotary table so that will make the perfect profile for both the rotor and the housing.

Ken