# The Magnetic Wankel Engine

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For baseline comparison, Figure 6-25 shows a conventional linear magnetic motor. As can be seen, due to the difference between magnetic poles, a magnetic field exists along the line of the linear track, from the end having the magnets separated the least to the end having the magnets separated the most.

Figure 6-26 diagrammatically shows the scheme of operation of the magnetic Wankel engine. It is basically a linear magnetic motor, wrapped into almost but not quite a complete circle. A set of permanent magnets, each at an angle to the various radial lines of the device, comprises a slightly widening spiral stator that forms most of a circle. A circular rotor with a sector magnet is mounted inside this spiral stator. An end gap exists in the stator as shown, so that the stator is not a completely closed ring. The direction of rotation of the rotor is clockwise as shown. For demonstration of the principle, the beginning air gap between rotor and stator is 0.1 mm and the ending air gap is 5 mm.

Figure 6-25 Type of conventional linear magnetic movement device

An electromagnet is mounted along the perimeter of an angular sector of the rotor, completing the stator gap. The electromagnet is weakly magnetized by a weak trickle current in the associated coil, furnished by a coil with a make-and-break magneto point gap. The electromagnet is magnetized, say, with the north pole facing radially outwards, and the south pole facing radially inside. In the stator, the permanent magnet north poles are facing radially inward toward the rotor, but at an angle, and the south poles are facing radially outward but at an angle.

Tangentially the north pole of the rotor is in a nonlinear magnetic field, and it will experience a clockwise force and acceleration from position 1 where the air gap between rotor and stator is the 0.1 mm minimum, to position 2 where the air gap reaches the 0.5 mm maximum.

If this were all that was involved, the engine would not produce COP> 1.0 because the tangential field is conservative unless additional free energy is introduced to overcome the back mmf region in the stator gap. When the rotor crossed the end gap in the stator between point 2 and point 1, very sharp and dynamic magnetic braking due to the back mmf would be done back upon the rotor magnet by the field of the stator magnets at position 1.

Since any real machine will have at least some friction and drag, the actual COP would be less than 1.0.

Let us use the notion of the magnetostatic scalar potential (roughly, magnetic pole strength) to examine a new situation in the end gap.

Technically, let us regard a single unit north pole in the rotor, going from position 1 to position 2 (the acceleration cycle, where the engine will deliver shaft horsepower against a load), and going from position 2 to position 1 (where the magnetostatic scalar potential must be suddenly rcgauged asymmetrically to equal or exceed the potential at position 1, in order for the rotor to continue unabated or with even further acceleration. That is, when the rotor enters the "back mmf end gap between position 2 and position 1, a sharp and sudden increase in the "stator magnetostatic scalar potential" must be accomplished, so that the potential in that region is equal to or greater than the potential at position 1. This effect, nearly freely obtained, is what is required for a self-powering magnetic Wankel engine.

In normal machines, conventionally this asymmetrical regauging part of the cycle is where the design engineer forcibly inputs energy from outside the system to do brute physical work on the rotor to forcibly "reset" the

figure 6-26 Magnetic Wankel engine with asymmetrical regauging section.

machine, and to forcibly wrestle its potential energy storage back to initial conditions. In short, the operator himself arranges to furnish all the excess energy from outside the system that is required to brute force "regauge" the potential at that point, thus effectively creating a multivalued potential instead of a single valued potential. A multivalued potential achieved only by the operator himself furnishing the extra potential energy will not produce COP> 1.0. It will in fact produce \ F • dl * 0 of the motor section, but only at the expense of extra energy that the operator himself had to input and pay for. In that case and in a real system with some system losses, the net work out because of will still be less than the total energy input by the operator.

The forcible "reset" work is conventionally done by simply overpowering the field and reversing it (building it up equal and opposite in the other direction), but with energy totally input by the operator and not "free energy input from the environment" at all. The operator first pays to "kill" the existing field, and then pays to establish a field in the opposite direction.

To obtain COP>1.0 and self-powering, we must trick something else or some other process into furnishing that asymmetrical regauging energy — or most of it — for regauging of the magnetic Wankel engine in that stator gap zone. In other words, instead of engaging in the conventional wrestling match against the back mmf, we must let something else provide most of the energy for the wrestling.

During rotation of the stator from position 1 to position 2, we have been maintaining (and paying a little for) a tiny trickle current and small voltage from the battery into the coil around the electromagnet. As the rotor enters the stator gap, suddenly a sensor sharply breaks the distributor points, momentarily inducing a sudden powerful voltage in the coil. With a very short delay, a very sharp surge of current appears in the coil, producing a sharp and suddenly increased magnetostatic scalar potential (pole) in the gap region. That is the "multivalued potential" effect, where we pay a little to achieve it suddenly at that point, by invoking Lenz's law.

The effect is that suddenly the rotor is raised to the same or greater magnetostatic potential as exists at position 1, and "almost freely though not quite". If equal, the rotor suddenly is in a region with no back mmf, hence it experiences no deceleration braking. If the sudden potential is greater than the potential at position one, the stator in this normally back mmf region now actually experiences a further acceleration (a forward mmf) in that region.

Note that no radial mechanical work can be done on either the electromagnetic pole piece (part of the stator) or on the rotor, since neither the stator nor the rotor can move radially. However, there momentarily exists a clockwise circumferential magnetic field on the rotor in the stator gap, due to the gradient between the sharply regauged pole piece magnetostatic potential and the potential at position 1.

So we pay a little energy continuously (tiny trickle current, sharply broken breaker points) to get much more energy density momentarily in that small back mmf gap region only. The former back mmf in the stator gap is sharply eliminated by the Lenz force and converted to forward mmf. The rotor experiences a continuous acceleration throughout a complete rotation, due to the judicious use of an artificially induced multivalued magnetostatic scalar potential.

If the average shaft power output during the complete rotation cycle is made greater than the average power input to the asymmetrical regauging circuit during that same rotation cycle, the engine will produce COP>1.0. This type of engine is also easily close-looped, since the excess output is not electromagnetic energy but mechanical shaft rotation energy.193 Hence the problem of the Dirac sea hole current (discussed in Chapter 9) is eliminated.

Such engines have been built and placed in an automobile to power it, in Japan {450}, though there is no information on the exact overall COP. The design was lighter and smaller than a gas engine of the same power, and it was a pygmy when compared to other electric engines of similar power. The prototype 45-hp unit weighed 155 pounds compared to 440 pounds for a comparable electric motor. The rotary engine was compact enough to fit inside a two-foot cube. The engine was in development by Kure Tekko, a sizable firm that supplies auto parts to Toyo Kogyo, the Mazda maker. To my knowledge, no hard data on the input electrical power utilized for the trickle current and current-breaker has been made available by the Japanese. The principles, however, are quite clear and easily analyzed.

This may be one of the Japanese COP>1.0 engines suppressed by the

### Yakuza.

193 For example, a geared or belted arrangement can be used to drive a very small but efficient DC generator that replaces the battery. Many other efficient arrangements are possible.

The researcher might like to consider using a strategically-placed Wiegand wire sensor (discussed in the next section) as the free "generator" providing a pulse of electrical energy to the pulse-magnetizing coil in the stator gap region at the precisely appropriate time. If that or some other similar "self-furnished" pulse of sufficient power can be delivered to the pulse-magnetizing coil, then the system would self-initiate a multivalued magnetic potential in that gap region. In that case, the driving magnetic field around the loop need not be conservative, and self-rotation would be possible without violating any laws of nature or electrodynamics. At least a small toy demonstration model might be possible, simply to illustrate the principle. Presently we know of no one who has tried it.

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### Responses

• medhanit
How to make a magnetic wankel engine?
9 years ago
• gloria
How Wankel engines work?
9 years ago
• elanor
How magnetic engines work?
9 years ago
• Phillipp Faust
Why wankle rotates clock wise?
9 years ago
• Leon
How to make a homemade wankel engine?
9 years ago