antonio sanchez 100% rotary engine.pdf

7/28/2019 Antonio Sanchez 100% rotary engine.pdf

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Antonio Snchez 100% rotary engine

Antonio Snchez 100% Rotary Engine

V1.2 July 2011

Antonio Snchez

Mlaga. Spain

http://www.terra.es/personal/sanchezv/

[email protected]

Pat. ES200502516


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This novel rotary engine project, developed by Antonio Snchez, is

the last evolution of its previous toroidal rotary engine models (1.986). The

A.S. 100% Rotary Engine also operates in four stroke Otto cycle. Consists

of a stator (casing), that contains the toroidal rotors. The rotors making a

continuous scissors action movement. However, in this engine pistons and

stator have semi-toroidal form, what allows that the airtightness rings are

conventional as well as that the foundry of the estator is made in a single

part. In this way is guaranteeing thermal and mechanics stability and fuel

efficiency. To simplify the understanding, this initial engine version have no

pressured oiling device.

The 'A.S. 100% Rotary Engine', mainly parts are the stator block

(1), that is a semi-toroidal cavity opened in the inner half, and two rotors

(rotors A and B), whose pairs of segmented semi-toroidal pistons (2a y

3a), traveling adjusted within the closed toroidal stator block. This stator

block has an intake port (1a) and an exhaust port (1b), with the width and

angular distribution represented in figure 3. This block also has a spark

plug (9) located in the represented point (fig. 3). The stator block is closed

with two covers (6 and 7), on those is supported the output shaft (4). Each

rotor is composed by a central cylindrical part (2 and 3) and by two semi-

toroidal pistons diametrically opposed and linked with the cylindrical part as

is represented in figures. The two pistons pairs have an angular width of

48. Each rotor rotates supported on the output shaft. The different turn

regime of each rotor is regulated by the planetary gear train (7a,5a and

4a). Inside the stator block cavity, and between each adjacent semi-toroidal

piston and the cylindrical parts, is formed a toroidal chamber, open or

closed according to the position of the pistons. When the engine rotates, in

each toroidal chamber are developed the four stroke phases (intake,

compression,power and exhaust). The different turn regime of each rotor

produces the fresh gas intake, the compression, the ignition and the

exhaust of these.


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Fig. 2

The planetary gear train is located on the rear cover and is

composed by the planet gear (7a) with the satellites (5a) and the carrier

(4a). The planet gear is stationary, when being mechanized on the rear

cover, that is screwed to the stator. The satellites gears are mechanized in

the rear end of each crankshaft (5). The planet gear has double diameter

relating with the satellites, and therefore double number of teeth that the

satellite gear. Each crankshaft have two angles (5b), two supports (5c),

and a gear (5a). Each crankshaft rotates supported on the carrier. Each

crankshaft occupies, inside the body of the carrier, a diametrically opposed

position.


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Each cylindrical part of the rotor is linked with a pair of cross-bearer

pin (2b and 3b) in the form represented in the figures. Each pair of cross-

bearer pins contacts permanently with a crankshaft angle, so that each

crankshaft is connected permanently with the two rotors by means of its two

angles. When the output shaft rotates, the crankshafts are forced to rotate

with him, and moreover, these crankshafts that turn are forced to spins on

its own axis (due to be geared with the planet, that is fix). In this way, the

turn of the output shaft is transmitted to each rotor by means of the angles

of the crankshafts, that are permanent caught among the cross-bearer pin

of each cylindric part. But also, as the angles of the crankshafts are

decentered in relation to the axis of the crankshaft, when the crankshaft

rotate on their axis, two angles are ahead and the other two angles are late

in relation to the output shaft. In this way, when the output shaft rotates, the

rotors rotate with the shaft, but a rotor accelerates and another decelerates.

Each quarter of turn in the output shaft, result in that the satellites

rotate this quarter of turn with the main shaft, and also a half turn on its own

axis. If the engine starts to run in a situation in which the two angles of each

crankshaft are equidistant with the output shaft, 90 of turn in this output

shaft produce a resulting turn of 128 in the accelerated rotor, and a turn of

only 52 in the deccelerated rotor. Therefore, for each turn rotated by the

output shaft, also rotate a turn each rotor, however in each one, and in an

alternative way, produces two acceleration phases and two deceleracin

phases, resulting synchronized the acceleration of a rotor with the

decceleration of the other one.


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fig. 3


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fig.4

fig. 5


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fig. 6


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Fig. 7.- ENGINE FRONT VIEW (STATOR CUT)

Fig. 8.- ENGINE REAR VIEW (STATOR CUT)


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Fig. 9.- ENGINE REAR VIEW

Fig. 10.- SHAFT PERSPECTIVE


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Fig. 11. ENGINE PERSPECTIVE


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OPERATION

Fig. 12

The engine operation shows in figures 13, 14 and 15. Between the

figure 13 and 14 occurs a positive turn of 45 in the output shaft. Equally,

between the figure 14 and 15 occurs another turn of 45 in the output shaft.

Between the figure 13 and the figure 15 the output shaft has rotated 90

positive, and have been carried out four complete strokes between the

pistons of the engine that belong together with the intake, compression,

power and exhaust. Therefore, each 90 of turn in the main shaft are

carried out a complete operation cycle of the engine and for each turn in the

output shaft are carried out four powers or motive phases

In figure 13 a situation is represented in that the rotor A has finished

its acceleration phase, as well as the rotor B has finished its decceleration

phase. The angles of the crankshafts are equidistants of the output shaft

and the two rotors rotate with a speed similar with the main shaft. If in this

situation the turn of the output shaft continues, within the first 90 of turn of


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this, the pistons B will accelerate until rotating 128 as long as the pistons B

deccelerates rotating only 58. These resulting turns shows in figure 15.

During the explained turn (figures 13, 14 and 15), at the start, the

piston B has opened the intake port. Because this piston has also

accelerated in relation with the piston A, between these two pistons has

increased the angular distance, causing the suction of fresh air-fuel mixture

from the carburetor. In turn, between the piston B and the piston A' has

decreased the angular distance, for what occurs the compression of the air-

fuel mixture,that was aspired in a previous phase. Simultaneously, betweenpiston A' and piston B' occurs the ignition of the air-fuel mixture, that was

admitted and compressed in previous phases (this ignition by the spark plug

is detailed in figure 13, exactly in the moment in that these two pistons are

equidistants with the spark plug). Simultaneously, between the pistons B'

and A occurs the exhaust of the gases that was admitted, compressed and

ignited in previous phases.

Just as has been described, in figure 13, between the piston A' and

B' a timed firing in the spark plug ignites the mixture. Here starts a power

phase that pushes the piston A' backward and simultaneously pushes

forward the piston B'. Because to the inertia that possess all the parts that

rotate, the output shaft and the crankshafts tend to follow their turn regime,

and during all the power phase, the cross-bearers of the cylindrical parts

are applied against the angles of the crankshafts, pushing them in the

direction in that they rotate and transmitting them the power of the gasinflamation generated between the pistons. Simultaneously, in this way, this

power also has favored the acceleration of the rotor B and the decceleration

of the rotor A. Therefore, in the described way, the rotors will remain

rotating in an uninterrupted way and carrying out the four operation phases

as long as the combustible mixture is given, and the spark plug ignites this

mixture


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Fig. 13. Operation. Stroke start


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Fig. 14. Operation. Intermediate stroke


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Fig. 15. Stroke end


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SEALING

Fig 16. Cylinder and seals

Sealing of the combustion chambers is made by rings (13), one on a

cylindrical part and two on the other one. This rings guarantee theairtightness from the estator toward the shaft. These rings are flexible and

open, and tends to open up radially, as conventionals. Also, the 8 bands

attached in the ring internal face, push them outside its housing. In this way

no gas leakage is guaranteed (from the combustion chambers toward the

center of the engine).

Fig. 16a. Rings of the piston. Operation


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Fig. 16b. Seal rings of the segmented pistons

The piston rings (figure 16) are of two types, five semicircular in the

contact surface with the stator. These segments are flexible and pushes

constantly against the stator in all their contact surface, applying the piston

against the cylindrical part, and assuring in this way the airtightness along

the piston faces. Each piston have another five rectilinear seals that are in

the contact surface with the cylindrical part. These seals have welded

several flexible bands in the piston housing face, that apply constantly them

against the cylindrical part.

Fig. 17.- Side seal ring


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Fig. 18 Semicircular piston seal

OILING

In this initial version, the pistons and cylindrical parts oiling will be provided

by lubricant addition on the gasoline. The internal parts (carrier,

crankshafts, gears, bearings, links and cases) will be greased permanently,

being the group sealed by the front and rear covers, as well as for the seal

rings of the links cylinders.

COTTER PINS, ADAPTERS AND CIRCLIPS

Fig. 19. Cotter Pins

Each cotter pin (figure 19) links a piston with its corresponding cylindrical

part, allowing the piston looseness in radial direction. In this way, the


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semicircular rings of the piston apply it against the cylindrical part, improving

the airtightness of the combustion chambers.

Fig. 20. Cross-Bearer/Crankshaft adapter, with de circlips mounted

The cross-bearer/crankshaft adapters (figure 20) have the function of

increasing the contact surface of the crankshaft angle with the cross-bearer

pins of the cylindrical part. Each pair of adapters hugs to a crankshaft angle

and slides housed in the inner guides of the cross-bearer.

The circlips of the cross-bearer/crankshaft adapters assure on one handthat the pairs of adapters remain joined, and fix the whole group of parts

housed inside the carrier. Once carrier is mounted inside the engine, these

circlips assure to each part in its place (figure 21), for what this circlips

should be disassembled first before disassembling the carrier.

Fig. 21. Output shaft/Carrier with the crankshafts mounted


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PARTS

1.- Stator Block

1a.- Intake Port

1b.- Exhaust Port

2.- Cylindrical Rotor A (Rear)

2a.- Semitoroidal Pistons (Pair A)

2b.- Cross-bearer Pin of Cylindric Link A

3.- Cylindrical Rotor B (Front) with cotter pins

3a.- Semitoroidal Pistons (Pair B)

3b.- Cross-Bearer Pins of cylindric links

4.- Carrier / Output shaft

4a.- Carrier

5.- Crankshafts

5a.- Satellite Gear

5b.- Crankshaft angles

5c.- Crankshaft Supports

6.- Front cover

7.- Rear Cover

7a.- Planet Gear (Stationary)

8.- Screws

9.- Spark Plug

10.- Upper-Cover

11.- Bearing

12.- Cross-Bearer /Crankshaft Adapter

13.- Circular Cylindrical Part Rings

14.- Semicircular piston rings


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ADDITIONAL PICS

Fig 25. Cylinder with compression rings and pins mounted

Fig. 26. Crankshafts

Fig. 27. Connecting rod


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Fig. 28.Connecting rod and caps

Fig. 29. Crankshaft, caps and connecting rods

Fig. 30. Shaft and cyilinders Mounting


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Fig. 31. Complete front rotor

Fig. 22.- Rotor Assembly


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SECTIONS


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Antonio Snchez

Mlaga. Spain

http://www.terra.es/personal/sanchezv/

[email protected]

App. Pat. ES200502516

antonio sanchez 100% rotary engine.pdf

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