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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/
Pat. ES200502516
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Antonio Snchez 100% rotary engine
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/
App. Pat. ES200502516