1

Antonio Snchez Rotary Engine 2.013

S. Pat. n. P201330865
Author: Antonio Snchez Vargas Mlaga. Espaa e-mail: asmotor@gmail.com

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

Currently reciprocating engines have very limited performance because output power is lost moving the valve complex mechanism. Also in reverting the mass movement of pistons and connecting rods at every turn. This further limits the maximum rotation speed and produces unwanted vibrations that remaining power. Valves also limits to use some fuels, causes undesirable emissions, difficulty breathing and low the performance of a turbocharger installed in the exhaust. On the other hand, rotary engines currently known are similar in complexity to the reciprocating engine, with equal or less yield, but presenting serious wear problems because poor lubrication or cooling. Also have limitations to use alternative fuels. This invention represents a four-stroke engine extremely compact (1960 cc displacement in a cylinder of 36 cm. diameter and 16 cm. height) , efficient, absolutely rotary, valveless, and with very simple configuration, that have adequate lubrication and cooling systems. Sparkplug operation angle and / or injector is wide and almost similar to reciprocating engine (23% of the compression stroke), ie it is possible to advance the ignition or injection. The piston at TDC reaches its minimum rotational speed, very close to the arrest, thus avoiding misfiring. Lubricant is projected onto all internal parts, then be swept, drained, cooled and returned to project continuously, ensuring not only the full lubrication, but thermal stability in all parts. Articulated parts are as robust as in the conventional reciprocating engine and rotary movements performed without reversal. Moreover, the piston being formed in one piece which essentially revolves guided on the central axis. The machining tolerances can be extremely accurate minimum and thus ensuring the sealing and durability. strokes perform asymmetric angular paths to optimize performance. intake and power stroke are made 40% more longer than the compression and exhaust stroke. Cooling is made with forced air on the outer surface of the stator, and by forced circulating lubricant on the inner surfaces. This engine make two explosions per round, just like a 4 pistons conventional reciprocating engine, and yet is made with 8 main parts (5 mobile). The volume displaced at each turn (displacement) is approximately 40% of the total engine volume.

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

DESCRIPTION

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

4 This invention relates to a new internal combustion engine prototype, whose moving parts made only rotary movements without arresting or reversing masses. This engine is made of steel, and as show in the figures, consists of a stator (1), that is a cylindrical cavity that housing a rotor (2) with two rotary pistons (3), merged these in one single piece. The stator has an intake window (4) and an exhaust window (5). It also has a sparkplug (6) located diametrically opposite to the windows and on the same plane. The inlet and exhaust windows extend outward in the intake manifold (7) and exhaust manifold (8) respectively. On its outer surface, the stator is formed with a plurality of cooling fins horizontal and vertical (9). As part of the lubrication system, stator cover have drilled in the center a plurality of drain windows (10) and an external drain channel (11) on its periphery, as shown in Figure 11. This channel collects the lubricant that is centrifugate by the rotor into the inner cylindrical walls of the stator, which then decanted by gravity, leading to the lubricant pump (12). The engine is closed by the stator cover (13), also formed externally with a plurality of cooling fins, This cover is fastened and tied on the stator with screws (14). The rotor, seen from the lubricant pump, rotates counter-clockwise, and is comprised with a main shaft (15) and two heads (16). Each head is extended on its posterior surface, in a sealing bow (17). Each head bow overlaps with a bow seal of the piston (18) located behind, in the direction of rotation. These arcs are located on the same plane as the windows and the sparkplug, and its function is waterproof them lubricant and prevent leakage thereof. The pistons rotate in the same direction of the rotor, and are shaped as cylindrical ring segment, moving precisely fitted between the stator and rotor. At the rear, one of the pistons has a roller (19) that remaining permanently applied against the inner cylindrical surface of the stator by its spring (20). The roller rotates on its axis when rotates the piston, and collects lubricant and printing them on the inner cylindrical surface of the stator which is covered by sealing bows. On the back, the other piston is connected to the bottom of the connecting rod (21) through a cylindrical pin (22). This connecting rod is connected at its head to the crankshaft (23). In this way forms a hinged joint mechanism for converting the reciprocating circular motion of the pistons in a continuous circular motion on the crankshaft and vice versa. The crankshaft has a sprocket (24) situated as expressed in Figure 24. The crankshaft sprocket meshes with the chain link (25), which in turn is meshed to the stator central sprocket (26) that's statics. These three pieces are placed on the same plane. The static sprocket is twice the diameter and number of teeth relative to
Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

5 the crankshaft sprocket. Static central sprocket is fixed to the central cylinder (27) which is an extension of the stator inside. This cylinder is longitudinally traversed in its center by the main shaft of the rotor. When the rotor turns, the chain is stretched, and the crankshaft rotates on its axis in the opposite direction to the rotor with double speed, due to the ratio of teeth of this two sprockets. Thus, when the rotor spin one turn, the crankshaft rotates plus two turns on its own axis in the opposite direction. Each cylinder head is facing circularly at its front with a piston, so that when the rotor rotates, is formed between a chamber of variable volume. Each head has practiced a cavity in the anterior, and in the same plane as sparkplug and windows. This cavity forms the combustion chamber (28), and serves to extend the contact surface of this chamber with sparkplug, and therefore the contact time when the rotor rotates. The rotor has cylindrical hollow shape in its central part, with a plurality of windows (29) formed to allow the flow of lubricant and the movement of the internal parts. The crankshaft is supported on two supports (30) integrated into the rotor. The engine lubrication system comprises a closed circuit in which the lubricant is constantly circulating. Externally, the stator cover forms a thermal cooler formed by fins crossed by pipeline. The cover center accommodates the lubricant pump, which rotates in conjuction with the axis. Hot oil that reaches the drain windows of the stator, is brought to the input (31) of the lubricant pump, that rotates,and makes the gears (32) pump the oil through the outlet (33) to the folded pipe (34), where it is cooled by transferring some of its heat to the fins of the stator. The output of this pipe is connected to the input (35) ducts of the central cylinder of the stator, and finally, the lubricant ends up being projected by the outputs (36) of these ducts, to the internal engine parts. At rest, both the pipe and the pump are filled with lubricant. The oil level reaches the drain windows of the stator. The closure of each combustion chamber is reinforced by the compression seals of the piston (37) and compression rotor head seals (38). Each piston and cylinder has inserted a complete seal comprising a plurality of segments. There are two types of segments, rectilinear type (39) and angular type (40). Each segment has one or multiple clips (41) as its length. These clips are compressed when the segments are inserted in its housing, so they act pushing each segment outward, so that the entire outer face of each seal is in constant contact with the stator or rotor. The central axis is supported on the stator by bearings (42). When the pistons part rotates, support its axis (43) on the inner cylinder of the rotor.
Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

OPERATION

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

8 Engine operation shown in Figures 29 to 32. When the rotor rotates one turn, the crankshaft rotates the same turn together with the rotor, but also rotates two turns counterclockwise on its own axis. At each complete turn of the crankshaft about its own axis, two strokes are developed in each piston, one of acceleration, and another of deceleration in relation to the rotor. This causes each piston toward and away from its rotor head pair alternately, thus varying the volume between the two. These strokes develop different angular paths, both piston, and rotor and crankshaft. In acceleration stroke, the piston rotates on the stator 143.5, and in the deceleration stroke, 36.5 on the stator. At the same time, rotor rotates 75 in the acceleration stroke of the pistn and 105 in deceleration stroke. The rotational speed of the crankshaft about its axis is doubled relative to the rotor on the stator, but in the opposite direction. Ie in the stroke acceleration the crankshaft rotates 150 and in deceleration stroke 210. This engine operates in the conventional four stroke cycle, so that each piston travels a full rotation on the stator, developing four strokes. The intake stroke during 36.5 path, the compression during 143.5, the explosion 36.5, and the exhaust for 143.5. The sum of the four strokes totalizes the 360 full circle. The rotor rotates at uniform speed, while the piston alternating accelerations followed by decelerations. Figure 29 represents the start of intake stroke in a piston-head pair. At this time the rotor rotates 105. Then, the rotor head is spinning with the rotor, while the piston is decelerating, developing his stroke away from the rotor head. This causes vacuum between them. At the beginning of stroke, the rotor head open the intake window. In this window sucks air-fuel mixture that will fill the space that opens up between piston and rotor head. The intake stroke ends when the piston deceleration ends his stroke and reaches its point of maximum distance from the rotor head. At this point begins the compression stroke in the same piston-head pair, that shown in Figure 30. At this stroke the rotor turns 79. The piston, driven by the connecting rod, began his acceleration stroke (relative to the rotor head). Then, the piston covers the intake window and begins to compress and heat the mixture previously sucked. Near the end of the compression stroke, the combustion chamber of the cylinder head contact with the sparkplug that is discovered by the head advance, and simultaneously an electric spark jumps between the sparkplug electrodes, which causes inflammation of the combustible mixture now compressed. Then ending the compression stroke.
Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

When the piston reaches again its point of minimum distance from the head pair, starts the power stroke, that shown in Figure 31. At this stroke, the rotor rotates 105. The piston then begins its deceleration stroke driven by the pressure exerted by the combustion, which presses accelerating the rotor head and decelerating the piston. This is the power stroke. The piston receives the thrust of the explosion, which is converted into positive thrust on the rotor and output shaft through conversion by the crankshaft sprocket with the drive chain and central fixed sprocket. Near the end of the power stroke, the rotor head (combustion chamber) open the exhaust window. Then pressurized gases contained between the piston and the rotor head escape through this exhaust window to the exhaust duct outside. Once the power stroke ends, when piston and head reaches its maximum distance again, begins the exhaust stroke that shown in Figure 32. At this time the rotor turns 75. Then the piston starts again an acceleration stroke, approaching the rotor head. As the exhaust window is constantly opened by the rotor head, the gases are expelled to the exhaust conduit outside. When this stroke ends and has completed the expulsion of gases, the piston reaches its minimum distance from the head, and then starts a new intake stroke. Thus, in the described manner, the rotor will rotate without interruption and performing the four phases of operation in both enter the fuel and spark plug ignites the mixture.

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

10

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

11

FIGURES

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

12 Description of the Figures

Figure 1 shows a lower engine perspective. Figure 2 shows a upper engine perspective. Figure 3 shows engine lower view. Figure 4 shows A-A' engine cutaway. Figure 5 shows B-B' engine cutaway. Figure 6 shows C-C' engine cutway. Figure 7 shows the fully assembled rotor perspective. Figure 8 shows engine upper view, without stator cover. Figure 9 shows a cutaway of the stator, without cover. Figure 10 shows a stator perspective without cover. Figure 11 shows the interior stator cover view. Figure 12 shows lubricant pump, cooler and oil flow. Figure 13 shows a perspective of the rotor part. Figure 14 shows the rotor and side projection. Figure 15 shows a rotor part perspective. Figure 16 shows a piston perspective. Figure 17 shows a piston perspective view from the roller side. Figure 18 shows a piston assembly. perspective. Figure 19 shows a piston top and side projection. Figure 20 shows a rotor assembly. Figure 21 shows a inside engine view without cover. Figure 22 shows lubrication operation. Figure 23 shows a detail view of the lubricant pump. Figure 24 shows a crankshaft perspective. Figure 25 shows a connecting rod perspective. Figure 26 shows a chain perspective. Figure 27 shows a stator's fixed sprocket perspective. Figure 28 shows a cutaway detail of the piston and complete sealing. Figure 29 shows the intake stroke start in a piston-head pair. Figure 30 shows the compression stroke start on a piston-head pair. Figure 31 shows the power stroke start in a piston-head pair. Figure 32 shows the exhaust stroke start in a piston-cylinder pair. Figure 33 shows the dynamic sequence of power conversion at the power stroke.

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

13

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

14

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

15

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

16

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

17

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

18

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

19

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

20

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

21

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

22

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

23

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

24

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

25

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

26

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

27

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

28

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

29

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

30

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

31

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

32

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

33

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

34

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

35

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

36

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

37

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

38

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

39

Engine Exploded

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

40

OPERATION

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

41

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

42

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

43

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

44

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

45

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

46

PARTS
1. - STATOR 2.-ROTOR 3.-PISTONS 4.-INTAKE WINDOW 5.-EXHAUST WINDOW 6.-SPARK PLUG 7.-INTAKE MANIFOLD 8.-EXHAUST MANIFOLD 9.-STATOR COOLING FINS 10.-STATOR'S DRAIN WINDOWS 11.-EXTERNAL DRAIN CHANNEL 12.-LUBE PUMP 13.-STATOR COVER 14. - COVER SCREWS 15.-MAIN SHAFT 16.-ROTOR HEADS 17.-ROTOR BOW 18.-PISTON BOW 19. - ROLLER 20. - SPRING 21. - CONNECTING ROD 22.- CYLINDRICAL PIN 23.- CRANKSHAFT 24. - CRANKSHAFT SPROCKET 25. - CHAIN LINK 26. - FIXED STATOR'S SPROCKET 27. - STATOR'S CENTRAL CYLINDER 28.-COMBUSTION CHAMBER 29. - ROTOR WINDOWS 30. - CRANKSHAFT SUPPORTS 31.-PUMP INLET 32. - PUMP GEARS 33. - PUMP OUT 34. - COOLER PIPE 35. - STATOR'S INLET 36. - STATOR OIL PROJECTORS 37. - PISTON SEAL 38. - CYLINDER SEAL 39. - SEGMENT STRAIGHT 40. - SEGMENT ANGLE 41. - SEGMENT CLIP 42. - BEARING OF MAIN SHAFT 43. - PISTONS SHAFT

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865

47

1.960 c.c. prototype displacement. Pair Vol desplacement: 980c.c. (9.2cm. x 9.2cm. x71). Engine size excl. shaft and spark plug: 35.3cm. diameter x 16cm. height.

Antonio Snchez's 2.013 Rotary Engine. Pat. P201330865