Antonio Sanchez Hybrid Engine.pdf

7/28/2019 Antonio Sanchez Hybrid Engine.pdf

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A.S. HYBRID ENGINE

Pat n. P9701056

Author:

Antonio Snchez VargasMlaga. Spain

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

email: [email protected]


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INDEX

Abstract 4Basic engine

Description 5Stator 6

Ignition device 6Rotor 7Oiling 7Drawings (ac8dwg2d.zip)Operation 8Advantages 9Comparative 10Conclusion 10

Mode AC-800Cooling 11Ignition 11Oiling 11Sealing 12Carburetor 12

AC800: drawings (ac8dwg2d.zip)AC800: parts 13-14Model AC800: drawings (ac8dwg2d.zip)


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A.S. HYBRID ENGINE


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ABSTRACT

The fuel profit in the conventional reciprocal engines is still very poor. In4-stroke cycle engine (the one of greater efficiency) this profit supposes less to25% of the total energy produced by the combustion. To obtain this yield it is

necessary to equip them with a complex and expensive valves train, thatbesides of limit its elasticity, consumes a part of the useful output power. Thereciprocal motion of the piston, that must be accelerated and decelerated untilstopping 2 times in each return of crankshaft, is another reason that diminishesthe output power of these engines.

The rotary engine (Wankel) was designed to suppress the previousdisadvantages. In the basic configuration it is equipped with a rotor and a stator.The rotor function is almost similar to the piston. Its movement is rotary (in factalmost rotating), reason why does not make reversion of its mass.

In the stator are located two distributed passive ports for the intake and the

exhaust that replace the valves. Theoretically the rotary engines would offer aperformance very superior to the conventional reciprocal piston engines, butactually it has demonstrated that it is not thus. This must mainly to the followingcauses:

The thermodynamic efficiency in the Wankel engine is harmed due to theunfavorable surface / volume ratio of its combustion chamber, that beinglong and narrows obstruct the combustion process.

Although the intake and the exhaust are made without valves, the rotorshape prevents to optimize the intake / exhaust interaction (overlap), beingharmed the volumetric efficiency about 25%. This provokes furthermoreunstable operation on low rotations regime and high pollutants emissions.To prevent low volumetric efficiency some Wankel engines must be aidedwith turbochargers.

The torque still is little elastic.

The sealed one not yet is as satisfactory as in the conventional engines;being left the compression ratio still limited enough.

The A.S. Hybrid Engine conjugates the advantages of the conventionalpistons engine with those of the rotary engine, eliminating the maindisadvantages of both. It consists of a 4-stroke engine of positive displacementdevised with rotating and reciprocal technology, reason why it have theadvantages of the rotary engines in relation with its packaging size, powerdensity and operation simplicity, and the proven reliability and fuel efficiency ofthe reciprocal pistons engines.The main advantages are as follows:

The volumetric efficiency is even greater to the conventional

reciprocal pistons engines. Due to the fact that the intake and exhaust


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ports can have equal section that the cylinders, the "breathing" capacityis very great.

This novel engine does not incorporate valves train or parts underreversion, allowing simultaneously to simplify its manufacture that to

increase the output power. Neither need for heavy flywheel (the rotoroperates also as inertial flywheel).

The overall number of parts is fewer about 30% to the equivalentconventional engine. The moving parts are reduced about 70%.

The volume occupied and the overall weight is reduced in more than50%.

The operation without valves reduces the nitrogen oxide (NOx)emissions.

The theoretical volume / power ratio and weight /power ratio must bewidely superior to the one of the conventional engine.

The mechanical simplicity makes this engine very reliable. Thetechnical level required for its manufacture is relatively low, because itdoes not have parts of difficult mechanization or particular technologicalprocesses. Its final price must be sensibly less to the conventionalengine of the same power. Its maintenance also is simple, being able tobe made by non-specialized workers.

Because of these characteristics this engine is very appropriate aspower plant for the future hybrid vehicles and in light aircrafts.


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DESCRIPTION

This engine consists of a stator that houses a cylindrical rotor, that itcontains two transversal cylinders. Each cylinder contains a piston connected to

its crankshaft through a connecting rod. Each crankshaft is geared through asatellite with a fixed planetary in the stator. In operation, all its mobile partsrotate continuously always in only one direction. Intake and exhaust isaccomplished by distributed passive ports. Its operation is based on thealternative acceleration and deceleration that effect the pistons in relation to therotor. The 7 mobile parts are rotary. Pistons and connecting rods describe apath "quasicircular". This engine is circularly symmetrical with a central shaft. Allits eccentric forces are balanced by mutual cancellation.

The engine consists of thirteen principal parts: the stator (1), the sparkplug (6), and a rotor (2) that contains two pistons (3), two crankshafts (5) two

connecting rods (4), two satellites (7) and two seals (13). Each satellite rotatesjointly with its crankshaft. This crankshaft is permanent geared with theplanetary (1c), that is stationary. When the rotor rotates, the parts that itcontains (pistons, connecting rods and crankshafts) rotate jointly.Simultaneously, the planetarium forces to the satellites to rotate on its own axis,in the same direction that the rotor, but with double speed, because thediameter of the satellites is the half that the diameter of the planetarium. Whenthe rotor rotates, a complete rotation of each crankshaft is converted by itsconnecting rod in two reciprocating movements of the pistons, resulting that thepistons are slid inside the cylinders being advanced and being delayed inrelation to the rotor. This produces a variable volume inside the cylinders (2a).The rotor as well as the crankshafts rotates in only one direction, that show infigures 21, 22, 23, and 24, equal to the movement of the needles of the clock.This is the norm followed to express the angle measurements.

STATOR

The stator (figures 6, 7, 8 y 10) consists of a hollow cylinder that housesthe rotor. The planetary is located in its rear part, and in its circular surface arelocated the intake distribution port (1a), the exhaust distribution port (1b), and

an orifice, where is screwed the spark plug. The intake and exhaust portsoccupy contiguous positions on the stator, being separated 10 degrees. Eachport encompasses 95 degrees. Between them is found the spark plug, separate93 degrees of the beginning of the exhaust and 67 degrees of the end of theintake. The two distribution ports lead and regulate the intake and gasesexhaust toward or from the cylinders.

SPARK PLUG

It is employed an only spark plug, that has the function of inflaming the

mixture that it is admitted inside the cylinders.


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ROTOR

The rotor (figure 14, 15 and 16) is a cylindrical part that contains twohollow cylinders located transversely, and that are parallel and opposed

between if. Each cylinder is opened to the stator for its front extreme. The rearpart of the cylinder houses the crankshaft. The rotor rotates on its own shaft(2d), being slid on the stator, where fits exactly. The rotor operates at the sametime as inertial flywheel, accumulating part of the energy in the power phases.Each cylinder contains a piston with its corresponding connecting rod andcrankshaft (figure 14). About front extreme of each cylinder, and in the outerrotor surface is housed a circular seal (13) (figures 17, 18, 19 y 20). Each sealis anchored in the front extreme of each cylinder, creating an elastic circularband around the rotor that is branching over the cylinders heads forming herethree circular segments. Each seal is maintained continually applied against thestator. Have the mission of assuring the integral airtightness inside the cylinders

and between the cylinders and the ports

Each piston is connected to the crankshaft through a connecting rodarticulated in both extreme. The connecting rod converts the revolvingmovement of the crankshaft into reciprocating movement of the piston. Theheads of the pistons have oblique profile, in order to creating a butt-endchamber "spherical" that improves the combustion process. Furthermore, thisconfiguration increases the contact surface of the piston with the combustionchamber, increasing the power efficiency.

OILING

The oiling device is explained in the AC-800 section.


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OPERATION

The engine operation show in figures 21, 22, 23 and 24. In each cylinder

is accomplished a complete cycle by each complete rotation of the rotor.Meanwhile, each satellite makes two complete rotations on its own axis. Eachpiston makes four times or phases to complete a cycle. In each phase the rotorrotates 90 degrees, reason why each crank turns 180 degrees in the samedirection and on its own axis.

Figure 21 shows intake stroke in cylinder A and power stroke in cylinderB. The cylinder A is discovered during the entire stroke by the intake distributionport, while the cylinder B is closed by the stator. In this phase the pistonsrotates with less relative speed that the rotor and make a negative stroke, beingprovoked in the cylinder A the charge (input) of fresh air and being produced in

the cylinder B the expansion of the gases inflamed by the spark plug. Thepiston of this cylinder pushes in this phase to the crankshaft. Its satellitetransmits this push to the rotor as rotary torque. The gases are admitted mixedpreviously with fuel by a carburetor installed on the entry of the intake conduit.

Figure 22 shows compression stroke in cylinder A and exhaust stroke incylinder B. The cylinder A is closed during all the phase by the stator, while thecylinder B is discovered during all the phase by the exhaust distribution port. Inthese phases each piston accomplishes a positive stroke, therefore rotates withmore relative speed that the rotor, being provoked in the cylinder A thecompression of the gases and in the cylinder B the exhaust of the gases burnt.At the end of this phase, the interior of the cylinder A enters contact with thespark plug, which inflames the combustible mixture.

Figure 23 shows power stroke in cylinder A and intake stroke in cylinderB. The cylinder B is discovered during all the phase by the intake distributionport, while the cylinder A is closed by the stator. In this phase the pistonsaccomplish a negative stroke rotating with less relative speed that the rotor,being provoked in the cylinder B the charge of fresh air-fuel mixture and beingproduced in the cylinder A the expansion of the inflamed gases. In this phase,the piston of this cylinder pushes the crankshaft, and this push is transmits by

its satellite to the rotor as rotary torque.

Figure 24 shows exhaust stroke in cylinder A and compression stroke incylinder B. The cylinder B is closed during all the phase by the stator, while thecylinder A is discovered during the entire stroke by the exhaust distribution port.In these phases each piston accomplishes a positive stroke, therefore rotateswith more relative speed that the rotor, being provoked in the cylinder B thecompression of the gases and in the cylinder A the exhaust of the gases burnt.When the rotor completes a rotation, in each cylinder have been accomplishedthe four operation stroke, beginning then in each one a new cycle.


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ADVANTAGES

"MULTIFUEL" CAPACITY

With the incorporation of a continuous injection device instead of the spark plug,

extending the duration of the combustion, and the possibility of adjusting theintake distribution and the capacity of operating at high compression ratio, thisengine can use various types of fuels, liquid and gaseous.

VOLUMETRIC EFFICIENCY

The intake and exhaust distribution ports can have equal or greatersection that the cylinder, therefore the volumetric efficiency is limited only by theinner-outer differential pressure. With the installation of a supercharger, thetheoretical volumetric efficiency can exceed 100%.

COMPRESSION RATIO

As is known, in an internal combustion engine, the maximum efficiency isobtained accomplishing the ignition from the high-pressure mixture. Most of therotary engines known present the drawback of not to be able to work to highcompression ratio. The incorporation of a conventional sealed system, and theoperation without valves permit this engine operates to high compression.

LOW FRICTION

The rotor rotates supported in the stator through its output shaft, andsupports in the stator only its two compression seals. Between the rotor and thestator must exist a minimal working clearance that assures the optimumoperation.


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COMPARATIVE

A.S. HYBRID ENGINEMod. AC-800

RECIPROCATEENGINE768 c.c.

CYLINDERS 2 2

VALVES NONE TWO OR MORE

CYCLE 4 STROKE 4 STROKE

POWERS PER TURN 2 1

VOLUME DISPLACEMENT 760 cc 768 cc

PORT SECTION IN HEAD CYLINDER 40% OR MORE LESS THAN 25%

BORE x STROKE 84 mm x 68 mm 83 mm x 71 mm

HYDROGEN CAPABILITIES YES NO

ENGINE BRAKE EFFECT YES YES

OVERALL NUMBER OF PARTS 70% (30% REDUCTION) 100%

OVERALL NUMBER OF MOVINGPARTS

30% (70% REDUCTION) 100%

OVERALL VOLUME OCCUPIED 50% (50% REDUCTION) 100%

CONCLUSION

The A.S. Hybrid Engine concept represents a notable advance in thesearch of internal combustion engines more efficient. This engine have the

advantages of the piston reciprocal conventional engine as well as the rotaryengine (Wankel), upon incorporating a stable seal, be efficient thermodynamicand volumetric, to have a hard structure, and be free of valves train and massesreversion motion. These advantages make an economic engine in constructionas well as in maintenance and fuel consumption. Into not to incorporate valves,reduces the pollutant emissions, being able to use hydrogen as fuel.


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A.S. HYBRID ENGINE

ROTARY- RECIPROCATES HYBRID ENGINE MOD. AC800

In this model have been developed the cooling, oiling, sealing and ignition

systems, as well as other secondary devices, for equipping the engine with astable operation, independently of the time and work conditions.

COOLING

The cooling system is double. The engine is cooled fundamentally by airforced on the outer surface of the cylinders (2a) of the rotor (2). The oil flowinside the stator (1) and inside the rotor completes the cooling. The cylindersare shaped with wings externally. The flywheel (9) works as well like fan. Whenturning, their fans (9b) force to the air to circulate on the outer surface of thecylinders around the openings practiced between the fins of these. Twomovements make the heat transference from the cylinders to the air. One is theair that moves axially, impelled by the flywheel fan, and another is the owncylinders rotary movement, that affect this airflow perpendicularly. With thissystem, the cylinder cooling is very balanced in its entire surface. In operation,the interior of the rotor is crossed by a continuous lubricant flow in the form thatwill be explained in the oiling section. This lubricant oiling and at the same timecool the internal rotor and internal stator surfaces.

IGNITION

The air-fuel mixture is inflamed by a conventional ignition system madeup of the spark plug and a distributorless electronic ignition device (14) (DEI).The sensor will be installed on the flywheel, where the magnetic control pin(14b) is inserted. The position of the spark plug (6) allows an advance margin tothe ignition of until 60 degrees. The engine also is able to operate with a systemof continuous or synchronous injection of the fuel, being able to work in theMiller cycle.

OILING (fig 26)

The engine is oiled by forced oil flow, not being necessary to add it to the fuel.The lubricant is deposited in the carter (1j), of where it is aspired by a pump ofgears (8) that is dragged by the flywheel gear. The oil pump impels the lubricantat a first moment towards the chamber of the oiler roller (11). This roller isdragged (rotate) by the central band of the seals (13) when rotates. It has thefunction to lubricate and to cool this central band, against which it is applied,impregnating it a fine film of lubricant when it turns. When the roller contactswith this seal (central band), pushes it outwards. Then, the oil that is to pressurein its chamber is expelled by the groove (1q) practiced in the stator. When theroller no contact with this seals, (which takes place in the passage of thecylinders heads), its spring (11b) applies against the stator, closing the window

and cut the oil flow.


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From the oiler roller chamber, the oil flow is led inside through the shaftsupport arm (1l) toward the output shaft (2d), by whose internal channel (2j) issend toward the crankshafts (5), lubricating them. From here, the oil flow goacross inside the connecting rods (4) and will be send toward the heads ofthese connecting rods, lubricating them, to be finally expelled toward the interior

of the pistons (3), to refrigerate them. From here, the lubricant is centrifuged bythe rotor, being expelled through the crankcase windows (2l) toward theperiphery of the rotor, lubricating the internal circular surface of the stator. Fromhere, the lubricant will fall by gravity by the filler outlet (1i), going to deposit itselfagain in the carter.

The toric seals (2k) along with the rotor outer seals (2i) provide acomplete airtightness inside the rotor, preventing any oil escape outside. Thedrain of combustion gas will be made of conventional form by means of aconnection conduit from the oil-filling plug to the carburetor

SEALING (fig 17, 18, 19 and 20)

The pistons are sealed with three conventional segment seals (3a) forcompression and oiling. The rotor semicircular seals are flexible. This seals areanchored in the cylinders heads, that is branching about the cylinders heads,forming three semi-hoops seals segments in the form that is detailed in thedrawings. The force of expansion of this seals maintains continuously anduniformly applied them against the internal circular surface of the statorproviding complete sealing, as much to the cylinders heads as to the intake andexhaust ports

In a semicircular seal, the expansion forces are as follows (figure 20):

A. Torsion of circular profile recoveryB. - Force of recovery of the original radius (greater) on radio of the arc (1).C. - Circular force of expansion on the radius of seals (2).

(1) The arc expands in radial direction, relating to the rotor axis.(2) The 3 semi-hoops expand in radial direction, relating to the cylinder axis.

The seal mechanization will make with these on plain or mounted on circularguide, where they will temper and drill.

The cut direction of the seals throats on the head cylinder must be radial, sothat it is possible the expansion of these without the sealed one is harmed(23 degrees of inclination on axis of cylinders).

CARBURETION

A conventional external carburetor will be installed on the intake conduit.


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AC-800 DRAWINGS

Figure 1. Down plant Figure 13. Oil pump

Figure 2. Upper plant Figure 14. Rotor section

Figure 3. Rear view Figure 15. Rotor rear viewFigure 4. Section A-A Figure 16. Rotor view

Figure 5. Section B-B Figure 17. Head of the cylinder

Figure 6. Section C-C Figure 18. Head of the cylinder and seals

Figure 7. D-D stator section Figure 19. Head of the cylinder and seals section

Figure 8. E-E stator section Figure 20. Details of sealing

Figure 9. Exhaust port view Figure 21. Operation: A intake / B power

Figure 10. F-F section Figure 22. Operation: A compression / B exhaust

Figure 11. G-G Position section Figure 23. Operation: A power / B intake

Figure 12. G-G Section Figure 24. Operation: A exhaust / B compression

Figure 25. Pistons path circularity

Figure 26. Oiling circuit

AC-800 PARTS

Figure n. Part

4 1. - Stator

1, 2, 6, 7, 8 1a. - Intake port1, 2, 5, 6, 7, 8 1b. - Exhaust port

1 1c. - Screws of the oiler roller1, 2, 1d. - Lubricating oil filler body5, 10 1e. - Planetary support arms

3 1f. - Oil drain plug

7 1g. - Oil filler inlet1, 2 1h. - Engine bearer

6, 7 1i. - Oil filler outlet

4, 5 1j.- Carter2, 5 1l.- Shaft support arms

4 1n. - Oil pump input

1 1p. - Oiler roller cap6, 8 1q. - Oiler roller groove

8 1r. - Dowel

2, 8 1s. - Upper screws

4, 2. - Rotor

12, 14, 17, 19 2a. - Cylinder barrel17, 19 2b. - Seals channel

18 2c. - Seal bearer

15, 16 2d. - Output shaft12 2g. - Cylinder head16 2h. - Dowel

14 2i. - Rotor outer seals14 2j. - Oil central channel

5, 16 2k. - Toric outer seals of the rotor

4, 16 2l.- Crankcase window

12 3. - Piston


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14 3a. - Piston seals

14 3b. - Gudgeon pin

14 4. - Connecting rod

12, 14 5. - Crankshaft14 5a. - Balance weight crankshaft

2 6. - Spark plug

12, 15 7. - Satellite

1, 5, 13 8. - Lubricating oil pump13 8a. - Gears

13 8b. - Pump input channel13 8c. - Pump output channel

3, 13 8d. - Pump gear1, 4 8f. - Oil input filter

1, 3, 5 9. - Flywheel

3, 5 9a. - Screw3 9b. - Fan

1,2, 5 10. - Pulley5 10a. - Pulley screw

10 11. - Oiler roller

10 11a. - Roller pusher10 11b. - Roller spring10 11c. - Oil input

8, 10 12. - Fix planetary

10 12a. - Screws

5, 12, 14, 16, 18, 19 13. - Seals17, 19 13a. - Pusher spring

3, 9 14 Distributorless electronic ignition device

3, 9 14a Flywheel sensor3 14b Control pin

3 14c Spark plug wire


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AC-800 MODELDRAWINGS


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MODELO AC-800

DIBUJOS 3D


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Documents

Antonio Sanchez Hybrid Engine.pdf