AP539A - Air cooled rotary opposite reaction engine. - Google Patents

Abstract

An air cooled rotary opposite reaction engine is herewith disclosed and n is as the name implies in that it is art opposite reaction system per se (the power phase releases high energy which creates an opposite kinetic impact instant) driving the free wheels pivoted on a ten 10-piece fixed housing; Energy creates work directly ( i e induces motion without any harnessing arrangement or physical link). The system comprises perfectly cyclic free wheels secured centrally on a centre rotating shaft (pivot) absolute symmetrical and well balanced The inner free wheel has four "L" shaped combustion chambers incorporated within the chambers are pistons, one end of which runs on a geared undulating track with geared runner wheels fixed to the connecting rod. The track is built onto the fixed housing and as the free inner wheel is spun around the piston follows the undulations of the track creating an up and down movement for induction and compression phases. At the compression phase, the mixture which now lies at the bottom arm of the "L" shape chamber (combustion and exhaust chamber) is ignited. As it expands and escapes through (he exhaust, it simultaneously creates a thrust which instantly spins the free wheels Lubricating the system entails use of centrifugal forces drawing in the lubricant from a reservoir which is filled by use of a mechanical pump and a spiral arrangement to transfer the lubricant into the system.

Description

AIR COOLED ROTARY OPPOSITE REACTION, ENGINE t ACRQREJ

RA£K£B£LND I FIELD QF ΙΝΎΕΝΤΙΏΝ

The present indention reiates to internal combustion engines and more particularly to ar. Air Cooled Rotary Opposite Reaction Engine

II. BACKGROUND ART

A. RECIPROCATING PISTON ENGINES

B. ROTARY ENGINES

C. ROTARY RECIPR.QCAT.LNG

ENGINES

D. ACRQRE

A- RECIPROCATING PISTON

ENGINE

Since its introduction to this day, the reciprocating internal combustion engine has enjoyed a formidable commercial success without any other versions staging a reasonable challenge. The version entails utilisation of a piston secured at one eno to the crankshaft the rotation of which reciprocates the pistons within the combustion cylinders. Whilst the engine is fraught with disadvantages compared to other interna! combustion systems, years of research and development has rendered it the most reliable.

The efficiency of engines depends entirety on how well the charge of fuel and air is combusted. This is accomplished either as a four-phase or a two-phase combustion cycle. The various phases involved on a four-phase configuration are as follows : 1. Induction / Intake phase A charge of petrol and air mixture is drawn into the combustion chamber by virtue of depression created when piston descends sucking in the mixture. 2. Compression Phase

The charge is compressed when both valves are closed by the ascending piston to an optimal volume and ignition temperature, where igniung the pressured gases causes an explosion to create work. 3 Power or Phase work

The mechanical power :s created by harnessing a propeiier. piston or rotor to the work energy produced by the expanding gases. 4 Exhaust Phase

Waste products are evacuated from the system to initiate another cycle

The following factors influence the operations of the four phase comoustion cycie : t. The relative temperature of the chamber and incoming charge. II. The compression ratio. III. The efficiency of the ignition system. IV. Speed of engine

All reciprocating engines have an optimal speed of operation. At speeds higher than the optimal speed of operation the demand on the intervals of the intermittent spark to ignite the mixture is quite high and this heavily taxes the ignition system. The petrol air mixture may not combust completely and continue to bum at the exhaust phase resulting in the common phenomenon known as "backfiring’’ the build up of this within die system will deter optimal evacuation of used products thus dogging the system. At speeds below the optimal speed of operation the combustion is inefficient however, no detrimental damage is evidenced to the engine.

Reciprocating piston engines either four-phase .or rwo-phase combustion system have to scavenge the wastes. On a four-phase system two revolutions or two cycles have to take place for the next power phase, this is inevitable since the combustion chamber has to be evacuated, freed of wastes prior to further induction. A two-stroke engine exhibits the same similarity except rotating a full revolution before resuming the initial process. The four strokes are paired, with two taking place simultaneously to become one. resulting in a two-stroke version.

Reciprocating piston engines are susceptible to damage since the combustion or explosion instance tends to drive the piston out the bottom of the engine in a linear motion before the crankshaft reverses die direction into a circular motion this inherent phenomenon is the cause of the shocks and vibrations associated with the reciprocating piston engines. Counter-weights and re-onentation of cylinders into various configurations have been employed in an attempt to overcome these vibrations.

B. RQT.ARY ENGINES

In an attempt to develop an internal ;ombus:ion engine free from static and aynamic balancing problems associated with reciprocating piston engines, rotary engines nave been cevelopeo. The latter generally exnioi: weigr.t - to - power ratio due to efficiency derived from the rotation action of the machine. Most rotary engines however assume an either elliptical, epitrochoidai or eccentric arrangement this phenomenon will exhibit an imbalance during rotation. In most cases the rotor is designed to follow the configuration of the housing and it is always ir, constant engagement ( at hizher pressure ) with the inner walls of the housing this precipitates early degradation of the housing inner walls and interface point of contact with the rotor.

The two stroke rotary internal combustion engine by Martin W Westland. L'.S. Patent No. 5 251 596 issued on the 12th Octooer 1993 does not in my way differ from the original design by Felix Wankel. L'.S. Patent No. 2 988 008. the principle or concept adapted purely focused on producing a two stroke version. The inherent weakness of tip seals at high pressure, a common disadvantage with rotaries still remained not addressed, (i.e. early degradation of engine at contact faces between inner walls of housing and the rotor is inevitable. ). The design however addressed the imbalance of heat dissipation which was a predominant fearure on the W'ankel Design

The multiple vane rotary internal combustion engine by Edwin L. Pangman, L.S. Patent No. 5 277 158 issued on the 11th January, 1994 still exhibits the same phenomenon of tip sealed faces rubbing against inner elliptical wails of housing, though a plurality of slidable vanes was employed to ease the problem, however the concept originally introduced still prevailed, this goes for most rotary versions, infact most inventions concentrated on trying to improve the situation than purely adapting a new concept or outlook, this goes for invention by Masami Sakita. L.S. Patent No. 5 133 317 issued on the 28th July, 1992, however by use of cyndncal housing as opposed to elliptical, epitrochoidai or eccentric arrangements.

Due to this, the inherent dynamic balance available to rotary systems is limited. The most evident advantage associated with rotary engine is the convenient cooling characteristic, higher compression ratio, a low size to power output ratio, fewer moving components I parts operation with reduced noise and vibrations.

Despite the above advantages, the reciprocating piston engine still enjoys widespread use commercially because it provides high pressure sealing by usage of piston rings ( sprung ) as compared to high pressure seals associated with, rotary arrangement.

C ROTARY RECIPROCATING

Eacira

The Lno Kyrlin L S Paten; No. 5 279 208 issues on the 18th January, 1994 still portrays an element of eccentricity. hign pressure on cam rollers within the rotating outer nm is still exhibited. This element of somewhat odd geometrical shapes leg ellipses, trochoida. pius eccentricity ) contribute as the major set-back regarding the smooth rotation and the dynamic balance expected of rotary engines. High pressures at contact faces between fixed housings and rotors make it even more static.

The principle foilowea. research and development undertaken have primarily focused on improving the situation rather than introouce a totally new concept until the present new invention of the Air Cooled Rotary Opposite Reaction Engine ( ACRORE ) which no doubt will revolutionise the legendary concepts and prooably bring about a new outlook in terms of improving and engineering the concept of rotary engines. it must be realised that the ACRORE is a system of purely radial free wheels receiving an intake charge of combustible gases oniv ;o be detonated within a chamber sunk within the free wheels, whiist in return the free wneeis will absorb energy impact and respond in the opposite direction. D. ACRORE :

What is claimed and desired to be secured by the Botswana Patent is : .An Air - Cooled Rotary Opposite Reaction Engine comprising : l.A ten - piece circular fixed housing enclosing cavities with inner and outer wall surface (refer to fig.2) comprising : a. Rear end circular closer b. Smoke - chamber housing in the form of a bell house c. Smoke transition chamber housing in the form of a trumpet - housing. d Displacer Ring. e. Main - engine housing f. Cooling chamber housing g. Inlet valve cam earner housing in the form of a circular dish. h. Front - end closer in the form of a circular cover with three-star opening. i. Air collector in the form of a truncated funnel j. Oil reservoir housing in the form of a bowl. 2. A twelve-piece integrated moving circular components i refer to fig.3) comprising : a. Smoke expeiier blades in the form of vanes b. Suction turbine with suction biades internally c. Exhaust coil wheels d. Exhaust vaive cam drive gear carrier wheel e. Piston arrangement comoustion cylinder wheel. f. lniet valve carrier wheel manifold carrier wheei g Spark bridging unit h. 'O" ring inlet vaive cam i. Four 90 degree brancned manifold j. Impeller k Oil propeller I.Rotating centre shaft 3. A circular solid rear end closer as recited in claim la punched in the centre for the rotating centre shaft(24) as recited in ciaim 2/ as well as for the main bearing (40) (fig 2) and the starter motor (32) shown m ( fig 1) .An oil capillary to be formed as a return lint (see fig.3.Doc. No. 1) 4. A smoke chamber housing as recited in claim lb, open at one end. other end closed with a hole in the centre to receive main bearing (40) plus a rotating centre shaft (24) and smoke exit recesses to allow transition of waste products from the turbine chamber (49) to smoke chamber (48). Smoke chamber housing to have on the side walls exhaust outlets on either side to allow evacuation of chamber. An oii capillary to be formed at the bottom of the chamber wall. (see fig. 4 doc. no.l) Chamber to receive expeiier blades (13) and the smoke collection (scoop (39)).

Engine mounting position to be provided on either side of the housing. 5. A smoke transition chamber housing as recited in claim lc open at both ends to receive the suction turbine (14) as recited in claim 2b. An oil capillary to be formed (see fig. 5,Doc..No.l ) 6. A displacer ring as recited in claim Id open at both ends to form pan of the smoke transition chamber. An oil capillary to be formed. (see fig. 6, Doc. No. 1,) 7. The main engine housing as recited in claim le split in half and grooved! fig. 2 (7) ) to form undulations for the piston runner gears ( 26 ). Undulations constitute the reciprocation of piston (25) for induction and compression. Rear half to be geared on inner wails to provide for the exhaust cam gear drive (29c) The main housing to have four segmental indents to allow installation of the above. ( see fig 15, doc. no.l ) 8. A cooling chamber housing as recited in claim If open at both ends to receive the impeller (22) recited in claim 2j, the oil reservoir (12) and most pan of the inlet manifold (21) 9 .An mie: valve cam ring earner housing as recited in claim lg io receive me cam ring (fig. 2 (9) ). with access in four numoer positions for inlet tappet covers (38) also recessed for the O' ring oil seal. The bottom to have eaviry for the positioning of a mechanical oil pump (30). 2 No hoies to be formed at me top extenoing an angle of 120 degrees for the twin distributors (fig. 12). An oil capillary to be formed to accommodate an oil filter at the oil sump (34). 10 A front-end closer with a three star arrangement at 120 degrees as recited in claim lhpunched alone the centre to receive the rotating double walled manifold as recited in claim 2g and the main bearing (see fig 7a, Doc. No.l ) 11 An air collector as recited in claim ti to allow suction of the air oy tne impeiler (22) as recited in claim 2j. 12. An oil reservoir housing as recited in claim Ij io receive an oil propeiier (23) as recited in claim 2k. 13. A configuration of expeiier blades as recited in claim 2a to be secured to the main rotating centre snaft (24)wtth a key slot and a lock nut in place ( fig. 8 ) positioned within the smoke chamber (48).(refer to fig.7) 14 A suction Turbine (fig. 9) as recited in claim 2b. trumpet end open, other end with a three star opening with hoie aiong the centre to receive main rotating centre shaft (24) as cited in claim 2L, Turbine to incorporate a plurality of suction biades to evacuate combusted wastes. Turbine to have a key / slot and secured to main shaft whth a locknut. li.An exhaust coil wheel as recited in claim 2c to be mounted onto the centre rotating shaft (24) bolted thereon a suction turbine as recited in item 14. The rear (R.H.S) exhaust opening to be punched at 90 degrees to the face of the wheel, other exhaust opening to run internally with the leading openings at 45 degrees to coincide with opening from the displacer wheel.(see fig.lS.Doc.No.l) .rear opening to exit at 90 degrees parallel to the leading opening. 8 No. exhaust exits to be punched on the overall. Exhaust wheel to have a circular projection to be accommodated by a recess on the main engine housing as recited in claim le for the '0' nng oil seal.(see fig. 12,Doc No.l) I6.A rear exhaust displacer wheel (see fig 15. Doc.l) as recited in claim 2d to have 8 No exhaust recesses punched to coincide with those on the exhaust coil wheel as recited in item 15. Wheel to be mounted onto the centre rotating shaft, bolted and secured to the exhaust coil wheel ( item 15 ).

The exhaust displacer wheel carries 4 No cam shaft gear drives (29c)(fig. 10) at opposite sides along both the horizontal and vertical axis. The 4 No. gears to run alone the inner geared wail of the main housing as recited in claim le. ( see fig ", Doc No. 1 ) i*.A piston combustion wheel as recited inclaim 2e :o have 4 No. piston cylinders puncned at opposite sides along both the horizontal and vertical axis. Cylinders to incorporate exhaust channels at the bottom. ( i.e. top of the piston face j in an "L-* shape. Exhaust channels to have two brancnes at 45 degrees on either side of the wheel for concentricity and to allow exhaust displacement away from the piston rotation line. Exhaust openings to coincide with those recited in item 16.The combustion chamber to be puncned in 2 No. position per cylinder to accommodate the spark plugs flanking the iniet valve wnicn is 90 degrees to the face of the wheel, exhaust vaive puncned 90 degrees to the inlet valve at the exhaust exit point. 4 No holes to provided at the iniet point of the combustion chamber for the inlet valves. Valves to be sprung at one end and designed to accommodate 4 No. tappets (28)( see fig. 10 ). 4 No. holes to be provided 90 degrees from the iniet vaive face within the combustion chamber, drilled at a convenient angle to accommodate the exhaust valve and stem (see fig. 10 ). A convenient recess to be sunk directly above the exhaust valve for the exhaust cam configuration. IS.An inlet valve / spark plugs,manifold carrier wneel 19 as recited in claim 2f to be keyed sioned and secured to the rotating centre shaft (24) as recited in claim 2/. The wheel to be recessed S No. places for the spark plugs access. 4 No. holes to be provided 90 degrees to the face of the wheel for the inlet valve stem. A recess to be provided on the wheel directly above the inlet valve for the inlet valve spring (2Sa)(see fig. 10). Iniet channels and exhaust channels to be provided to coincide with those in other wheels. Both ends of the exhaust camshaft (29b) (fig,10) to be secured to the wheels 16 and 18 (see fig. 3) by means of fixtures (43) securing the geared drive (29c) to the rotary wheels. 19. Manifold channels / network to wind around the wheel (19) leading to appropriate exits. Wheel to provide for 4 No. oil ducts (41),ducts to be provided and secured with nuts. 4 No securing pins to be provided to receive 4 No. inlet tappets (28b) to be dragged along during motion. The wheel to be provided with a circular projection to slot inside the circular recess for "O" ring seal on the fixed housing as recited in claim le. 2 No. circular projections to be provided on the front face of wheel 19 (see fig. 12.Doc.-No.lj.one on top of the other completely sealing off the inlet / tappet configuration. The circular projections on wheel 19 to slot and coincide with those on the fixed front end closer 9 is recited in claim lg. ’O" ring seats to be provioed( see fig. 12 Doc. No.l ). Wheel 19 towaros the extreme, on the engine front to have a circuiar gear drive sunk - in to receive and drive the mecnanical oil pump and the two districutor shafts. 3 No. spark plug access to oe provided. The rotating centre shaft (24) to terminate at this wneei with a heavy duty securing Iock nut(4") (fig.4) or (see fig. 12. Doc. No.l ) 19. A spark bngcing unit to oe sunk on wheel (19).screwed and secured to the wheei flush with the surface to receive transfer of me electrica. spark tothe nigh tensile leads.suoseauently to the chamber. 20. An "O'' ring inlet valve cam ( see fig. 20. doc. no.l ) as recited in claim 2h to be securec to a fixed inlet vaive cam carrier housing 9 ( see fig 2 ) as recited in claim lg. Iniet vaive cam to have unauiations to coincide with the appropriate ohases ( i.e. induction, compression and the combined power and exhaust strokes ) of the system 21. An inlet manifold as recited in claim 2i to be secured to the manifold carrier whet! (19) as recited in claim 2f. The component to comprise 4 No. curved branches at 90 degrees ( against rotation ). Main stem to have double wails for oil and petrol intake, inner space between the double walls to have a neli.x arrangement ( fig. 11) or (fig.21.Doc.No.I) wnich acts as an oil drive, forcing lubricant through 4 No. ducts(41) into the system whereby centrifugal forces will take over the process of lubricating the mechanism. 4 No threaded seating to be provided on the manifold branches to receive the impeller (22). 22_A circular impeller as recited in claim 2j to be secured with 4 No. bolts to me manifold (21) as recited in claim 2i. The impeiler to have fins to blow air towards the mechanism with holes fair ports ) at appropriate position to allow trapping of the air inwards.( see fig. 3 ). 23..An oil propeller as recited in claim 2k secured to manifold (21) as terminal point of outer walling of the double walled manifold as recited in claim 2i. The propeller to have various holes curved to allow scooping the lubricant within the oil reservoir as recited in claim lj, transferring lubricant to the helix arrangement. 24.A rotating centre shaft as recited in claim 2/ to secure all moving components and act as a pivot for the free wheels. Shaft to have a slot running lengthwise and provided with a capillary to act as an oil return line. Front - end of the shaft to be threaded internally to accommodate a shaft terminal bolt and washer (47)

GENERAL COMPONENTS 25.Integrated solid piston and rings. 26.Swivei jointed geared piston runner wheels <4No. per cylinder i 27.Shear resistance rollers restraints! 2 No per cylinder ,1!fig 10). 28.Inlet vaive 28a.lnie: vaive spring · 28b Inlet tappet rocker 28c Inlet valve fixtures 29 Exhaust valve 29a.Exnaust valve spring 29b Cam shaft 29c Cam snarl gear drive 30.Mechanical oii pump . SOa.Oi! sump filter 3 I.Carburettor ( fig.l/fig.4 ) 32.Starter motor (fie. 1 ) jj.Flywneei (fig. I) 34 Oil sump( fig. 1 and fig. 4 , 35.Service plate i, fig.4) 36. Twin distributors ( fig. 12 ) 37. Exhaust tappet covert 1 No. ) 38.Inlet tappet coversf 4 No ) ( fig. 10 ) 39Smoke collectors (scoops ) (fig. 8 ) 40.Mam bearings ( fig. 2 ) 41.Oil ducts ( 4 No. ) supply lines. ( fig. 1 ) 42. Exhaust pipes ( fig.l ) 43. Exhaust cam fixtures ( fig. 10) 44 Mam bearing oil seal fixtures ( fig. 4 ) 45. Ball race ( fie 4 ) 46. Twin Spark Plugs ( fig. 4 ) 47.Shan terminal bolt and washer.

CHAMBERS 48.Smoke Chamber 49 Smoke Transition Chamber 50.Exhaust Network Wheel Chamber 51 .Engine mechanism Chamber 52.Combustion Chamber 53.Inlet Manifold wheel Chamber 54.Cooling Chamber 55.Oil Chamber 56.Air Collecting Chamber.

Ill OBJECTS AND BRIEF SUMMARY QF THE INVENTION/ ADVANCEMENT IN THE ART OF ROTARY ENGINES,

Lit is an object of the present invention and an advancement in the an to have a perfectly well balanced.symmetrical machine with a perfectly cyclic shape ( circles) for the rotor and cavities within housing as opposed to the usual elliptical housings, eccentric rotors, cycloid or epitrochoidal arrangements. This enhances stability and smooth operation. Vibrations highly minimised. 2.It is an object of the present invention and an advancement in the an to have perfectly radial FREE WHEELS with the *eaction taking olace within the wheels t i.e. seif propelling ) without any pnysicai links means to ermance motion. Friction is eliminated and energy aosorption and utilisation almost 100% to procuce woric 3.It is an ooject of the present invention and an advancement in the an to nave a tnree - phase combustion cycie i 3 stroke engine ) as opposed to the legendary two or four phase comousuon systems. 4.It is yet an object of the present invention and an advancement m the an to have a system free from constant higher pressures at the points of interface between rotor or vanes on inner walls of the rotor housing, early degradation of inner surfaces of engine eliminated. 5 It is an object of the present invention and an advancement in the art to have fumes, waste products naturaily discaraed by the reaction ( power phase ) and centrifugal forces. Perfectly clean chamber utilised on inauction all the time. 6.It is a further object of the present invention and an advancement in the art to have a system free from scavenging waste products. 7.It is an object of the oresent invention and an advancement in the art to have a rotating combustion chamber, racing through the air eliminating excessive high temperatures, centrifugal forces effectively cool the system. 8.It is an object of the present invention and an advancement in the art to have a system that can take any given number of combustion chambers both odd and even numbers acceptable depending on the cam design. 9.It is an object of the present invention and an advancement in the an to have a system with unlimited number of power strokes per revolution. Any configuration acceptable depending on the cam design. 10.It is an object of the present invention and an advancement in the an to have a system that will alleviate excessive demand on the lubricating mechanical pump by use of centrifugal forces on circulating the lubricant. 11.It is an object of the present invention and an advancement in the an to have a system that combines both the reciprocating engine (i.e. piston rings ) and the rotary principle, higher pressure sealing on compression exhibited.

The foregoing objects can be realised and achieved in accordance with the invention as embodied and illustrated herein an Air-cooled Rotary Opposite

Reaction Engine is provided with a ten piece circular housing enclosing a cavity. The housing enclose internal circular wneels herein reiered io as the rotor. The rotor provides for the intake ports uirougn 4 No. manifold Branches, whilst the housing provides for the exnaust ports penetrating the outer wall of the expeiier olades housing ' bell housing ) A rotor provides for the 4 No piston arrangement piunged into the rotor chambers and harnessed to the fixed housing undulations by means of a connecting rod terminating with 4 No. geared runner wheels guiding the pathway of the piston as the rotor rotates within the housing. This influences the induction and the compression phases.

Ignition at start-up is provided by the spark plugs unaer ;he compression pnase.as ihe spark ignites the charge, the exhaust vaive is opened simultaneously, as the mixture explodes,escaping through the exhaust chamber an opposite high energy will develop hitting the wall of the chamber influencing motion of the rotor.The process once repeated will maintain rotation of the machine.

After the power phase the waste products would have been evacuated from the chamber naturally into the transition chamber, where centrifugal forces plus the suction turbine will trasnfer the products or blow the products towards the smoke chamber, where the rotating expeiier blades will blow the products into the smoke collectors!scoops) whereby the products are expelled into the atmosphere.

IV. BRIEF DESCRIPTION OF DRAWINGS

In order that the above re-cited invention .advantages and objects are realised the description of the invention will be fully acknowledged by reference to specific embodiments thereof illustrated in the appended drawings.lt must be recognised that consumption of the material depicts typical embodiments of the invention and must therefore not be considered to limit its scope or honzons.The invention shall be described with emphasis on specificity and simplicity for thorough understanding and by use of the appended drawings. FIG.l is a perspective side view .cross section of the complete engine unit used in a preferred embodiment of the Air Coooled Rotary Opposite Reaction Engine. FIG.2 is a perspective side view .cross section of the complete 10-piece fixed housing unit omitting most of the interior components, however depicting precisely the sequential manner of assembling the unit and concisely how each component will fit precisely with the rest of the components to form an integrated working unit FIG.3 is a perspective disassembled view, cross section of the complete 13-piece major integrates moving components to fit at various designated chamoers of the fixed housing mentioned m. fig.2 depicting their working reiationsnis Ail components are firted.s lotted and keyed onto one longitudinal center rotating shaft and wiii rotate a: the same speed by virtue of integration on a snaft that acts purely as a pivot for free wheels. FIG.4 is a perspective cross sectional view of all funtionai components except for omission of other pistons since the cylinders are identical (ie: one configuration resembles the rest.).The working relationship and the interrelation is now cieariy observable and can be appreciated.The view gives a perspective combined views of FIG.2 and FIG.3 with additional components shown as preferred in the Air Cooiea Rotary Opposite Reaction Engine. FIG. 5 is the concept used io form the basis of the invention. It will be appreciated that when the charge is detonated, high energy develops which initiates a heavy tnrust hence transferred onto a freely suspended rotor thus creating motion. FIG.6 is tne depiction of the three phases of the combustion cycle employed by the embodiment illustrated in Fig. 4 resulting from the embodiment of Fig. 2 and 3 plus additional components as listed thus 25- 4" employed by the Air Cooled Rotary Opposite Reaction Engine.

Fig. 7 is the numbering of various chambers for convenience and easy reference.

Fig. 8 is the perspective view of the expeiier blades (13) employed to expel the waste products following the combustion phase. Component operates and is installed within chamber 48 together therein with smoke collectors (39)

Fig . 9 is the perspective view of the suction turbine (14) employed to transfer the waste products from the system to the smoke chamber ( see fig. 7 (48)) for immediate expulsion during the rotation. The component is located within chamber 49 (see fig 7 )

Fig.10 is a perspective exploded disassembled view of the engine mechanism configuration as recited in claim 2e. The view is a depiction of the working relationship of the engine components and the location and how they relate to one another.

Fig.ll is a perspective exploded disassembled view of the intake petrol system (manifold (21) ) as recited in claim 2i plus the cooling impeller(22) as recited in claim 2j as well as the oil propeller (23) as recited in claim 2k depicting the working relationship of the components and how they are interrelated and the location involved as preferred in the Air Cooled Rotary Opposite Reaction Engine.

Fig.i: is a perspective view of the ignition system to be employed however not limiting the scope of any other system considered of outstanding performance suited to this particular design.The configuration depicts a dual high tensile system with terminal leads embedded inside a hard uPVC material rigid enough to be plugged on the surface of wheel 19 by means of plugs 1.23,4 which act as contact areas at the same time This will allow easy access to spark plugs during replacement period. Points B and C are built- in within wheei 19 with the spark bndging unit as recited in claim 2g screwed on to the inner surface of the wheel.The combustion chamber 52has two spark plugs however the rotor has double ends. This necessitates supplying 8 No igniting units with 4 No. leads the basic reason for a dual terminals.(high tensile leads)

Fig. 13 is a perspective view of the machine illustrating use of the design concept mechanically as in fig 5 used on the invention of the machine (ACRORE)

V . DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FOR THE

AIR_CQQLED ROTARY_OPPOSITE

REACTION ENGINE

1 ASSEMBLING SEQUENCE ( Intergrated moving components )

Fig.3 is a perspective, cross sectional view of the embodiment of the Air Cooled Rotary Opposite Reaction Engine pertaining to the present invention. The main bearings (40 ) four in number will secure the rotating centre shaft (24) at certain designated positions. The bearings position as in fig. 2 are : a. Bearing (40) to rear end closer (3) b. Bearing (40) to smoke chamber /bel I housing (4) c. Bearing (40) reduced in width to oil reservoir housing (12) d. Bearing (40) to front end closer (10)

The above mentioned main bearings (40) act as the pivot point for the embodiment of the intergrated moving components ( 13 - 23 ) fig. 3 which are fixed to the routing centre shaft (24) and will be secured in place by fixtures (44) with embedded lubricant seals. The arrangement will allow the rotor plus the mechanism to rotate merely at the slight touch of hand. The rotating centre shaft (24) will receive and carry the following components : a. Flywheel (33) for transmission and start - up purposes only b Expeller blades 113) c. Suction turbine (14) d. Rotor (15 - 19 ) e. Oil ducts (411 f Inlet manifold (21) g. Impeller (22) h Oil propeller (23)

Fig. 7 is the sequence of numbering various chambers. The above component (a - h) will be placed centrally in each chamber, keyed slotted and secured in place also bolted together to form one intergrai unit. The smoke expeller blades (13) will be centrally affixed within the smoke chamber (48) followed by the suction turbine (14) centrally affixed within the smoke transition chamber (49) followed by the exhaust coil wheel, exhaust valve carrier wheel, piston arrangement wheel, inlet valve wheel, and the inlet tappet oil pump distributor wheel (15 - 19) fig. 3 all herein reffered to as the rotor centrally affixed within chambers (50 - 53) fig.2 to receive internally all of the components in fig.4.

Fig. 11 is a perspective, cross sectional view of the embodiment. Following the rotor(15 - 19) we have affixed thereon an inlet manifold (21) in particular to wheel 19, manifold protrudes onto chamber 54. Following the inlet manifold (21) and secured thereon is an impeller (22) centrally positioned within the air chamber (54). Following the impeller (22) is an oil propeller (23) centrally positioned within the oil reservoir chamber (55) fixed to the rotating centre shaft (24). 2. ASSEMBLING sequence (FIXED HOUSING )

Fig.2 is a perspective disassembled cross sectional view of the engine housing. The components will be realised to intergrate into one whole unit on assembly. The Air Collector (11) shall be affixed to front end closer (10) which in turn will be affixed to the cooling chamber housing (8). The inlet cam carrier (9) will be affixed to the main housing (engine) (7), subsequent to that the cooling chamber housing will be affixed to the main housing (7) as well. The displacer ring (6) will also be affixed to the main housing (7) followed by the suction turbine housing (5) which in tum will be bolted thereto the smoke chamber housing (4) followed by the rear-end closer (3). The components as illustrated in fig. 2 subsequent to the necessary assembly will form the main outer wall surfaces of the engine as prefened in the Air Cooled Rotary Opposite Reaction Engine.

VI OPERATING SEQUENCE

Fig. 4 is a perspective - cross sectional vie* of the compiete engine ami with :ne installation of the bail race (45) to ;ne spinning manifold (21) and a fixed carourertor (31) < refer :o original document fig. 34 i. provision of a voiatiie gas i petroi) and ine supply of an ignition -park when the mixture is compressed during rotation, the macmne should start running.

When the starter motor (32) is engaged to soin the free vvneels i rotor) through the flywheel (331, the piston (25) will follow the undulated cam rail within the fixed housing (7). The iniet taopet (28b) will rock on the unauianon of tne inlet cam (20) opening the inlet valve (28). This has to occur at the induction phase (see fig. 6). As the rotation continues the piston (25) will reach the optimum suction level and will rise to initiate the compression stroke with both valves closed (28 and 29) the mixture is compressed, having reached its ignition temperature, with the piston (25) a; the top oeac centre tne twin distributors (36) will supply the spark co the twin spark plugs (46) igniting tne mixture.

As the mixture explodes at the power stroke (fig.6) within the comousuon chamoer (52) the exhaust valve(29) is opened simultaneously i exhaust stroke).The opposite kinetic energy will impact the free wheelsi rotor, thus driving the motor The design as given has a power stroke every 221/2 degrees from the rest position.Therefore a four cylinder macmne as is the case will deliver an output of 32 No. power strokes per revolution.Since it has been realised that the power and exhaust phases occur simultaneously the unit will be ready to initiate another cycle almost immediately after the rwo simultaneuos smokes involved.

The. waste products will be discharged into the suction turoine(14) where the turoine will immediately transfer them to the smoke chamber(48) to be expelled by the expeller blades (13) via the smoke collectors(39) to the exhaust pipes(42)

VII. LUBRICATION FIG.l is a perspective view.cross section of the complete engine unit(ACROR£).The oil sump (34) in the form of a bowl cames the lubricant located at the oonom of the engine housing(T). The engine housing (7) ought to have holes punched at the bottom to allow ingress of any dripping lubricant to oil sump(34).The oil filter(30a) protrudes into the sump and immersed in the lubricantat alt times.The component is built into the inlet cam carrier wheel(9) and it is intended to filter any foreign matter that has gained access to the ra_achine. A mecnamcal oil oump(30) is built into comconen: 9 (see fig.4) and driven by the outer whee: 19 of :ne rotr at the engine front.As the rotor is spur, arour.c tne pump|30) will resoor.o to motion.oumpmg uc the iuorican: into an of reservoir 155) At that point the oii propeller (23) will scoop the .ubricant into tne outer cnambe- of a douoie-wal.ec mamfoid(2l) where a tteucai arrangement will force the contents through the oil ducts(41) into wneel (19) of tne rotor

At wheel t9 the centrifugal forces will now act on tne lucncant forcing it towards certain designated pointsi refer to fig.33.document No. 1).From the 4No. oii oucts(41) each oil duct must be directed oy means of a capillary running througn the rotor against the rotation to all moving components per cyiincer.The oil capillary as it passes along side the moving mechanism must have a jet to sprinkle spray tne mecnamsm as it passes on to another predetermined destination.This should be icaptec for the following runner wheeis(26),piston(25) wmch is provided with oil trap ano weep holes for oiime tne cr.amoers ana tne piston rings.

The oil network on completion of its ore-determined route will subsequently lead into the capillary that runs along the interior of the center rotating shaft(24) which acts as the return line and it will allow the lubricant to oil the main bearings(40).Subsequent to this the lubricant will follow the natural flow due to gravitational forces thereby reaching the oil sump(34).

VIII. IGNITION SYSTEM

By virtue of the fact that the entire mechanism rotates within a fixed housing a bridging position has to be provided for the sparic that is required to ignite the cnarge.Since two spark plugs have been provided per chamber or cvlinder.a dual high tensile leads must be employed each end leading to one spark piug.A double -end ignition rotor will be required (see fig. 12) This may require a special design fabrication to suit the design.

Claims (1)

1. Original document published without claims.