A swing rack-crankshaft conversion mechanism

Abstract

The conversion mechanism of the present invention includes: a crankshaft, a transmission shaft, a transmission gear, a swing rack, a driving gear and a driving rack, etc. The main journal of the crankshaft and at least one transmission shaft are installed on the two side walls of the crankcase, the transmission gear on each transmission shaft is meshed with the swing rack, the rack ring at one end of each swing rack is installed on the connecting rod journal of the crank arm, each limiting rod is placed on the toothless back side of each swing rack, the two ends of each limiting rod are installed on one end of each pair of limiting flat rods, and the limiting rings of each pair of limiting flat rods are respectively installed on the transmission shafts on both sides of the transmission gear; a number of driving gears are installed on each transmission shaft extending into the additional cylinder body, each driving gear is meshed with the driving rack, the positioning rod is placed on the toothless back side of each driving rack, each pair of positioning rings are respectively installed on the transmission shafts on both sides of the driving gear, and each driving rack is hinged to the piston to form an engine group with multiple cylinders but only one crank arm.

Description

Technical Field

[0001] The present invention relates to a mechanical device for converting the reciprocating linear motion of a piston of an engine into the circular motion of a crankshaft, and in particular to a conversion mechanism of a swing rack-crankshaft linkage, which replaces the existing crankshaft (handle)-connecting rod conversion mechanism. Background Art

[0002] At present, piston engines generally use crankshaft (crank) connecting rod mechanism to convert linear reciprocating motion and circular motion. The design and manufacturing of crankshaft connecting rod mechanism have been very perfect. However, due to the complex geometric mechanism of crankshaft (handle) connecting rod and its stress state, each component is in a complex three-dimensional stress state. There are still obvious defects in practical application, which need further improvement and optimization:

[0003] 1. Theoretical analysis and practical application tests show that in the traditional crankshaft connecting rod mechanism, after the gas in the cylinder is ignited, only about 20% of the maximum gas explosive force on the piston is converted into the tangential force acting on the crank end of the crankshaft after two decompositions. Therefore, the torque output by the crankshaft is greatly reduced, and the power of the engine is reduced;

[0004] 2. In the crankshaft (handle) connecting rod mechanism, the gas pressure acting on the piston is decomposed into the force along the connecting rod axis and the lateral pressure acting on the cylinder wall perpendicular to the cylinder axis, which increases the lateral friction between the piston and the cylinder wall, accelerates the lateral wear of the cylinder wall, causes "cylinder jamming", makes the piston unable to work, and shortens the service life of the cylinder;

[0005] 3. The unbalanced rotating mass and rotating motion generated by the swing of the connecting rod in the crankshaft connecting rod mechanism cause inertial force, which causes alternating impact force between the piston and the cylinder wall and the rotating contact surface, increasing the uneven friction and impact between the various components, which not only affects the output power of the engine, but also causes the engine to produce greater vibration and noise.

[0006] In order to overcome the above-mentioned defects of the traditional crankshaft-connecting rod mechanism, the present invention provides a swing rack-crankshaft conversion mechanism. Summary of the invention

[0007] A swing rack-crankshaft conversion mechanism provided according to the present invention comprises: a crankshaft having only one crank arm and a connecting rod journal at its end, a transmission shaft, a transmission gear, a swing rack, a driving gear and a driving rack, etc., characterized in that: the main journal of the crankshaft and several transmission shafts are mounted on the two side walls of the crankcase, the axes of the various transmission shafts are distributed at certain intervals on a circumference with the axis of the main journal as the center, the transmission gear is coaxially mounted on the cylindrical surface of each transmission shaft, the swing racks equal in number to the transmission gears are respectively meshed with the various transmission gears, the rack ring of each swing rack is mounted on the connecting rod journal of the crank arm, and a limiting mechanism is arranged on the transmission shafts on both sides of each swing rack and the transmission gear meshed therewith; each transmission shaft extends into an additional cylinder body close to one or both sides of the crankcase, each driving gear is coaxially mounted on the cylindrical surface of each transmission shaft in the additional cylinder body, and a positioning mechanism is arranged on the transmission shafts on both sides of each driving rack and the driving gear meshed therewith.

[0008] The present invention provides a swing rack-crankshaft conversion mechanism, wherein a cylinder is arranged on an additional cylinder block, and one end or both ends of each driving rack are hinged to a piston in the cylinder to form a multi-cylinder engine group with only one crankshaft.

[0009] The present invention provides a swing rack-crankshaft conversion mechanism, wherein a rack ring is arranged at one end of each swing rack, the effective length of each swing rack is greater than twice the distance between the axis of the main journal and the axis of the connecting rod journal, and the center line of each rack ring is colinear with the axis of the connecting rod journal.

[0010] The present invention provides a swing rack-crankshaft conversion mechanism, wherein each limit rod is placed on the toothless back side of the swing rack, and the two end portions of each limit rod are respectively rotatably mounted on one end portion of a pair of limit flat rods, and the other ends of the pair of limit flat rods are respectively limit rings, and the two limit rings are respectively mounted on the transmission shafts on both sides of the swing rack and the transmission gear meshing therewith, the distance between the inner side surfaces of a pair of limit flat rods at the two ends of each limit rod is slightly larger than the width of the swing rack and the transmission gear meshing therewith, the inner diameter of each limit ring is equal to the diameter of the transmission shaft, and the interval between the limit rod on the toothless back side of each swing rack and the pitch circle of the transmission gear meshing with the swing rack is equal to the distance between the pitch line of the swing rack to the toothless back side.

[0011] The present invention provides a swing rack-crankshaft conversion mechanism, wherein each positioning rod is placed on the toothless back side of the driving rack, and the two end portions of each positioning rod are rotatably mounted on one end portion of a pair of positioning flat rods, and the other ends of the pair of positioning flat rods are positioning rings, which are respectively mounted on the transmission shafts on both sides of the driving rack and the driving gear meshing therewith, the distance between the inner side surfaces of the positioning flat rods at both ends of each positioning rod is slightly larger than the width of the driving rack and the driving gear meshing therewith, the inner diameter of each positioning ring is equal to the diameter of the transmission shaft, and the spacing between the positioning rods on the toothless back side of each driving rack and the pitch circle of the driving gear meshing with the driving rack is equal to the distance between the pitch line of the driving rack and the toothless back side.

[0012] The present invention provides a swing rack-crankshaft conversion mechanism, wherein a plane passing through the axis of the main journal and the axis of the connecting rod journal is set as the center plane of the crank arm. When the center plane of the crank arm is tangent to the pitch circle of each transmission gear, the driving racks driven by each driving gear coaxial with the transmission gear and the pistons at their ends are at their top dead center or bottom dead center. At this time, the angle between the center plane of the crank arm and the pitch lines of each swing rack is close to 0°.

[0013] The present invention provides a swing rack-crankshaft conversion mechanism, wherein the transmission shafts have the same shape, the axes of the transmission shafts are parallel to the axis of the main journal, the central angle of the arc between the axes of two adjacent transmission shafts on the circumference of the circle centered on the axis of the main journal is equal to or less than 180°, and the interval between the pitch circle of the transmission gear on each transmission shaft and the axis of the main journal is equal to or slightly greater than the distance between the axis of the main journal and the axis of the connecting rod journal plus the length of the vertical line segment from the center line of the rack ring on the swing rack to the pitch line of the swing rack; by adjusting the distance between each transmission shaft and the main journal, each driving gear coaxial with each transmission gear can be made When the driven driving rack and the piston at the top dead center start to move toward the bottom dead center, the dividing line of the swing rack meshing with each transmission gear is nearly orthogonal to the center dividing plane of the crank arm, that is, the angle between the swing rack meshing with each transmission gear and the crank arm is close to 90°. At this time, if the gas in the cylinder where the piston is located explodes, the explosive force of the gas acting on this piston is almost equally converted into a tangential force acting on the connecting rod journal with the help of the driving rack, the counterclockwise rotating driving gear and the transmission wheel and the swing rack. The connecting rod journal drives the crankshaft to output the maximum torque. The model machine experiment shows that the maximum torque output by the conversion mechanism of the present invention is more than twice the maximum torque output in the traditional crankshaft-connecting rod mechanism.

[0014] The present invention provides a swing rack-crankshaft conversion mechanism, wherein a plurality of cylinder bodies with plungers are arranged on one side of a crankcase, one end or both ends of a drive rack meshing with each drive gear are connected to the plunger in each cylinder body, and the main journal of the crankshaft outside the crankcase is connected to the rotating shaft of the power equipment through a connecting mechanism to form a water pump, a compressor, etc.

[0015] The swing rack-crankshaft conversion mechanism provided by the present invention is used to realize the mutual conversion between linear reciprocating motion and rotary circular motion, and the power transmission and motion mode conversion are more reasonable, which overcomes the inherent shortcomings of the crank-connecting rod mechanism and has the following main advantages:

[0016] 1. In the rack and guide groove-crankshaft conversion mechanism of the present invention, when the driving rack driven by each driving gear coaxial with each transmission gear and the piston at the top dead center start to move to the bottom dead center, the angle between the swing rack meshing with each transmission gear and the crank arm is close to 90 degrees. At this time, if the gas in the cylinder explodes, the maximum gas explosion force acting on the piston is almost equivalently converted into a tangential force on the connecting rod journal that performs rotational motion by means of each driving rack and each driving gear, transmission gear and swing rack on each transmission shaft, and the crankshaft will output the maximum torque. Theoretical calculations show that the maximum torque output by the crankshaft is more than 3 times greater than the maximum torque output in the traditional crankshaft-connecting rod mechanism. Model machine experiments show that the maximum torque output by the crankshaft is more than 2 times greater than the maximum torque output in the traditional crankshaft-connecting rod mechanism. Therefore, the conversion efficiency of the conversion mechanism of the present invention can be greatly improved compared with the conversion efficiency of the traditional crankshaft-connecting rod mechanism.

[0017] 2. In the conversion mechanism of the present invention, the reciprocating linear motion of each piston is directly converted into the tangential force of the crank arm rotation by means of each driving rack, each driving gear, transmission gear and swing rack, which completely eliminates the lateral pressure between the piston and the cylinder wall caused by the connecting rod transmission in the traditional crankshaft-connecting rod mechanism and the wear of the cylinder wall caused by the lateral pressure, thereby extending the service life of the cylinder;

[0018] 3. In the conversion mechanism of the present invention, a plurality of driving gears, driving racks and cylinders can be arranged on each pair of transmission shafts, so as to form an engine unit with only one pair of cranks (cranks) and a large power, which not only saves a large number of cranks (cranks), but also improves the conversion efficiency;

[0019] 4. In the conversion mechanism of the present invention, the radius of the transmission gear and the radius of the driving gear can be changed according to the design requirements, and the rotation diameter of the crankshaft can be smaller or larger than the stroke of the piston, so as to more reasonably utilize the explosive force of the gas in the cylinder to improve the mechanical efficiency of the conversion mechanism;

[0020] 5. The crankshaft, swing rack, transmission gear, etc. of the present invention are in a separate crankcase and are not affected by the high temperature generated by the explosion of gas in the cylinder, thereby increasing the service life of the main components of the conversion mechanism.

[0021] The structure of the present invention can also be used in any form of machinery that converts rotary motion into reciprocating linear motion, such as piston oil, gas, water pumps and piston compressors. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 is a front view schematic diagram of a first embodiment of a conversion mechanism of the present invention;

[0023] Figure 2 is a schematic AA cross-sectional view of a first embodiment of a conversion mechanism of the present invention;

[0024] Figure 3 is a schematic diagram of the BB section of the first embodiment of the conversion mechanism of the present invention;

[0025] Figure 4 It is a schematic diagram of the swing rack, the transmission gear, the limit rod and the limit flat rod in the first embodiment of the present invention;

[0026] Figure 5 It is a schematic diagram of the driving rack and the driving gear and the positioning rod and the positioning flat rod in the first embodiment of the present invention;

[0027] Figure 6 is a schematic diagram of the distance between the transmission shaft and the main journal in the first embodiment of the present invention;

[0028] Figure 7 It is a schematic diagram of a piston linked to a transmission shaft at the top dead center when the bisecting plane of the crank arm is tangent to the pitch circle of the transmission gear of a transmission shaft in the first embodiment of the present invention;

[0029] Figure 8 It is a schematic diagram of the first embodiment of the present invention, in which when a piston linked to a transmission shaft starts to move toward the bottom dead center, the index line of the swing rack meshing with the transmission gear is nearly orthogonal to the center plane of the crank arm;

[0030] Fig. 9 It is a schematic diagram of the piston linked with the transmission shaft at the top dead center when the center plane of the crank arm is tangent to the pitch circle of the transmission gear of another transmission shaft in the first embodiment of the present invention;

[0031] Fig.10 It is a schematic diagram of a first embodiment of the present invention, in which when a piston linked with another transmission shaft starts to move toward the bottom dead center, the index line of the swing rack meshing with the transmission gear is nearly orthogonal to the center bisecting plane of the crank arm;

[0032] Fig.11is a schematic diagram of a second embodiment of the conversion mechanism of the present invention;

[0033] Fig.12 Schematic diagram of the third embodiment of the conversion mechanism of the present invention. Specific implementation plan

[0034] The following describes in detail a specific implementation of a swing rack-crankshaft conversion mechanism provided by the present invention with reference to the accompanying drawings.

[0035] The first embodiment of the present invention is as follows:

[0036] like Figure 1 , 2 As shown in FIG. 3 , the main journal 101 of the crankshaft 1 having only one crank arm 102 and a connecting rod journal 103 at its end and two transmission shafts 4 are mounted on the two side walls of the crankcase 9, the axes 401 of the two transmission shafts 4 are on a circle centered on the axis 104 of the main journal 101, a transmission gear 3 is coaxially mounted on the cylindrical surface of each transmission shaft 4, two swing racks 2 are respectively meshed with the two transmission gears 3, the rack ring 200 of each swing rack 2 is mounted on the connecting rod journal 103 of the crank arm 102, and each swing rack 2 and the transmission gear meshed therewith are respectively meshed with the two transmission gears 3. A limiting mechanism is provided on the transmission shaft 4 on both sides of the wheel 3; each transmission shaft 4 extends to an additional cylinder block 10 on one side of the crankcase 9, two driving gears 5 are coaxially mounted on the cylindrical surface of each transmission shaft 4 in the additional cylinder block 10, each driving gear 5 is meshed with a driving rack 6, and a positioning mechanism is provided on the transmission shaft 4 on both sides of each driving rack 6 and the driving gear 5 meshed therewith; four cylinders 8 are provided on the additional cylinder block 10, and a piston 7 in each cylinder 8 is hinged to one end of each driving rack 6, forming an engine group with multiple cylinders 8 and only one crankshaft 1.

[0037] like Figure 1 , 4 As shown, the structures of the swing racks 2 are the same, each rack ring 200 is set at one end of the swing rack 2, the effective length of each swing rack 2 is greater than twice the distance between the axis 104 of the main journal 101 and the axis 105 of the connecting rod journal 103, and the center line 204 of each rack ring 200 is colinear with the axis 105 of the connecting rod journal 103.

[0038] like Figure 4As shown, the limit rod 12 is placed on the toothless back side 202 of the swing rack 2, and the two ends of the limit rod 12 are respectively rotatably mounted on one end of a pair of limit flat rods 11, and the other ends of the pair of limit flat rods 11 are respectively limit rings 111, and the two limit rings 111 are respectively mounted on the swing rack 2 and the transmission shaft 4 on both sides of the transmission gear 3 meshing therewith, the distance between the inner sides of the pair of limit flat rods 11 at both ends of the limit rod 12 is slightly larger than the width of the swing rack 2 and the transmission gear 3 meshing therewith, the inner diameter of each limit ring 111 is equal to the diameter of the transmission shaft 4, and the interval between the limit rod 12 on the toothless back side 202 of the swing rack 2 and the pitch circle 301 of the transmission gear 3 meshing with the swing rack 2 is equal to the distance between the pitch line 201 of the swing rack 2 to the toothless back side 202.

[0039] like Figure 5 As shown, the positioning rod 14 is placed on the toothless back side 601 of the driving rack 6, and the two ends of the positioning rod 14 are respectively rotatably mounted on one end of a pair of positioning flat rods 13, and the other ends of the pair of positioning flat rods 13 are respectively positioned rings 131, and the two positioning rings 131 are respectively mounted on the transmission shaft 4 on both sides of the driving rack 6 and the driving gear 5 meshing therewith, the distance between the inner side surfaces of the positioning flat rods 13 at both ends of the positioning rod 14 is slightly larger than the width of the driving rack 6 and the driving gear 5 meshing therewith, the inner diameter of each positioning ring 131 is equal to the diameter of the transmission shaft 4, and the spacing between the positioning rod 14 on the toothless back side 601 of the driving rack 6 and the pitch circle of the driving gear 5 meshing with the driving rack 6 is equal to the distance between the pitch line 602 of the driving rack 6 to the toothless back side 601.

[0040] like Figure 7 , 9 As shown, the plane passing through the axis 104 of the main journal 101 and the axis 105 of the connecting rod journal 103 is set as the center plane 107 of the crank arm 102. When the center plane 107 of the crank arm 102 is tangent to the pitch circle 301 of each transmission gear 3, the driving rack 6 driven by each driving gear 5 coaxial with this transmission gear 3 and the piston 7 at its end are at its top dead center or bottom dead center. At this time, the angle between the center plane 107 of the crank arm 102 and the pitch line 201 of each swing rack 2 is very small.

[0041] like Figure 1 , 2As shown in Figures 6 and 7, the two transmission shafts 4 have the same shape, the axis 401 of each transmission shaft 4 is parallel to the axis 104 of the main journal 101, the central angle of the arc between the axes 401 of the two transmission shafts 4 on the circumference of the circle with the axis 104 of the main journal 101 as the center is equal to 180°, and the interval between the pitch circle 301 of the transmission gear 3 on each transmission shaft 4 and the main journal 101 is slightly larger than the distance between the axis 104 of the main journal 101 and the axis 105 of the connecting rod journal 103 plus the length of the vertical line segment 205 from the center line 204 of the rack ring 200 on the swing rack 2 to the pitch line 201 of the swing rack 2.

[0042] like Figure 8 , 10 As shown, by adjusting the distance between each transmission shaft 4 and the main journal 101, the driving rack 6 driven by each driving gear 5 coaxial with each transmission gear 3 and the piston 8 at the top dead center can be made to start to move toward the bottom dead center. The dividing line 201 of the swing rack 2 meshing with each transmission gear 3 is nearly orthogonal to the center plane 107 of the crank arm 102, that is, the angle between the swing rack 2 meshing with each transmission gear 3 and the crank arm 102 is close to 90°. At this time, if the gas in the cylinder 8 where the piston 7 is located explodes, the gas explosion force acting on this piston 7 is almost equivalently converted into a tangential force acting on the connecting rod journal 103 with the help of the driving rack 6, the clockwise rotating driving gear 5 and the transmission wheel 3 and the swing rack 2. The connecting rod journal 103 drives the crankshaft 1 to output the maximum torque. The model machine experiment shows that the maximum torque output by the conversion mechanism of the present invention is more than twice the maximum torque output in the traditional crankshaft-connecting rod mechanism.

[0043] like Figure 2 , 3 As shown, the additional cylinder block 10 is closely attached to one side of the crankcase 9 , the length of the additional cylinder block 10 is slightly greater than the stroke of each piston 7 , and all cylinders 8 on the additional cylinder block 10 are the same.

[0044] The operation process of the first embodiment of the present invention is as follows:

[0045] Run step 1: Figure 1 As shown, the counterclockwise rotating connecting rod journal 103 drives the transmission wheel 3 on the transmission shaft 4 meshing with the swing rack 2 and the two driving gears 5 coaxial therewith to rotate counterclockwise, and the two driving gears 5 rotating counterclockwise respectively drive the driving rack 6 and the piston 7 to move toward the upper dead center; at the same time, the transmission wheel 3 on the other transmission shaft 4 meshing with the other swing rack 2 and the two driving gears 5 coaxial therewith rotate clockwise, and the two driving gears 5 rotating clockwise respectively drive the rack 6 and the piston 7 to move toward the lower dead center.

[0046] Run step 2: Figure 7As shown, referring to step one, when the two counterclockwise rotating drive gears 5 each drive the drive rack 6 and the piston 7 to reach the top dead center, the center plane 107 of the crank arm 102 is tangent to the pitch circle 301 of the counterclockwise rotating drive gear 3 on the transmission shaft 4; at the same time, the two clockwise rotating drive gears 5 drive the rack 6 to drive the piston 7 to reach the bottom dead center.

[0047] Run step 3: Figure 8 As shown, when the two pistons 7 at the top dead center start to move toward the bottom dead center, the transmission wheel 3 meshing with the swing rack 2 and its two coaxial drive gears 5 start to rotate clockwise, and the center plane 107 of the crank arm 102 is nearly orthogonal to the dividing line 201 of the swing rack 2, that is, when this swing rack 2 is nearly orthogonal to the crank arm 102, if the gas in the cylinder 8 where a piston 7 that starts to move to the bottom dead center is located explodes, the gas explosion force acting on this piston 7 is almost equivalently converted into a tangential force acting on the connecting rod journal 103 with the help of the driving rack 6 and the clockwise rotating driving gear 5 meshing therewith, the transmission wheel 3 and the swing rack 2, and the connecting rod journal 103 drives the crankshaft 1 to output the maximum torque; at the same time, the two pistons 7 at the bottom dead center start to move toward the top dead center, and the transmission wheel 3 meshing with the other swing rack 2 and its two coaxial drive gears 5 start to rotate counterclockwise.

[0048] Run step 4: Fig. 9 As shown, the two driving gears 5 that continue to rotate clockwise drive the driving rack 6 and the piston 7 at its end to reach the bottom dead center; at the same time, the transmission wheel 3 that continues to rotate counterclockwise and its two coaxial driving gears 5 drive the piston 7 at the end of the driving rack 6 to reach the top dead center, and the center plane 107 of the crank arm 102 is tangent to the pitch circle 301 of the counterclockwise rotating transmission gear 3 on the other transmission shaft 4.

[0049] Run step 5: Fig.10 As shown, the two pistons 7 at the lower dead center begin to move toward the upper dead center, and the transmission wheel 3 meshing with the swing rack 2 and its two coaxial drive gears 5 begin to rotate counterclockwise; at the same time, the transmission wheel 3 meshing with the other swing rack 2 and the two drive gears 5 begin to rotate clockwise, and the two pistons 7 at the upper dead center begin to move to the lower dead center. At this time, the dividing line 201 of this swing rack 2 is nearly orthogonal to the center plane 107 of the crank arm 102, that is, the swing rack 2 is nearly orthogonal to the crank arm 102. If the gas in the cylinder 8 where a piston 7 that begins to move to the lower dead center is located explodes, the gas explosion force acting on this piston 7 is almost equally transmitted to the connecting rod journal 103 with the help of the drive rack 6, the clockwise rotating drive gear 5 and the transmission wheel 3 and the swing rack 2 meshing therewith, and the connecting rod journal 103 drives the crankshaft 1 to output the maximum torque.

[0050] Run step six: Figure 1 As shown, the connecting rod journal 103 which continues to rotate counterclockwise drives the transmission wheel 3 meshing with the swing rack 2 and its coaxial driving gear 5 to continue to rotate counterclockwise, and the driving gear 5 which continues to rotate counterclockwise drives the piston 7 at the end of the driving rack 6 meshing with it to move toward the upper dead center; at the same time, the driving gear 5 which rotates clockwise drives the piston 7 at the end of the driving rack 6 meshing with it to continue to move toward the lower dead center. The various components in the conversion mechanism of the present invention will repeat the operation process of operation steps one to five over and over again, and convert the reciprocating linear motion of the two pistons 8 into rotation of the crankshaft 1.

[0051] During the above-mentioned movement process, the two limit rods 12 are in close contact with the toothless back sides 202 of the two swing racks 2, so that the dividing line 201 of each swing rack 2 is always engaged with each transmission wheel 3, and each positioning rod 14 is in close contact with the toothless back side 601 of each driving rack 6, so that the tooth surface 600 of each driving rack 6 is always engaged with the driving gear 5.

[0052] Theoretical calculations have shown that the maximum torque output by the conversion mechanism of the present invention is 3 times greater than the maximum torque output by a conventional crankshaft-connecting rod mechanism, and model machine experiments have shown that the maximum torque output by the conversion mechanism of the present invention is more than approximately 2 times greater than the maximum torque output by a conventional crankshaft-connecting rod mechanism.

[0053] The second embodiment of the present invention is as follows:

[0054] like Fig.11 As shown, three identical transmission shafts 4 are arranged on the circumference of the two side walls of the crankcase (9) with the axis 104 of the main journal 101 as the center, and the central angle of the arc corresponding to the axis 401 of each adjacent transmission shaft 4 is equal to 120°. The various components arranged on the connecting rod journal 103 and each transmission shaft 4 are the same as the various components arranged on the connecting rod journal 103 and each transmission shaft 4 in the first embodiment, wherein one end of two driving racks 6 respectively meshing with two driving gears 5 on each transmission shaft 4 are respectively hinged to the piston 7 in the cylinder 8 arranged on the additional cylinder block 10, forming an engine unit with only one crankshaft 1 and six cylinders 8.

[0055] The operation process of the second embodiment of the present invention is as follows:

[0056] Referring to the operation process of the first embodiment, the operation process of various components on each transmission shaft 4 and the piston 7 in the cylinder 8 is the same as the operation process of various components on each transmission shaft 4 and the piston 7 in the cylinder 8 in the first embodiment.

[0057] The third embodiment of the present invention:

[0058] like Fig.12As shown, a water pump cylinder body 19 with a plunger 15 is provided on the additional cylinder body 10, and both ends of the driving rack 6 meshing with each driving gear 5 are connected to the plunger 15 in each water pump cylinder body 19, and the main journal 101 of the crankshaft 1 outside the crankcase 9 is connected to the rotating shaft 18 of the motor 17 through the connecting mechanism 16, and the torque output by the rotating shaft 18 of the motor 17 converts the plunger in the water pump into reciprocating linear motion.

[0059] The above embodiments are only descriptions of the preferred implementation modes of the present invention, and are not intended to limit the scope of the present invention. Without departing from the design of the present invention, engineers and technicians in this field may make various modifications and improvements to the technical solutions of the present invention, which shall all fall within the protection scope determined by the claims of the present invention.

Claims

1. A swing rack-crankshaft conversion mechanism, mainly comprising: A crankshaft (1) having only one crank arm (102), a transmission shaft (4), a transmission gear (3), an oscillating rack (2), a driving gear (5) and a driving rack (6), characterized in that: the main journal (101) of the crankshaft (1) and a plurality of transmission shafts (4) are mounted on the two side walls of a crankcase (9), the axes (401) of the transmission shafts (4) are spaced apart on a circle centered on the axis (104) of the main journal (101), a transmission gear (3) coaxial therewith is mounted on the cylindrical surface of each transmission shaft (4), and the oscillating racks (2) equal in number to the transmission gears (3) are respectively meshed with the transmission gears (3), The rack ring (200) of each swing rack (2) is mounted on a connecting rod journal (103) at the end of a crank arm (102), and a limiting mechanism is provided on the transmission shaft (4) on both sides of each swing rack (2) and the transmission gear (3) meshing therewith; each transmission shaft (4) extends into an additional cylinder block (10) close to one side or both sides of a crankcase (9), and each driving gear (5) is coaxially mounted on the cylindrical surface of each transmission shaft (4) in the additional cylinder block (10), and each driving gear (5) meshes with a driving rack (6), and a positioning mechanism is provided on the transmission shaft (4) on both sides of each driving rack (6) and the driving gear (5) meshing therewith.

2. The swing rack-crankshaft conversion mechanism according to claim 1, characterized in that: The additional cylinder block (10) is provided with cylinders (8) equal in number to the driving gears (5), and one end or both ends of each driving rack (6) are hingedly connected to a piston (7) in the cylinder (8), thereby forming an engine unit with multiple cylinders (8) and only one crankshaft (1).

3. The swing rack-crankshaft conversion mechanism according to claim 1, characterized in that: The rack ring (200) is arranged at one end of each swing rack (2), the effective length of each swing rack (2) is greater than twice the distance between the axis (104) of the main journal (101) and the axis (105) of the connecting rod journal (103), and the center line (204) of each rack ring (200) is collinear with the axis (105) of the connecting rod journal (103).

4. The swing rack-crankshaft conversion mechanism according to claim 1, characterized in that: A limiting mechanism comprises: each limiting rod (12) is placed on the toothless back side (202) of the swing rack (2); the two ends of each limiting rod (12) are respectively rotatably mounted on one end of a pair of limiting flat rods (11); the other ends of the pair of limiting flat rods (11) are respectively limiting circular rings (111); the two limiting circular rings (111) are respectively mounted on the transmission shafts (4) on both sides of the swing rack (2) and the transmission gear (3) meshing therewith; and the two ends of each limiting rod (12) are respectively The distance between the inner side surfaces of the limiting flat bars (11) is slightly greater than the width of the swing rack (2) and the transmission gear (3) meshing therewith, the inner diameter of each limiting circular ring (111) is equal to the diameter of the transmission shaft (4), and the spacing between the limiting bars (12) on the toothless back side (202) of each swing rack (2) and the pitch circle (301) of the transmission gear (3) meshing with the swing rack (2) is equal to the distance between the pitch line (201) of the swing rack (2) and the toothless back side (202).

5. The swing rack-crankshaft conversion mechanism according to claim 1, characterized in that: A positioning mechanism comprises: each positioning rod (14) is placed on the toothless back side (601) of the driving rack (6); the two ends of each positioning rod (14) are respectively rotatably mounted on one end of a pair of positioning flat rods (13); the other ends of the pair of positioning flat rods (13) are respectively positioning rings (131); the two positioning rings (131) are respectively mounted on the transmission shafts (4) on both sides of the driving rack (6) and the driving gear (5) meshing therewith; and the two ends of each positioning rod (14) are respectively The distance between the inner side surfaces of the positioning flat rods (13) is slightly larger than the width of the driving rack (6) and the driving gear (5) meshing therewith, the diameter of each positioning ring (131) is equal to the diameter of the transmission shaft (4), and the spacing between the positioning rods (14) on the toothless back side (601) of each driving rack (6) and the pitch circle (501) of the driving gear (5) meshing with the driving rack (6) is equal to the distance between the pitch line (602) of the driving rack (6) and the toothless back side (601).

6. The swing rack-crankshaft conversion mechanism according to claim 5, characterized in that: A plane passing through the axis (104) of the main journal (101) and the axis (105) of the connecting rod journal (103) is set as the center plane (107) of the crank arm (102). When the center plane (107) is tangent to the pitch circle (301) of each transmission gear (3), the driving rack (6) driven by each driving gear (5) coaxial with the transmission gear (3) and the piston (7) at its end are at their top dead center or bottom dead center.

7. The swing rack-crankshaft conversion mechanism according to claim 6, characterized in that: The transmission shafts (4) are of the same shape, the axis (401) of each transmission shaft (4) is parallel to the axis (104) of the main journal (101), the central angle of the arc between the axes (401) of each two adjacent transmission shafts (4) on the circumference of the circle centered on the axis (104) of the main journal (101) is equal to or less than 180°, and the spacing between the pitch circle (301) of the transmission gear (3) on each transmission shaft (4) and the axis (104) of the main journal (101) is equal to or slightly greater than the distance between the axis (104) of the main journal (101) and the axis (105) of the connecting rod journal (103) plus the distance between the axis (104) of the main journal (101) and the axis (105) of the connecting rod journal (103) ) to the vertical line segment (205) from the center line (204) of the rack ring (200) on the crank arm (102); by adjusting the distance between each transmission shaft (4) and the main journal (101), when the driving rack (6) driven by each driving gear (5) coaxial with each transmission gear (3) and the piston (7) at the top dead center start to move toward the bottom dead center, the dividing line (201) of the swing rack (2) meshing with each transmission gear (3) is orthogonal to the center plane (107) of the crank arm (102), that is, the angle between the swing rack (2) meshing with each transmission gear (3) and the crank arm (102) is 90°.

8. The swing rack-crankshaft conversion mechanism according to claim 1, characterized in that: A plurality of cylinder bodies (19) with plungers (15) are arranged on one side of the crankcase (9); one end or both ends of a driving rack (6) meshed with each of the driving gears (5) are connected to the plunger (15) in each cylinder body (19); and a main journal (101) of a crankshaft (1) outside the crankcase (9) is connected to a rotating shaft (18) of a power device (17) through a connecting mechanism (16) to form a water pump or a compressor.

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