A guide rack-crankshaft conversion mechanism

Abstract

The conversion mechanism of the present invention includes: the main journal of the crankshaft and each pair of transmission shafts are installed on the two side walls of the crankcase, and a transmission gear is installed on each of the two transmission shafts of each pair. Each pair of two transmission racks with tooth surfaces facing opposite directions installed on the connecting rod journal of the crank arm are alternately meshed with the transmission gears on the two symmetrical transmission shafts, and the limiting rod on each transmission rack or in each guide groove is installed on the transmission shaft of the transmission gear that can mesh with the transmission rack; the two driving gears of the two symmetrical transmission shafts are respectively meshed with the positive tooth surface and the negative tooth surface of the double-sided rack, and the remaining driving gears are respectively meshed with each driving rack, and the positioning rods on each double-sided rack and each driving rack are respectively installed on the transmission shaft of each driving gear that can mesh with the double-sided rack and the driving rack, and each driving rack and the double-sided rack are respectively hinged to each piston to form an engine group with multiple cylinders and only one crankshaft.

Description

Technical Field

[0001] The 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 rack and crankshaft linkage conversion mechanism, 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 some crankshaft connecting rod mechanisms, 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 of the torque output by the crankshaft after two decompositions, thus greatly reducing the output power of the engine;

[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 guide rack-crankshaft conversion mechanism. Summary of the invention

[0007] The present invention provides a guide rack-crankshaft conversion mechanism which is composed of a crankshaft, a transmission shaft and a transmission gear and a driving gear on its cylindrical surface, a guide rack, a driving rack and a double-sided rack and other main components. The structure is as follows: the main journal of the crankshaft and each transmission shaft are installed in pairs on the two side walls of the crankcase, and the two transmission shafts of each pair are symmetrical about the main journal, and a transmission gear coaxial with it is installed on the cylindrical surface of each transmission shaft; each guide rack includes a transmission rack and a guide groove connected to one end thereof, and the rack ring at the other end of each transmission rack is installed in pairs on the connecting rod journal at the end of the crank arm, and the tooth surfaces of the two transmission racks of each pair of guide racks face oppositely, and at each A limit rod is placed on the toothless back side of the transmission rack or in the guide groove. The limit rod is installed on the transmission shafts on both sides of the transmission gear that can alternately mesh with each transmission rack by means of the limit rings on the limit flat rods at both ends. If one transmission rack of each pair of transmission racks meshes with the transmission gear on a symmetrical transmission shaft, the limit rod installed on the transmission shaft is on the back side of the transmission rack, and the transmission gear on the other symmetrical transmission shaft is disengaged from the other transmission rack of the pair of transmission racks, and the limit rod installed on the other transmission shaft is in the guide groove connected to the other transmission rack of the pair of transmission racks; if one transmission rack of each pair of transmission racks meshes with the transmission gear on a symmetrical transmission shaft, the limit rod installed on the transmission shaft is on the back side of the transmission rack, and the transmission gear on the other symmetrical transmission shaft is disengaged from the other transmission rack of the pair of transmission racks, and the limit rod installed on the other transmission shaft is in the guide groove connected to the other transmission rack of the pair of transmission racks; if one transmission rack of each pair of transmission racks meshes with the transmission gear on a symmetrical transmission shaft, the limit rod installed on the transmission shaft is in the guide groove connected to the other transmission rack of the pair of transmission racks. When the transmission gear on the first transmission shaft disengages, the limit rod on this transmission shaft is in the guide groove connected to the transmission rack, and the transmission gear on the other symmetrical transmission shaft meshes with the other transmission rack of the pair of transmission racks, and the limit rod installed on the other symmetrical transmission shaft is on the back side of the other transmission rack of the pair of transmission racks; coaxial driving gears are respectively installed on the cylindrical surface of each pair of symmetrical transmission shafts extending outside the crankcase, one driving gear on one of the transmission shafts meshes with the spur tooth surface of the double-sided rack, and one driving gear on the other transmission shaft meshes with the reverse tooth surface of the double-sided rack, and the spur tooth surface and the reverse tooth surface of the double-sided rack are meshed. Facing opposite directions, the remaining driving gears on each pair of symmetrical transmission shafts are respectively meshed with each driving rack, and the length of each spur tooth surface and reverse tooth surface is equal to the length of the tooth surface of each driving rack. The positioning rings of the positioning flat rods at both ends of the positioning rod on the toothless back side of each driving rack are respectively installed on the transmission shafts on both sides of the driving gear meshed with the driving rack, the positioning flat rods at both ends of the positioning rod on the front and back sides of each double-sided rack are respectively installed on the transmission shafts on both sides of the driving gear meshed with the spur tooth surface of the double-sided rack, and the positioning flat rods at both ends of the positioning rod on the reverse back side of each double-sided rack are respectively installed on the transmission shafts on both sides of the driving gear meshed with the reverse tooth surface of the double-sided rack.

[0008] The present invention provides a guide rack-crankshaft conversion mechanism, wherein an additional cylinder block with a plurality of identical cylinders is arranged on the outside of the crankcase, each pair of transmission shafts extending outside the crankcase are in the additional cylinder block, the other end of each pair of transmission shafts are mounted on the side wall of the additional cylinder block, and one end or both ends of each driving rack and double-sided rack meshing with each driving gear on each pair of transmission shafts are respectively hinged to the piston in each cylinder, forming a multiple-cylinder engine unit with only one crankshaft.

[0009] The present invention provides a guide rack-crankshaft conversion mechanism, wherein a rack ring is arranged at the other end of a transmission rack, the diameter of the rack ring of the transmission rack is equal to the diameter 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 guide rack-crankshaft conversion mechanism, wherein one end of the groove side of each guide groove is an open end, and the other end of each groove side is a closed end, one end of each transmission rack is rigidly connected to a groove side end of the open end of the guide groove, the back side of each transmission rack is coplanar with the inner wall of the groove side, the width of the two groove sides of each guide groove is less than the width of each transmission rack, the inner groove width of each guide groove is equal to or slightly greater than the diameter of the limiting rod, the limiting rod on the back side of each transmission rack can enter the guide groove at the end of the transmission rack, the inner groove lengths of each guide groove are equal, and the effective lengths of each transmission rack are equal.

[0011] The present invention provides a guide rack-crankshaft conversion mechanism, wherein the two ends of each limit rod are rotatably mounted on one end of a limit flat rod respectively, the limit rings on each pair of limit flat rods are mounted on the transmission shafts on both sides of the transmission gear meshing with the transmission rack, the 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 transmission rack and the pitch circle of the transmission gear meshing with the transmission rack is equal to the distance between the pitch line of the transmission rack and the toothless back side.

[0012] The present invention provides a guide rack-crankshaft conversion mechanism, wherein the two ends of each positioning rod are rotatably mounted on one end of a pair of positioning flat rods, the distance between the inner sides of each pair of positioning flat rods is slightly larger than the width of the driving rack and the double-sided rack and the driving gears meshing therewith respectively, the spacing between the positioning rods on the back side of each driving rack and the pitch circle of the driving gear meshing therewith is equal to the distance between the pitch line of the driving rack and the back side, the spacing between the positioning rods on the front and back sides and the reverse back sides of each double-sided rack and the pitch circle of the driving gear meshing therewith respectively is equal to the distance between the positive and reverse pitch lines of the double-sided rack and the front and reverse back sides thereof respectively.

[0013] The present invention provides a guide rack-crankshaft conversion mechanism, wherein the length of each transmission rack that can mesh with the transmission gear is the effective length of the transmission rack, the sum of the effective length of each transmission rack and the length of each guide groove is greater than the stroke of each piston, and the effective length of each transmission rack and the length of each guide groove as well as the distance between the axes of two symmetrical transmission shafts and the distance between the axis of the main journal and the axis of the connecting rod journal meet the following conditions: the 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 perpendicular to the plane passing through the axes of the two symmetrical transmission shafts, the end teeth at one end of a paired transmission rack begin to disengage from the transmission gear on a symmetrical transmission shaft, and the inner tooth of the guide groove at one end of the transmission rack The wall begins to slide under the limit rod, and the end teeth at one end of the other paired transmission rack just begin to mesh with the transmission gear on the other symmetrical transmission shaft, and the back side of the transmission rack meshing with the transmission gear begins to slide under the limit rod; when the pitch circle of the transmission gear meshing with this transmission rack is tangent to the mid-dividing plane of the crank arm, the limit rod on the inner wall of the guide groove at one end of one of the paired transmission racks is at the closed end of this guide groove, and the limit rod on the back side of the other transmission rack is at the other end of this transmission rack. At this time, the driving racks driven by the driving gears coaxial with each transmission gear and each double-sided rack and the pistons at its ends are at their respective top dead centers or bottom dead centers, and the sum of the effective length of each transmission rack and the length in the groove of each guide groove is greater than the stroke of each piston.

[0014] When the bisecting plane of the crank arm is perpendicular to the plane passing through the axes of the two symmetrical transmission shafts, the end teeth at one end of a transmission rack of each pair of guide racks begin to mesh with the transmission gear on the symmetrical transmission shaft, and the end teeth at one end of the other transmission rack just begin to disengage from the transmission gear on the other symmetrical transmission shaft; when the bisecting plane of the crank arm is tangent to the pitch circle of the transmission gear on the symmetrical transmission shaft, the other end teeth of one transmission rack just mesh with the transmission gear on the symmetrical transmission shaft, and the limit rod on the other symmetrical transmission shaft is at the closed end of the guide groove connected to the other transmission rack. At this time, the driving rack driven by each driving gear coaxial with each transmission gear and the piston at its end reach the top dead center or the bottom dead center.

[0015] The present invention provides a guide rack-crankshaft conversion mechanism, wherein the distance between the axis of each transmission shaft and the axis of the main journal is equal to or slightly greater than the sum of the distance between the axis of the main journal and the axis of the connecting rod journal and the radius of the pitch circle of the transmission gear plus the length of the vertical line segment from the center line of the rack ring on each transmission rack to the pitch line of the transmission rack; by adjusting the distance between each transmission shaft and the main journal, the piston at the end of the driving rack or double-sided rack driven by each driving gear coaxial with each transmission gear at the top dead center starts to move to the bottom dead center When the crankshaft is moving, the angle between the dividing line of the transmission rack meshing with each transmission gear and the median plane of the crank arm is close to 90 degrees, that is, the angle between the transmission rack meshing with each transmission gear and the crank arm is close to 90 degrees. At this time, if the gas in the cylinder of this piston explodes, the gas explosion force acting on this piston is almost equally transmitted to the connecting rod journal of the crank arm orthogonal to the transmission rack with the help of the driving gear meshing with the driving rack and its coaxial transmission gear. The maximum torque output by the crankshaft is at least twice the maximum torque output in the traditional crankshaft-connecting rod mechanism.

[0016] The present invention provides a guide rack-crankshaft conversion mechanism, wherein the axes of the driving gears on each transmission shaft are colinear with the axis of the transmission shaft, and the driving gears may also be sector gears.

[0017] The present invention provides a guide rack-crankshaft conversion mechanism, wherein one end or both ends of a drive rack and a double-sided rack meshing with each drive gear of each pair of transmission shafts outside a crankcase are respectively hinged to a plunger reciprocating in each cylinder body, and the main journal of the crankshaft on the other side of the crankcase is connected to the rotating shaft of the power equipment, converting the output torque of the rotating shaft into the reciprocating linear motion of each plunger.

[0018] The guide 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:

[0019] 1. In the guide rack-crankshaft conversion mechanism of the present invention, when each driving gear coaxial with each transmission gear drives the driving rack and its piston at the top dead center to start moving to the bottom dead center, the angle between the guide 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 guide rack and its guide groove on each transmission shaft. Theoretical calculations show that the maximum torque output by the crankshaft of the conversion structure is more than 2 times the maximum torque output in the traditional crankshaft-connecting rod mechanism. Single-cylinder model machine experiments show that the maximum torque output by the crankshaft in the conversion mechanism of the present invention is at least 1 times 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.

[0020] 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 guide 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;

[0021] 3. In the conversion mechanism of the present invention, a plurality of driving gears, driving racks and cylinders can be respectively arranged on each pair of transmission shafts symmetrically about the main journal to form a multi-cylinder super-power engine unit. Since the pistons of the multiple cylinders share a pair of cranks (cranks), not only multiple pairs of cranks (cranks) are saved, but also the conversion efficiency is improved;

[0022] 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;

[0023] 5. The crankshaft, guide 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;

[0024] 6. 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

[0025] Figure 1 is a front view schematic diagram of a first embodiment of a conversion mechanism of the present invention;

[0026] Figure 2is a schematic diagram of the AA section of the first embodiment of the conversion mechanism of the present invention;

[0027] Figure 3 is a schematic diagram of the BB section of the first embodiment of the conversion mechanism of the present invention;

[0028] Figure 4 It is a schematic diagram of a transmission rack and a guide groove of a guide rack in a conversion mechanism of the present invention and a limit rod and a limit flat rod;

[0029] Figure 5 It is a schematic diagram of a double-sided rack, a positioning rod and a positioning flat rod in the first embodiment of the present invention;

[0030] Figure 6 is a schematic diagram of a driving rack, a positioning rod and a positioning flat rod in the first embodiment of the present invention;

[0031] Figure 7 is a schematic diagram of the distance relationship between the axis of the transmission shaft and the axis of the main journal in the first embodiment of the present invention;

[0032] Figure 8 It is a schematic diagram of the positions of the relevant components in the conversion mechanism when the piston connected to the double-sided rack or the driving rack meshing with the driving gear of a transmission shaft is at the top dead center position in the first embodiment of the present invention;

[0033] Fig. 9 In the first embodiment of the present invention, the transmission gear meshing with the end of the transmission rack starts to rotate in reverse.

[0034] Schematic diagram of a guide rack meshing with a transmission gear approximately perpendicular to the crank arm as the hour hand rotates;

[0035] Fig.10 It is a schematic diagram of a first embodiment of the present invention, in which a transmission gear is disengaged from the end teeth at one end of a transmission rack, and another transmission gear is just engaged with the end teeth at one end of another transmission rack;

[0036] Fig.11 In the first embodiment of the present invention, the double gear meshing with the driving gear of another transmission shaft

[0037] A schematic diagram showing the positions of the relevant components in the conversion mechanism when the piston connected to the face rack or the drive rack is at the top dead center position;

[0038] Fig.12 In the first embodiment of the present invention, another gear engaged with the end of another gear rack is

[0039] Schematic diagram of a guide rack meshing with another transmission gear being approximately perpendicular to the crank arm when the transmission gear begins to rotate counterclockwise;

[0040] Fig.13 In the first embodiment of the present invention, when the end of a transmission gear and a guide rack is

[0041] Schematic diagram of the moment when the teeth of one transmission gear are meshing and the end teeth of another guide rack begin to disengage;

[0042] Fig.14 is a schematic cross-sectional view of the structure of a second embodiment of the present invention;

[0043] Fig.15 It is a schematic diagram of the connection between the conversion mechanism and the rotating device of the present invention. Specific implementation plan

[0044] The following describes in detail a specific implementation of a guide rack-crankshaft conversion mechanism provided by the present invention with reference to the accompanying drawings.

[0045] like Figure 1 , 2 , 3, the first embodiment of the present invention is as follows:

[0046] The main journal 101 of the crankshaft 1 and two transmission shafts 4 are installed on the two side walls of the crankcase 14. The two transmission shafts 4 are symmetrical about the main journal 101. Transmission gears 3 coaxial with the main journal 101 are respectively installed on the cylindrical surfaces of the two transmission shafts 4; the rack ring 200 at one end of the transmission rack 201 of the two guide racks 2 is installed on the connecting rod journal 103 at the end of the crank arm 102, and the other ends of the two transmission racks 201 are respectively provided with guide grooves 203. The transmission gears 3 on the two transmission shafts 4 are respectively meshed with the two transmission racks 201 alternately. A limit rod 10 is placed on the toothless back side 202 of one transmission rack 201 and in the guide groove 203 of the other transmission rack 201. The limit rod 10 is installed on the transmission shafts 4 on both sides of the transmission gear 3 that can alternately mesh with each transmission rack 201 by means of the limit rings 111 on the limit flat rods 11 at both ends of the limit rod 10. If a transmission rack 201 is meshed with The transmission gears 3 on the symmetrical transmission shafts 4 are meshed, the limiting rod 10 at the end of the limiting flat rod 11 installed on one transmission shaft 4 is on the toothless back side 202 of the transmission rack 201, and the transmission gear 3 on the other transmission shaft 4 is disengaged from the other transmission rack 201, and the limiting rod 10 at the end of the limiting flat rod 11 installed on the other transmission shaft 4 is in the guide groove 203 connected to the other transmission rack 201; if one transmission rack 201 is disengaged from the transmission gear 3 on the symmetrical transmission shaft 4, the limiting rod 10 at the end of the limiting flat rod 11 on this transmission shaft 4 is in the guide groove 203 connected to the transmission rack 201, and the transmission gear 3 on the other transmission shaft 4 is meshed with the other transmission rack 201 of each pair, and the limiting rod 10 at the end of the limiting flat rod 11 installed on the other transmission shaft 4 is on the toothless back side 202 of the other transmission rack 201;Four cylinders 9 are arranged on the additional cylinder block 15 on one side of the crankcase 14. Two transmission shafts 4 extend from the crankcase 14 into the additional cylinder block 15. Coaxial driving gears 5 are respectively installed on the cylindrical surfaces of each pair of symmetrical transmission shafts 4 in the additional cylinder block 15. One driving gear 5 on one transmission shaft 4 meshes with the spur tooth surface 701 of the double-sided rack 7, while one driving gear 5 on the other transmission shaft 4 meshes with the reverse tooth surface 702 of the double-sided rack 7. The remaining driving gears 5 on the two symmetrical transmission shafts 4 mesh with the driving racks 6 respectively. The spur tooth surface 701 and the reverse tooth surface 702 of the double-sided rack 7 face in opposite directions. The lengths of the spur tooth surface 701 and the reverse tooth surface 702 are equal to the effective length of each driving rack 6. The two ends of the positioning rod 12 on the toothless back side of each driving rack 6 are provided with a plurality of gears 5. The positioning rings 131 of the positioning flat rod 13 are respectively mounted on the transmission shaft 4 on both sides of the driving gear 5 meshing with the driving rack 6, the positioning rings 131 of the positioning flat rod 13 at both ends of the positioning rod 12 on the toothless back side of the double-sided rack 7 with the spur tooth surface 701 are respectively mounted on the transmission shaft 4 on both sides of the driving gear 5 meshing with the spur tooth surface 701 of the double-sided rack 7, the positioning rings 131 of the positioning flat rod 13 at both ends of the positioning rod 12 on the toothless back side of the double-sided rack 7 with the reverse tooth surface 702 are respectively mounted on the transmission shaft 4 on both sides of the driving gear 5 meshing with the reverse tooth surface 702 of the double-sided rack 7, and one end of each driving rack 6 and both ends of the double-sided rack 7 in the additional cylinder body 15 are respectively hinged to the piston 8 in each cylinder 9, forming an engine unit with only one crankshaft 1 and four cylinders 9. ;

[0047] like Figure 4 (a), 4(b), Figure 4 As shown in (c), each guide rack 2 includes a transmission rack 201 and a guide groove 203, one end of each guide groove 203 is an open end, and the other end of the two groove sides 204 is a closed end, one end of each transmission rack 201 is rigidly connected to an end of a groove side 204 at the open end of the guide groove 203, the inner wall 205 of the groove side 204 rigidly connected to one end of the transmission rack 201 is coplanar with the toothless back side 202 of this transmission rack 201, the width of the two groove sides 204 of each guide groove 203 is smaller than the width of each transmission rack 201, the inner width of each guide groove 203 is equal to or slightly larger than the diameter of the limiting rod 10, the limiting rod 10 on the toothless back side 202 of each transmission rack 201 can enter the guide groove 203 at the end of the transmission rack 201, the inner lengths of the two guide grooves 203 are equal, and the effective lengths of the two transmission racks 201 are equal.

[0048] like Figure 2 , 4As shown in (a) and 4(b), the rack ring 200 is arranged at the other end of the transmission rack 201, the diameter of the rack ring 200 of each transmission rack 201 is equal to the diameter of the connecting rod journal 103, and the center line 208 of each rack ring 200 is colinear with the axis 105 of the connecting rod journal 103.

[0049] like Figure 1 , Figure 4 (a) Figure 4 As shown in (c), the two ends of each limiting rod 10 are rotatably mounted on one end of the limiting flat rod 11 respectively, and the other end of the limiting flat rod 11 is a limiting ring 111. The limiting rings 111 on the two limiting flat rods 11 on each limiting rod 10 are mounted on the transmission shaft 4 on both sides of the transmission gear 3 that can mesh with each transmission rack 201. The diameter of each limiting ring 111 is equal to the diameter of the transmission shaft 4. The distance between the inner sides of each pair of limiting flat rods 11 is slightly larger than the width of the transmission rack 201 and the transmission gear 3 meshed therewith. The interval between the limiting rod 10 on the toothless back side 202 of each transmission rack 201 and the pitch circle 301 of the transmission gear 3 meshed with the transmission rack 201 is equal to the distance between the pitch line 207 of the transmission rack 201 and the toothless back side 202.

[0050] like Figure 6 As shown, the two ends of each positioning rod 12 are rotatably mounted on one end of a pair of positioning flat rods 13, and the other end of the positioning flat rod 13 is a positioning ring 131. The distance between the inner sides of each pair of positioning flat rods 13 is slightly larger than the width of the driving rack 6 and the double-sided rack 7 and the driving gear 5 respectively meshed therewith. The spacing between the positioning rod 12 on the back side 602 of each driving rack 6 and the pitch circle 501 of the driving gear 5 meshed with the driving rack 6 is equal to the distance between the pitch line 601 of the driving rack 6 and its back side 602. The spacing between the positioning rod 12 on the front and back sides 703 and the back and back sides 704 of each double-sided rack 7 and the pitch circle 501 of the driving gear 5 respectively meshed with the positive tooth surface 701 and the reverse tooth surface 702 of the double-sided rack 7 is equal to the distance between the positive dividing line 705 and the reverse dividing line 706 of the double-sided rack 7 to the front and back sides 703 and the reverse back sides 704.

[0051] The length of each transmission rack 201 and guide groove 203 can be determined by the following method: Fig.10As 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 bisecting plane 107 of the crank arm 102, and the effective length of each transmission rack 201 and the groove length of each guide groove 203, as well as the distance between the axes 401 of the two symmetrical transmission shafts 4 and the distance between the axis 104 of the main journal 101 and the axis 105 of the connecting rod journal 103 meet the following conditions: the effective length of each transmission rack 201 and the groove length of each guide groove 203 meet the following conditions: when the crank arm 10 2 is perpendicular to the plane passing through the axis lines 401 of the two transmission shafts 4, the end teeth 206 at one end of one transmission rack 201 begin to disengage from the transmission gear 3 on one transmission shaft 4, and at the same time, the inner wall 205 of the guide groove 203 at the end of the transmission rack 201 begins to slide under the limit rod 10, and the end teeth 206 at one end of the other transmission rack 201 begins to mesh with the transmission gear 3 on the other transmission shaft 4, and at the same time, the toothless back side 202 of the transmission rack 201 begins to slide under the limit rod 10.

[0052] like Figure 8 As shown, when the center plane 107 of the crank arm 102 is tangent to the pitch circle 301 of the transmission gear 3 on a transmission shaft 4, the limiting rod 10 on the inner wall 205 of the guide groove 203 at one end of a transmission rack 201 is at the closed end of the guide groove 203, and the tangent point between the pitch line 207 of the other transmission rack 201 and the pitch circle 301 of the transmission gear 3 is on the center plane 107 of the crank arm 102. At this time, the driving rack 6 and the double-sided rack 7 driven by each driving gear 5 coaxial with each transmission gear 3 and the piston 8 at its end are at their respective top dead center or bottom dead center, and the length of each transmission rack 201 that can mesh with the transmission gear 3 is the effective length of the transmission rack 201, and the sum of the effective length of each transmission rack 201 and the length in the groove of each guide groove 203 is greater than the stroke of each piston 8.

[0053] like Figure 4 , Figure 7 As shown, the distance from the axis 401 of each transmission shaft 4 to the axis 104 of the main journal 101 is equal to or greater than the sum of the distance between the axis 104 of the main journal 101 and the axis 105 of the connecting rod journal 103 and the radius of the pitch circle 301 of the transmission gear 3 of each transmission shaft 4 plus the length of the vertical line segment 209 from the center line 208 of the rack ring 200 on the transmission rack 201 to the pitch line 207 of the transmission rack 201.

[0054] like Fig. 9As shown, by adjusting the distance between each transmission shaft 4 and the main journal 101, the driving rack 6 or double-sided rack 7 driven by each driving gear 5 coaxial with each transmission gear 3 can be made to start to move from the piston 8 at the top dead center to the bottom dead center. The angle between the dividing line 207 of the transmission rack 201 meshing with each transmission gear 3 and the center dividing plane 107 of the crank arm 102 is close to 90 degrees, that is, the angle between the transmission rack 201 meshing with each transmission gear 3 and the crank arm 102 is close to 90 degrees. At this time, if the gas in the cylinder 9 of this piston 8 explodes, the gas explosion force acting on this piston 8 is almost equally transmitted to the connecting rod journal 103 of the crank arm 102 orthogonal to the transmission rack 201 by means of the driving gear 5 meshing with the driving rack 6 and its coaxial transmission wheel 3, and the maximum torque output by the crankshaft 1 is at least twice the maximum torque output in the traditional crankshaft-connecting rod mechanism.

[0055] like Figure 1 , 4 As shown, the shapes of the transmission wheels 3 are the same, and the axis of each transmission gear 3 coincides with the axis 401 of its transmission shaft 4 .

[0056] like Figure 1 , 2 As shown, the axes of the driving gears 5 on each transmission shaft 4 are colinear with the axis 401 of the transmission shaft 4 , and the shapes of the driving gears 5 are the same.

[0057] like Figure 2 As shown, the driving racks 6 have the same shape, and the effective length of each driving rack 6 is equal to or slightly greater than the stroke of the piston 8.

[0058] like Figure 2 , 5 As shown in (c) and 5 (d), the spur tooth surface 701 and the negative tooth surface 702 of each double-sided rack are oriented in opposite directions and are parallel, and the length of each spur tooth surface 701 and the negative tooth surface 702 is equal to the effective length of the driving rack 6.

[0059] like Figure 2 As shown, the additional cylinder block 15 is closely attached to one or both sides of the crankcase 14 , the depth of the additional cylinder block 15 is slightly greater than the stroke of each piston 8 , and all cylinders 9 on the additional cylinder block 15 are the same.

[0060] The operation process of the first embodiment of the present invention is as follows:

[0061] Step 1: If Figure 1 , 2As shown, the clockwise rotating connecting rod journal 103 drives the two transmission racks 201 to translate and swing, and the transmission rack 201 drives the transmission gear 3 on the transmission shaft 4 meshing with it and the two coaxial driving gears 5 to rotate clockwise, and the clockwise rotating driving gear 5 drives the driving rack 6 and the piston 8 at its end to move to the upper dead center, and the other clockwise rotating driving gear 5 drives the spur tooth surface 701 of the double-sided rack 7 meshing with it and the piston 8 at its end to move to the upper dead center. At this time, the limiting rod 10 at the end of the limiting flat rod 11 installed on the transmission shaft 4 is on the toothless back side 2 of the transmission rack 201. 02, at the same time, the reverse tooth surface 702 of the double-sided rack 7 drives a driving gear 5 on another transmission shaft 4 meshing with it and drives another coaxial driving gear 5 and the transmission gear 3 to rotate counterclockwise synchronously, the reverse tooth surface 702 of the double-sided rack 7 meshing with the counterclockwise rotating driving gear 5 and the piston 8 at its end move to the lower dead center, and the driving rack 6 driven by the other counterclockwise rotating driving gear 5 and the piston 8 at its end move to the lower dead center synchronously. At this time, the limiting rod 10 at the end of the limiting flat rod installed on this transmission shaft 4 is in the guide groove 203 at one end of this transmission rack 201.

[0062] Step 2: If Figure 8 As shown, referring to the first step of the operation process, when the spur tooth surface 701 of the double-sided rack 7 respectively meshing with the two clockwise rotating driving gears 5 and the piston 8 at the end of the driving rack 6 each reach the upper dead center, the clockwise rotating transmission gear 3 meshing with the transmission rack 201 reaches one end of the transmission rack 201, and the limiting rod 10 at the end of the limiting flat rod 11 installed on this transmission shaft 4 is at the same end of the toothless back side 202 of this transmission rack 201. At the same time, the reverse tooth surface 702 of the double-sided rack 7 respectively meshing with the two counterclockwise rotating driving gears 5 of the other transmission shaft 4 and its end piston 8 and the piston 8 at the end of the driving rack 6 each reach the lower dead center, and the limiting rod 10 at the end of the limiting flat rod 11 installed on this transmission shaft 4 is at the closed end of the guide groove 203 connected to the other transmission rack 201.

[0063] Step 3: If Fig. 9As shown, referring to the second step of the operation process, the clockwise rotating connecting rod journal 103 drives the two transmission racks 201 to translate and swing, the transmission rack 201 drives the transmission wheel 3 and drives the two coaxial driving gears 5 to start counterclockwise rotation, the spur tooth surface 701 on the double-sided rack 7 meshing with the two driving gears 5 respectively and the two pistons 8 at one end of the driving rack 6 start to move toward the bottom dead center, and the limit rod 10 on the toothless back side 202 of the transmission rack 201 meshing with the counterclockwise rotating transmission wheel 3 starts to roll on the toothless back side 202. At this time, the angle between the dividing line 207 of the transmission rack 201 meshing with the counterclockwise rotating transmission gear 3 and the center dividing plane 107 of the crank arm 102 is close to 90 degrees, that is, the angle between the transmission rack 201 meshing with the counterclockwise rotating transmission gear 3 and the crank arm 102 is close to 90 degrees. 0 degrees, if the gas in the cylinder 9 of one of the pistons 8 explodes, the gas explosion force acting on this piston 8 is almost equally transmitted to the connecting rod journal 103 of the crank arm 102 orthogonal to the transmission rack 201 with the help of the driving gear 5 meshing with the driving rack 6 or the double-sided rack 7 and the coaxial transmission wheel 3. The maximum torque output by the crankshaft 1 is at least 2 times greater than the maximum torque output in the traditional crankshaft-connecting rod mechanism. At the same time, the driving gear 5 meshing with the reverse tooth surface 702 on the double-sided rack 7 drives the other coaxial driving gear 5 and the transmission wheel 3 to rotate synchronously clockwise. The clockwise rotating driving gear 5 drives the reverse tooth surface 702 on the double-sided rack 7 and the two pistons 8 at one end of the driving rack 6 to move to the upper dead center respectively, and the limit rod 10 at the closed end of the guide groove 203 begins to roll in this guide groove 203.

[0064] Step 4: If Fig.10 As shown, referring to the third step of the operation process, the two pistons 8 that continue to move toward the lower dead center respectively drive the two driving gears 5 to continue to rotate counterclockwise with the help of the positive tooth surface 701 of the double-sided rack 7 and the driving rack 6. When the counterclockwise rotating transmission wheel 3 begins to disengage from the end tooth 206 of the transmission rack 201, the limit rod 10 begins to enter the guide groove 203 from the toothless back side 202 of this transmission rack 201 and rolls. At the same time, the clockwise rotating transmission gear 3 begins to mesh with the end tooth 206 of the other transmission rack 201. The two clockwise rotating driving gears 5 respectively drive the piston 8 at one end of the reverse tooth surface 702 of the double-sided rack 7 and the driving rack 6 and the piston 8 at one end thereof to continue to move toward the upper dead center, and the limit rod 10 in the guide groove 203 begins to roll on the toothless back side 202 of this transmission rack 201.

[0065] Step 5: If Fig.11As shown, referring to the fourth step of the operation process, when the two counterclockwise rotating driving gears 5 respectively drive the positive tooth surface 701 of the double-sided rack 7 and the piston 8 at one end of the driving rack 6 to reach their respective lower dead centers, the limit rod 10 in the guide groove 203 at the end of the transmission rack 201 reaches the closed end of this guide groove 203. At the same time, the two driving gears 5 coaxial with the clockwise rotating transmission gear 3 respectively drive the reverse tooth surface 702 of the double-sided rack 7 and the piston 8 at one end of the driving rack 6 to reach their respective upper dead centers, and the clockwise rotating transmission gear 3 meshing with the transmission rack 201 just reaches one end of this transmission rack 201.

[0066] Step 6: If Fig.12 As shown, referring to the fifth step of the operation process, the clockwise rotating connecting rod journal 103 drives the two transmission racks 201 to translate and swing, and the driving gear 5 meshing with the spur tooth surface 701 on the double-sided rack 7 drives the other coaxial driving gear 5 and the transmission wheel 3 to rotate clockwise synchronously, and the clockwise rotating driving gear 5 drives the spur tooth surface 701 on the double-sided rack 7 and the two pistons 8 at one end of the driving rack 6 to move to the upper dead center respectively, and the limiting rod 10 at the closed end of the guide groove 203 begins to roll in this guide groove 203. At the same time, the transmission wheel 3 meshing with the transmission rack 201 drives the two coaxial driving gears 5 to rotate counterclockwise, and the reverse tooth surface 702 on the double-sided rack 7 meshing with the two driving gears 5 and the two pistons 8 at one end of the driving rack 6 move to the lower dead center, and the transmission wheel 3 meshing with the counterclockwise rotating transmission wheel 3 The limit rod 10 on the toothless back side 202 of the meshing transmission rack 201 rolls on the toothless back side 202. At this time, the angle between the dividing line 207 of the transmission rack 201 meshing with the counterclockwise rotating transmission gear 3 and the center dividing plane 107 of the crank arm 102 is close to 90 degrees, that is, the angle between the transmission rack 201 meshing with the counterclockwise rotating transmission gear 3 and the crank arm 102 is close to 90 degrees. If the gas in the cylinder 9 of one of the pistons 8 explodes, the gas explosion force acting on this piston 8 is almost equally transmitted to the connecting rod journal 103 of the crank arm 102 orthogonal to the transmission rack 201 with the help of the driving gear 5 meshing with the driving rack 6 or the double-sided rack 7 and its coaxial transmission wheel 3. The maximum torque output by the crankshaft 1 is at least twice the maximum torque output in the traditional crankshaft-connecting rod mechanism.

[0067] Step 7: Fig.13As shown, referring to the sixth step of the operation process, when the clockwise rotating transmission wheel 3 begins to mesh with the end teeth 206 of the transmission rack 201, the driving gear 5 coaxial with the clockwise rotating transmission wheel 3 drives the driving rack 6 and the piston 8 at its end to continue to move toward the upper dead center, and the other counterclockwise rotating driving gear 5 drives the piston 8 at one end of the spur tooth surface 701 of the double-sided rack 7 to continue to move toward the upper dead center, and the limiting rod 10 in the guide groove 203 begins to slide on the toothless back side 202 of this transmission rack 201. At the same time, the counterclockwise rotating transmission gear 3 begins to disengage from the end teeth 206 of the other transmission rack 201, and the two pistons 8 that continue to move toward the lower dead center respectively drive the two driving gears 5 to continue to rotate counterclockwise with the help of the reverse tooth surface 702 of the double-sided rack 7 and the driving rack 6, and the limiting rod 10 begins to enter the guide groove 203 from the toothless back side 202 of this transmission rack 201 and roll.

[0068] Step 8: Figure 1 As shown, referring to the seventh step of the operation process, the driving gear 5 coaxial with the clockwise rotating transmission wheel 3 drives the driving rack 6 and the piston 8 at its end to continue to move toward the upper dead center, and the other counterclockwise rotating driving gear 5 drives the piston 8 at one end of the positive tooth surface 701 of the double-sided rack 7 to continue to move toward the upper dead center, and the limiting rod 10 in the guide groove 203 continues to slide on the toothless back side 202 of this transmission rack 201, and the driving gear 5 coaxial with the counterclockwise rotating transmission gear 3 drives the piston 8 at one end of the reverse tooth surface 702 of the double-sided rack 7 to continue to move toward the lower dead center, and the other counterclockwise rotating driving gear 5 drives the driving rack 6 and the piston 8 at its end to continue to move toward the lower dead center. The relevant components in the conversion mechanism of the present invention will repeat the first to seventh steps of the operation process over and over again, and the reciprocating linear motion of the four pistons 8 is converted into circular motion with the help of a crankshaft 1.

[0069] During the above movement, each positioning rod 12 always rolls on the back side 602 of each driving rack 6 and the front and back sides 703 and the back side 704 of the double-sided rack 7, so that each driving rack 6 and double-sided rack 7 maintains a meshing state with each driving gear 5.

[0070] like Fig.14As shown, the difference between the second embodiment of the present invention and the first embodiment lies in that: a pair of transmission shafts 4 are installed on the two side walls of the crankcase 14, and the installation method of the transmission shafts 4 and the various components related thereto are the same as the installation method and the various components related thereto described in the first embodiment; a pair of transmission racks 201 are installed on the connecting rod journal 103 at the end of the crank arm 102 of the crankshaft 1 in an overlapping manner, and the installation method of the transmission racks 201 and the various components related thereto are the same as the installation method and the various components related thereto described in the first embodiment; four cylinders 9 are arranged on the additional cylinder body 15 on one side of the crankcase 14, and the pistons 8 in the four cylinders 9 are respectively hinged to one end of two drive racks 6 driven by each drive gear 5 on the additional pair of transmission shafts 4 and the two ends of the double-sided rack 7, so as to form an engine unit with only one crankshaft 1 and eight cylinders 8.

[0071] The operation process of the second embodiment of the present invention is as follows:

[0072] like Fig.14 As shown, referring to the operation process of the first embodiment, the operation process of the two additional transmission racks 201 on the connecting rod journal 103 rotating counterclockwise driving the additional pair of transmission shafts 4 and the various components connected thereto is the same as the operation process of the first embodiment.

[0073] The third embodiment of the present invention:

[0074] like Fig.15 As shown, one end of the driving rack 6 meshing with each driving gear 5 of each pair of transmission shafts 4 outside the crankcase 14 and both ends of the double-sided rack 7 are respectively hinged to the reciprocating plungers 17 in the four cylinder blocks 16, and the main journal 101 of the crankshaft 1 on the other side of the crankcase 14 is connected to the rotating shaft 18 of the power equipment 20 by means of a connecting device 19, so that the output torque of the rotating shaft 18 is converted into the reciprocating linear motion of each plunger 17. If the four cylinder blocks 16 are water pump cylinder blocks, the four plungers 17 are water pumping plungers in the water pump cylinder blocks, and the power equipment 20 is an electric motor, it constitutes a water pumping device in which one electric motor drives four water pumps at the same time.

[0075] The operation process of the third embodiment of the present invention is opposite to the operation process of the first embodiment of the present invention.

[0076] 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 guide rack-crankshaft conversion mechanism, comprising a crankshaft (1), a transmission shaft (4) and its transmission gear (3) and drive gear (5), a guide rack (2), a drive rack (6) and a piston (8) in a cylinder (9), characterized in that: The main journal (101) of the crankshaft (1) and each transmission shaft (4) are mounted in pairs on the two side walls of the crankcase (14); the two transmission shafts (4) of each pair are symmetrical about the main journal (101); and a transmission gear (3) coaxial with the main journal (101) is mounted on the cylindrical surface of each pair of transmission shafts (4); the rack ring (200) at one end of the transmission rack (201) of each pair of guide racks (2) is mounted in pairs on the connecting rod journal (103) at the end of the crank arm (102); the other end of each transmission rack (201) is provided with a guide groove (203); and the transmission gears (3) on each pair of symmetrical transmission shafts (4) are respectively connected to the connecting rod journal (103) of the connecting rod. Two transmission racks (201) of a pair of guide racks (2) are alternately meshed, and a limit rod (10) is provided on the toothless back surface (202) of one transmission rack (201) and in the guide groove (203) at the other end of the other transmission rack (201). The limit rings (111) of the limit flat bars (11) at the two ends of each limit rod (10) are installed on the transmission shaft (4) on both sides of the transmission gear (3) that can alternately mesh with the transmission rack (201); and the cylindrical surfaces of each pair of symmetrical transmission shafts (4) extending outside the crankcase (14) are respectively installed with respective drive gears (201) coaxial therewith. 5), a driving gear (5) on one of the transmission shafts (4) meshes with a spur tooth surface (701) of a double-sided rack (7), and a driving gear (5) on the other transmission shaft (4) meshes with a negative tooth surface (702) of the double-sided rack (7), the spur tooth surface (701) and the negative tooth surface (702) of the double-sided rack (7) are oriented in opposite directions, and the remaining driving gears (5) on each pair of two symmetrical transmission shafts (4) are respectively meshed with driving racks (6), the lengths of the spur tooth surfaces (701) and the negative tooth surfaces (702) are equal to the effective lengths of the driving racks (6), and on each driving rack (6) A positioning rod (12) is arranged on the back side (602) of the double-sided rack (7), and the positioning flat rods (13) at both ends of the positioning rod (12) are respectively mounted on the transmission shaft (4) on both sides of the driving gear (5) meshing with the driving rack (6) by means of positioning circular rings (131). Positioning rods (12) are respectively arranged on the front and back sides (703) and the back and back sides (704) of each double-sided rack (7), and the positioning flat rods (13) at both ends of each positioning rod (12) are respectively mounted on the transmission shaft (4) on both sides of the driving gear (5) meshing with the positive tooth surface (701) and the negative tooth surface (702) of the double-sided rack (7) by means of positioning circular rings (131).

2. A guide rack-crankshaft conversion mechanism according to claim 1, characterized in that: An additional cylinder block (15) with a plurality of identical cylinders (9) is arranged outside a crankcase (14); each pair of symmetrical transmission shafts (4) extending outside the crankcase (14) is mounted on the side wall of the additional cylinder block (15); one end or both ends of each driving rack (6) and double-sided rack (7) meshing with each driving gear (5) on each pair of transmission shafts (4) are respectively hinged to the piston (8) in each cylinder (9), thereby forming an engine block with only one crankshaft (1) and multiple cylinders (9).

3. The guide rack-crankshaft conversion mechanism according to claim 1, characterized in that: A guide rack structure is described as follows: each guide rack (2) comprises a transmission rack (201) and a guide groove (203); the two ends of each guide groove (203) are respectively an open end and a closed end; the other end of each transmission rack (201) is rigidly connected to an end of a groove ledge (204) at the open end of the guide groove (203); the toothless back surface (202) of each transmission rack (201) is coplanar with the inner wall (205) of the groove ledge (204); the width of the two groove ledges (204) of each guide groove (203) is smaller than the width of each transmission rack (201); the inner groove width of each guide groove (203) is equal to or slightly greater than the diameter of the limiting rod (10); the inner groove lengths of the guide grooves (203) are equal; and the effective lengths of the transmission racks (201) are equal.

4. The guide rack-crankshaft conversion mechanism according to claim 1, characterized in that: The rack ring (200) is arranged at one end of the transmission rack (201), the diameter of the rack ring (200) of the transmission rack (201) is equal to the diameter of the connecting rod journal (103), and the center line (208) of each rack ring (200) installed on the connecting rod journal (103) is colinear with the axis (105) of the connecting rod journal (103).

5. The guide rack-crankshaft conversion mechanism according to claim 1, characterized in that: The two ends of each limiting rod (10) are rotatably mounted on one end of a limiting flat rod (11), respectively; the limiting rings (111) on the two limiting flat rods (11) on each limiting rod (10) are mounted on the transmission shaft (4) on both sides of the transmission gear (3) that can mesh with each transmission rack (201); the distance between the inner side surfaces of each pair of limiting flat rods (11) is slightly larger than the width of the transmission rack (201) and the transmission gear (3) meshed therewith; the diameter of each limiting ring (111) is equal to the diameter of the transmission shaft (4); and the interval between the limiting rod (10) on the toothless back side (202) of each transmission rack (201) and the pitch circle (301) of the transmission gear (3) meshed with the transmission rack (201) is equal to the distance between the pitch line (207) of the transmission rack (201) and the toothless back side (202).

6. The guide rack-crankshaft conversion mechanism according to claim 1, characterized in that: The two ends of each positioning rod (12) are rotatably mounted on one end of a pair of positioning flat rods (13), and the other end of each pair of positioning flat rods (13) is a positioning ring (131). The distance between the inner side surfaces of each pair of positioning flat rods (13) is slightly larger than the width of the driving rack (6) and the double-sided rack (7) and the driving gear (5) respectively meshed therewith. The distance between the positioning rod (12) on the back side (602) of each driving rack (6) and the pitch circle (501) of the driving gear (5) meshed with the driving rack (6) is The spacing is equal to the distance between the dividing line (601) of the driving rack (6) and its back side (602), and the spacing between the positioning rod (12) on the front and back sides (703) and the back and back sides (704) of each double-sided rack (7) and the dividing circle (501) of the driving gear (5) respectively meshing with its positive tooth surface (701) and the back and back tooth surface (702) is equal to the distance between the positive dividing line (705) and the back dividing line (706) of the double-sided rack (7) and the front and back sides (703) and the back and back sides (704) respectively.

7. The guide rack-crankshaft conversion mechanism according to claim 1, characterized in that: 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), and the effective length of each transmission rack (201) and the groove length of each guide groove (203) and the distance between the axes (401) of the two symmetrical transmission shafts (4) and the distance between the axis (104) of the main journal (101) and the axis (105) of the connecting rod journal (103) meet the following conditions: When the bisecting plane (107) of the crank arm (102) is perpendicular to the plane passing through the axes (401) of the two symmetrical transmission shafts (4), the end teeth (206) at one end of one of the paired transmission racks (201) begin to disengage from the transmission gear (3) on the symmetrical transmission shaft (4), and the limiting rod (10) on the toothless back surface (202) of the transmission rack (201) is at the open end of the guide groove (203) at one end of the transmission rack (201), while the other paired transmission rack (201) is The end teeth (206) at one end of the movable rack (201) just begin to mesh with the transmission gear (3) on another symmetrical transmission shaft (4), and the limit rod (10) in the guide groove (203) at one end of the transmission rack (201) is at the end of the toothless back side (202) of the transmission rack (201) meshing with the transmission gear (3); when the limit rod (10) in the guide groove (203) at one end of a paired transmission rack (201) is in the guide groove (2 03), the transmission gear (3) on the other symmetrical transmission shaft (4) meshes with the end teeth (206) at the other end of the other transmission rack (201), and the limiting rod (10) on the toothless back side (202) of the other transmission rack (201) is at the other end of the other transmission rack (201), and the pitch circle (301) of the transmission gear (3) meshing with the transmission rack (201) is tangent to the center dividing plane (107) of the crank arm (102).

8. The guide rack-crankshaft conversion mechanism according to claim 2, characterized in that: The distance between the axis (401) of each transmission shaft (4) and the axis (104) of the main journal (101) is equal to or slightly greater than the sum of the distance between the axis (104) of the main journal (101) and the axis (105) of the connecting rod journal (103) and the radius of the pitch circle (301) of the transmission gear (3) plus the length of the vertical line segment (209) from the center line (208) of the rack ring (200) on the transmission rack (201) to the pitch line (207) of the transmission rack (201); by adjusting the distance between each transmission shaft (4) and the axis (104) of the main journal (101) and the axis (105) of the connecting rod journal (103), The distance between the driving shaft (4) and the main journal (101) can ensure that when the piston (8) at the top dead center, whose end is at the driving rack (6) or double-sided rack (7) driven by each driving gear (5) coaxial with each transmission gear (3), starts to move toward the bottom dead center, the dividing line (207) of the transmission rack (201) meshing with each transmission gear (3) and the center dividing plane (107) of the crank arm (102) are nearly orthogonal, that is, the angle between the transmission rack (201) meshing with each transmission gear (3) and the crank arm (102) is close to 90 degrees.

9. The guide rack-crankshaft conversion mechanism according to claim 1, characterized in that: One end or both ends of a driving rack (6) and a double-sided rack (7) meshed with each driving gear (5) of each pair of transmission shafts (4) outside a crankcase (14) are respectively hinged to a piston (17) reciprocating in each cylinder body (16); a main journal (101) of a crankshaft (1) on the other side of the crankcase (14) is connected to a rotating shaft (18) of a power device (20) by means of a connecting device (19), so that the output torque of the rotating shaft (18) is converted into a reciprocating linear motion of each piston (17).

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