A combined rack-combined crankshaft conversion mechanism

Abstract

The present invention discloses a combined rack-combined crankshaft conversion mechanism, wherein the front main journal and rear main journal of the combined crankshaft, the transmission shaft and the steering wheel shaft are installed on the case wall of the crankcase, the steering gear on the steering wheel shaft meshing with the main gear on the transmission shaft drives the auxiliary gear to alternately mesh with the front fan gear ring of the combined crankshaft, and the secondary gear on the transmission shaft alternately meshes with the rear fan gear ring of the combined crankshaft, and the connecting rod circular ring at one end thereof is installed on the connecting rod journal, and the first section rack and the last section rack of the combined rack are alternately meshed with the main gear of the transmission shaft in sequence; the short guide rails of the two guide plates installed on the transmission shaft are respectively placed in the limiting grooves on both sides of the combined rack; the limiting flat bars on both sides of the driving rack meshing with the driving gear on the transmission shaft are respectively installed on the transmission shafts on both sides of the driving gear, and the rotating shaft between the two limiting flat bars is placed on the back side of the driving rack, and each driving rack is respectively hinged to the piston to form an engine group with multiple cylinders having only one set of combined crankshaft.

Description

Technical Field

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

[0002] At present, piston internal combustion engines (engines) generally use crankshaft-connecting rod mechanisms to convert the reciprocating linear motion of the piston into circular motion. However, the crankshaft-connecting rod mechanism still has some difficult-to-overcome defects, which need to be further improved and optimized:

[0003] 1. In the traditional crankshaft connecting rod mechanism, the explosive force of the gas in the cylinder acting on the piston can be converted into the tangential force that drives the crankshaft to rotate after multiple decompositions. Theoretical analysis and practical application tests show that when the maximum explosive force of the gas acting on the piston reaches the maximum value, only about 20% of the maximum explosive force of the gas is decomposed into the tangential force perpendicular to the crank radius, that is, only about one-fifth of the maximum explosive force of the gas drives the crank and crankshaft to rotate and output torque. Therefore, the efficiency of the traditional crankshaft connecting rod mechanism in converting the reciprocating linear motion of the piston into circular motion is very low;

[0004] 2. In the traditional 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. The lateral pressure acting on the cylinder wall 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 traditional crankshaft connecting rod mechanism cause alternating impact forces 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 combined rack-combined crankshaft conversion mechanism. Summary of the invention

[0007] The present invention provides a combined rack-combined crankshaft conversion mechanism, the main components of which include a combined crankshaft consisting of a front main journal and a rear main journal, two cranks and their front sector gear rings and rear sector gear rings and a connecting rod journal, a transmission shaft with a main gear and a secondary gear, a steering wheel axle with a steering gear and an auxiliary gear, and a combined rack consisting of a toothless middle section rack and a first section rack and a last section rack at both ends thereof. The front main journal and the rear main journal, the transmission shaft and the steering wheel shaft are respectively installed on the two side walls of the crankcase, the steering gear on the steering wheel shaft is meshed with the main gear on the transmission shaft, the auxiliary gear on the steering wheel shaft is alternately meshed with the front fan gear ring on the crank, and the sub-gear on the transmission shaft is alternately meshed with the rear fan gear ring on the other crank; the connecting rod ring at the end of the first section rack of the combined rack is installed on the connecting rod journal of the combined crankshaft, and the first section rack and the last section rack of the combined rack are alternately meshed with the main gear arranged on the transmission shaft in turn; limiting grooves are respectively arranged on both side surfaces of the combined rack, and guide plates with short guide rails and rotating rings are respectively arranged on the transmission shafts on both sides of the main gear, the rotating ring of each guide plate is respectively installed on the cylindrical surface of the transmission shaft on both sides of the main gear, and the short guide rails of each guide plate are respectively placed in the limiting grooves on both side surfaces of the combined rack. An additional cylinder block is arranged on one or both sides of the crankcase, and the transmission shaft extends into the additional cylinder block. One or more driving gears are evenly spacedly installed on the cylindrical surface of the transmission shaft in the additional cylinder block, and each driving gear is meshed with a driving rack. Limiting rings of limiting flat bars are installed on the cylindrical surface of the transmission shaft on both sides of each driving rack, and the two ends of the rotating shaft on the back side of each driving rack are respectively installed in the limiting circular holes of the two limiting flat bars.

[0008] The present invention provides a combined rack-combined crankshaft conversion mechanism, wherein cranks are respectively installed on one end of the front main journal and the rear main journal, the front fan gear ring and the rear fan gear ring are respectively installed on the wheel rims of the two cranks, the front fan gear ring and the rear fan gear ring have the same shape, the two ends of the connecting rod journal are respectively installed on the inner side surfaces of the two cranks, the axis of the connecting rod journal is parallel to the axis of the front main journal and the axis of the rear main journal, the center lines of the front fan gear ring and the rear fan gear ring and the center lines of the two cranks coincide with the axis of the front main journal and the axis of the rear main journal, and the sum of the radius of the pitch circle of the rear fan gear ring plus the radius of the pitch circle of the auxiliary gear is equal to the distance between the coaxial line of the front main journal and the rear main journal and the axis of the transmission shaft.

[0009] The present invention provides a combined rack-combined crankshaft conversion mechanism, wherein the main gear and the sub-gear are coaxially installed on the cylindrical surface of the transmission shaft, and the main gear and the sub-gear have the same shape; the distance between the coaxial line of the front main journal and the rear main journal and the axis of the transmission shaft is equal to the sum of the pitch circle radius of the rear fan gear ring and the pitch circle radius of the sub-gear.

[0010] The present invention provides a combined rack-combined crankshaft conversion mechanism, wherein the steering gear and the auxiliary gear have the same shape, are coaxially mounted on the cylindrical surface of the steering wheel shaft, the axis of the steering gear and the axis of the auxiliary gear coincide with the axis of the steering wheel shaft, and the distance between the axis of the steering wheel shaft and the coaxial line of the front main journal and the rear main journal is equal to the sum of the pitch circle radius of the front sector gear ring and the pitch circle radius of the auxiliary gear.

[0011] The present invention provides a combined rack-combined crankshaft conversion mechanism, wherein a connecting rod ring is arranged at one end of the combined rack, two limiting grooves are opened on both side surfaces of the toothless middle rack of the combined rack and the first rack and the last rack at both ends, and the dividing line of the first rack and the dividing line of the last rack are collinear.

[0012] The present invention provides a combined rack-combined crankshaft conversion mechanism, wherein a short guide rail is installed on one side surface of the end of a guide plate, the other end of the guide plate is a rotating ring, the limiting groove matches the short guide rail, and the limiting groove slides on the short guide rail.

[0013] The present invention provides a combined rack-combined crankshaft conversion mechanism, wherein an additional cylinder block with more than one cylinder is arranged on one or both sides of a crankcase, and one end or both ends of each driving rack extending from the transmission shaft to the additional cylinder block are hinged to each piston in the cylinder, forming a multi-cylinder engine group with only one set of combined crankshafts;

[0014] The present invention provides a combined rack-combined crankshaft conversion mechanism, wherein each piston, combined crankshaft and combined rack are assembled in the following manner: when the main gear meshes with the head end teeth of the first section rack, the piston at the end of the driving rack meshing with the driving gear is at the top dead center of its stroke; the inertia of the combined crankshaft rotating clockwise drives the main gear meshing with the first section rack and the driving gear coaxial therewith to start clockwise rotation by means of the connecting rod journal, the steering gear meshing with the main gear and the auxiliary gear coaxial therewith start to rotate counterclockwise, and the pistons at the ends of the driving racks meshing with the driving gear start to move to the bottom dead center; when the main gear disengages from the first section rack, ... top dead center; when the main gear disengages from the first section rack, the pistons at the ends of the driving racks meshing with the driving gear start to move to the bottom dead center; when the main gear disengages from the first section rack, the pistons at The steering gear meshing with the wheel drives the auxiliary gear coaxial with it to mesh with the front fan gear ring, and the pistons at the ends of each drive rack meshing with the drive gear continue to move toward the lower dead center; the maximum explosive force acting on the piston moving to the lower dead center is transmitted to the front fan gear ring almost equally by means of the double-sided rack, drive gear, main gear, steering gear and auxiliary gear, and the maximum explosive force acting on the front fan gear ring or the tangential force generated by the combined crankshaft rotation inertia on the front fan gear ring drives the combined crankshaft to output the maximum torque; when the front fan gear ring is disengaged from the auxiliary gear, the last rack meshes with the main gear; the tangential force generated by the clockwise rotation inertia of the combined crankshaft acting on the connecting rod journal The main gear meshing with the last rack and the driving gear coaxial therewith are driven to rotate clockwise, and the pistons at the ends of each driving rack meshing with each driving gear continue to move to the lower dead center; when the terminal teeth of the last rack mesh with the main gear, the pistons at the ends of each driving rack are at the lower dead center of their stroke; the tangential force generated by the clockwise rotation inertia of the combined crankshaft acting on the connecting rod journal drives the main gear meshing with the last rack and the sub-gear and driving gear coaxial therewith to start rotating counterclockwise, and the driving rack meshing with the driving gear drives the piston to start moving to the upper dead center; when the last rack is disengaged from the main gear, the rear fan gear ring is meshed with the sub-gear, and the rotation inertia of the combined crankshaft acting on the rear fan gear ring produces The generated tangential force drives the auxiliary gear meshing with it and the driving gear coaxial with it to continue to rotate counterclockwise, and the piston at the end of the driving rack meshing with the driving gear continues to move toward the top dead center; when the rear fan gear ring is disengaged from the auxiliary gear, the first section rack meshes with the main gear, and the piston at the end of the driving rack meshing with the driving gear coaxial with the main gear continues to move toward the top dead center; the first end teeth of the combined rack mesh with the main gear again, and each piston at the end of the driving rack meshing with each driving gear is at the top dead center of its stroke; the theoretical calculation results and the model experimental data show that the maximum torque output by the combined crankshaft of the conversion mechanism of the present invention is greatly improved than the maximum torque output by the crankshaft in the traditional crankshaft-connecting rod mechanism.

[0015] The present invention provides a combined rack-combined crankshaft conversion mechanism, wherein one or more transmission shafts and one or more steering wheel shafts are added on the two side walls of the crankcase, the axis of each transmission shaft is distributed on a circumference with the coaxial line of the front main journal and the rear main journal as the center and the distance between the axis of each transmission shaft and the coaxial line as the radius, a main gear and a sub-gear are arranged on the cylindrical surface of each additional transmission shaft, and a steering gear and an auxiliary gear are arranged on the cylindrical surface of each additional steering wheel shaft, The main gear on each transmission shaft is meshed with the steering gear on each additional steering wheel shaft, the auxiliary gear on each additional steering wheel shaft is alternately meshed with the front fan gear ring, and the secondary gear on each additional transmission shaft is alternately meshed with the rear fan gear ring; one or more combined racks are added to the extended connecting rod journal, the connecting rod ring at one end of each additional combined rack is installed on the extended connecting rod journal, and the first section rack and the last section rack of each additional combined rack are alternately meshed with the main gear on each additional transmission shaft in turn. meshing; limiting grooves are respectively arranged on both sides of each additional combined rack, and guide plates with short guide rails and rotating rings are respectively arranged on both sides of the main gear on each additional transmission shaft, and the rotating ring of each guide plate is respectively installed on the cylindrical surface of the transmission shaft on both sides of the main gear, and the short guide rails on each guide plate are respectively placed in the limiting grooves on both sides of the combined rack; more than one cylinder is arranged on the shell of the additional cylinder body, and each additional transmission shaft extends into the additional cylinder body. In the additional cylinder body, each additional transmission shaft More than one equally spaced driving gears are installed on the cylindrical surface of the driving shaft, and each additional driving gear is meshed with a driving rack. Limiting rings of limiting flat bars are installed on the cylindrical surface of the transmission shaft on both sides of each additional driving rack. The two ends of the rotating shaft on the back of each additional driving rack are respectively installed in the limiting circular holes of the two limiting flat bars, and one end or both ends of each additional driving rack are respectively hinged to the pistons in each additional cylinder; forming an ultra-high-power engine group with more cylinders with only one set of combined crankshafts.

[0016] The present invention provides a combined rack-combined crankshaft conversion mechanism, wherein more than one pump body or compressor is arranged on the shell of the additional cylinder body, the reciprocating piston and the connecting rod of each pump body or compressor are connected to one end or both ends of each driving rack, and the front main shaft neck and the rear main shaft neck extended on one side or both sides of the crankcase are connected to the power output shaft of the power equipment; for example, one end or both ends of each driving rack are connected to the connecting rod of the reciprocating piston of the high-pressure pump, and the rotating shaft of the motor is connected to the front main shaft neck, so that the rotational motion of the rotating shaft of the motor is converted into the reciprocating linear motion of the reciprocating piston in the high-pressure pump.

[0017] The present invention provides a combined rack-combined crankshaft conversion mechanism, which innovatively assembles the designed combined rack and combined crankshaft to form a new type of reciprocating linear motion and circular motion conversion mechanism to replace the traditional crankshaft-connecting rod conversion mechanism. In the conversion mechanism of the present invention, the first rack section and the last rack section of the combined rack are alternately meshed with the main gear in sequence, and the front fan gear ring of the crank and the rear fan gear ring of the crank are alternately meshed with the auxiliary gear and the sub-gear respectively, so as to realize the smooth conversion between the linear reciprocating motion of the piston and the rotational motion of the combined crankshaft, and the gas explosive force acting on the piston and the tangential force acting on the front fan gear ring and the rear fan gear ring to drive the crankshaft to rotate are transmitted in an approximately equal value. The conversion structure of the present invention has the following main advantages:

[0018] 1. In the conversion mechanism of the combined rack-combined crankshaft of the present invention, when the auxiliary gear meshes with the front sector gear ring, the maximum explosive force acting on the piston moving toward the bottom dead center is transmitted almost equally to the front sector gear ring by means of the double-sided rack, the drive gear, the main gear, the steering gear and the auxiliary gear without decomposing the maximum explosive force of the gas explosion. The maximum explosive force acting on the front sector gear ring is the maximum tangential force driving the combined crankshaft to rotate. When the rear sector gear ring is meshed with the auxiliary gear, the tangential force generated by the rotational inertia of the combined crankshaft acting on the rear sector gear ring is transmitted almost equally to the piston by means of the auxiliary gear, the drive gear and the double-sided rack meshed therewith. Theoretical calculations show that only about 20% of the maximum explosive force acting on the piston of the traditional crankshaft-connecting rod mechanism is converted into the tangential force driving the crankshaft to rotate. Therefore, the maximum explosive force acting on the piston in the conversion structure of the present invention is converted into the tangential force driving the combined crankshaft to rotate, which is more than 3 times greater than that of the traditional crankshaft-connecting rod mechanism. The tangential force driving the combined crankshaft to rotate is converted into the force driving the piston to reciprocate linear motion, which is also greatly increased compared with the traditional crankshaft-connecting rod conversion mechanism. That is, the torque output by the combined crankshaft in the conversion structure of the present invention is multiple times greater than the torque output by the crankshaft in the traditional crankshaft-connecting rod conversion 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.

[0019] 2. In the conversion mechanism of the present invention, the reciprocating linear motion of each piston is directly converted into the rotating circular motion of the combined crankshaft by means of each driving rack and each driving gear and the main gear and the combined rack, which completely eliminates the lateral pressure between the piston and the cylinder wall caused by the decomposition of the explosive force of the gas on the piston on the connecting rod in the traditional crankshaft-connecting rod mechanism, eliminates the wear of the cylinder wall caused by the lateral pressure, can extend the service life of the cylinder, and further improves the conversion efficiency of the conversion mechanism of the combined rack-combined crankshaft;

[0020] 3. In the conversion mechanism of the present invention, one or more driving gears meshing with the driving racks are arranged on the transmission shaft, and the ends of each driving rack are hinged with the pistons in the cylinders to form a multi-cylinder super-power engine unit. Since the pistons of each cylinder share one pair of cranks, multiple pairs of cranks are saved and the conversion efficiency of the conversion mechanism is improved.

[0021] 4. In the conversion mechanism of the present invention, the axes of the transmission shafts are distributed on a circle centered on the axes of the front main journal and the rear main journal, and the explosive force on each piston acts on the combination of different rotation angles in sequence by means of the driving rack and the various components of the transmission shaft linked thereto, so that the combined crankshaft rotates more smoothly;

[0022] 5. In the conversion mechanism of the present invention, the combined crankshaft and related components are placed in a separate crankcase, and the high temperature generated by the explosion of the gas in the cylinder has little effect on the combined crankshaft, the combined rack and related components, thereby improving the service life of the main components of the conversion mechanism.

[0023] 6. The structure of the present invention can also be used in any form of mechanical equipment that converts rotational motion into reciprocating linear motion, such as piston oil, gas, water pumps and piston compressors. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 is a front view schematic diagram of a first embodiment of a conversion mechanism of the present invention;

[0025] Figure 2 is a schematic diagram of the AA section of the first embodiment of the conversion mechanism of the present invention;

[0026] Figure 3 is a schematic diagram of a BB section of a first embodiment of a conversion mechanism of the present invention;

[0027] Figure 4 (a) is a schematic diagram of a combined crankshaft in a conversion mechanism of the present invention;

[0028] Figure 4 (b) is a schematic side view of the combined crankshaft;

[0029] Figure 5 (a) is a schematic diagram of a combined rack, a transmission shaft and a guide plate in a conversion device of the present invention;

[0030] Figure 5 (b) is a schematic diagram of the CC section;

[0031] Figure 6 (a) is a schematic diagram of the steering axle, steering gear and auxiliary gear of the present invention;

[0032] Figure 6 (b) Yes Figure 6 (a) is a schematic side view;

[0033] Figure 7 (a) is a schematic diagram of the transmission shaft, main gear, auxiliary gear and driving gear of the present invention;

[0034] Figure 7 (b) Yes Figure 7 (a) is a schematic side view;

[0035] Figure 8 (a) is a schematic diagram of the driving gear, driving rack and limiting flat rod of the present invention;

[0036] Figure 8 (b) is a schematic diagram of the FF cross section;

[0037] Fig. 9 It is a schematic diagram of the first embodiment of the conversion mechanism of the present invention, in which the main gear is meshed with the first end teeth of the first rack and the piston position;

[0038] Fig.10 In the first embodiment of the conversion mechanism of the present invention, the main gear is disengaged from the first rack.

[0039] Schematic diagram of the meshing of the auxiliary gear and the front sector gear ring and the position of the piston;

[0040] Fig.11 It is a schematic diagram of the first embodiment of the conversion mechanism of the present invention, in which the front sector gear ring is disengaged from the auxiliary gear, the last section rack is meshed with the main gear, and the piston position;

[0041] Fig.12 In the first embodiment of the conversion mechanism of the present invention, the end teeth of the last rack are connected to the main

[0042] Schematic diagram of gear meshing and piston position;

[0043] Fig.13 In the first embodiment of the conversion mechanism of the present invention, the last rack is disengaged from the main gear.

[0044] Schematic diagram of the meshing of the rear sector gear ring and pinion;

[0045] Fig.14 In the first embodiment of the conversion mechanism of the present invention, the rear fan gear ring is disengaged from the pinion gear.

[0046] Schematic diagram of the first rack meshing with the main gear and the position of the piston;

[0047] Fig.15 is a front view schematic diagram of a second embodiment of the conversion mechanism of the present invention;

[0048] Fig.16 is a schematic diagram of a DD section of a second embodiment of a conversion mechanism of the present invention;

[0049] Fig.17 In the third embodiment of the conversion mechanism of the present invention, two opposing

[0050] The structural diagram of the cylinder;

[0051] Fig.18 In the fourth embodiment of the conversion mechanism of the present invention, two transmission shafts share a set of components.

[0052] A schematic diagram of an engine block with two cylinders formed by a combined crankshaft;

[0053] Fig.19 is a schematic diagram of a cross section of a fourth embodiment EE of a conversion mechanism of the present invention;

[0054] Fig. 20 It is a schematic diagram of the connection between the conversion mechanism and the rotating device in the fifth embodiment of the present invention. DETAILED DESCRIPTION

[0055] The specific implementation of a combined rack-combined crankshaft conversion mechanism provided by the present invention is described in detail below with reference to the accompanying drawings of the specification.

[0056] like Figure 1 , 2As shown in FIG. 3 , the main components of the first embodiment of a combined rack-combined crankshaft conversion mechanism of the present invention include a combined crankshaft 1 consisting of a front main journal 100 and a rear main journal 101, two cranks 102 and their front fan gear ring 4 and rear fan gear ring 5 and a connecting rod journal 103, a transmission shaft 3 with a main gear 301 and a secondary gear 305, a steering wheel shaft 6 with a steering gear 601 and an auxiliary gear 602, and a combined rack 2 consisting of a toothless middle section rack 202 and a first section rack 201 and a final section rack 203 at both ends thereof, characterized in that: The front main journal 100 and the rear main journal 101 as well as the transmission shaft 3 and the steering wheel shaft 6 are respectively mounted on the two side walls of the crankcase 12, the steering gear 601 on the steering wheel shaft 6 is meshed with the main gear 301 on the transmission shaft 3, the auxiliary gear 602 on the steering wheel shaft 6 is alternately meshed with the front fan gear ring 4 on the crank 102, and the auxiliary gear 305 on the transmission shaft 3 is alternately meshed with the rear fan gear ring 5 on the other crank 102; the connecting rod ring 200 at the end of the first section rack 201 of the combined rack 2 is mounted on the connecting rod journal 103 of the combined crankshaft 1, and the first section of the combined rack 2 is meshed with the front fan gear ring 4 on the crank 102. The rack 201 and the last rack 203 are alternately meshed with the main gear 301 arranged on the transmission shaft 3 in sequence; limiting grooves 205 are respectively arranged on both side surfaces of the combined rack 2, and guide plates 7 with short guide rails 701 and rotating rings 702 are respectively arranged on the transmission shaft 3 on both sides of the main gear 301, and the rotating rings 702 of the two guide plates 7 are respectively installed on the cylindrical surface of the transmission shaft 3 on both sides of the main gear 301, and the short guide rails 701 of the two guide plates 7 are respectively placed in the limiting grooves 205 on both sides of the combined rack 2; an additional cylinder block 13 is arranged on one side of the crankcase 12, The transmission shaft 3 extends into the additional cylinder body 13, and the cylinder 11 is installed on the shell of the additional cylinder body 13. A driving gear 302 is installed on the cylindrical surface of the transmission shaft 3 in the additional cylinder body 13, and the driving gear 302 is meshed with the driving rack 8. The limiting rings 901 of the limiting flat rod 9 are installed on the cylindrical surface of the transmission shaft 3 on both sides of the driving rack 8. The two ends of the rotating shaft 89 on the back side 801 of the driving rack 8 are respectively installed in the limiting circular holes 902 of the two limiting flat rods 9. One end of the driving rack 8 is hinged to the piston 10 in the cylinder 11 to form a single-cylinder 11 engine.

[0057] like Figure 2 , 4As shown, cranks 102 are respectively installed at one end of the front main journal 100 and the rear main journal 101, the front fan gear ring 4 and the rear fan gear ring 5 are respectively installed on the rims of the two cranks 102, the front fan gear ring 4 and the rear fan gear ring 5 have the same shape, the two ends of the connecting rod journal 103 are respectively installed on the inner side surfaces of the two cranks 102, the axis 105 of the connecting rod journal 103 is parallel to the axis 104 of the front main journal 100 and the rear main journal 101, the center lines of the front fan gear ring 4 and the rear fan gear ring 5 and the center lines of the two cranks 102 coincide with the axis 104 of the front main journal 100 and the rear main journal 101, the sum of the radius of the pitch circle 501 of the rear fan gear ring 5 plus the radius of the pitch circle 304 of the sub-gear 305 is equal to the distance between the coaxial line 104 of the front main journal 100 and the rear main journal 101 and the axis 300 of the transmission shaft 3.

[0058] like Figure 6 (a) Figure 6 As shown in (b), the steering gear 601 and the auxiliary gear 602 have the same shape, and the axis of the steering gear 601 and the axis of the auxiliary gear 602 coincide with the axis 603 of the steering wheel shaft 6.

[0059] like Fig.10 As shown, the distance between the axis 603 of the steering wheel shaft 6 and the coaxial line 104 of the front main journal 100 and the rear main journal 101 is equal to the sum of the radius length of the pitch circle 401 of the front sector gear ring 4 plus the radius of the pitch circle 604 of the auxiliary gear 602 .

[0060] like Figure 5 (a) Figure 5 As shown in (b), a connecting rod ring 200 is set at one end of the combined rack 2, and the connecting rod ring 200 is installed on the connecting rod journal 103. The indexing line of the first section rack 201 and the indexing line of the last section rack 203 are collinear with the indexing straight line 204.

[0061] like Figure 7 (a) Figure 7 As shown in (b), the main gear 301 and the sub gear 305 are coaxially mounted on the cylindrical surface of the transmission shaft 3, and the main gear 301 and the sub gear 305 have the same shape.

[0062] like Fig.11 As shown, the distance between the coaxial line 104 of the front main journal 100 and the rear main journal 101 and the axis 300 of the transmission shaft 3 is equal to the sum of the radius of the pitch circle 401 of the front sector gear ring 4 or the radius of the pitch circle 501 of the rear sector gear ring 5 plus the radius of the pitch circle 304 of the main gear 301.

[0063] like Figure 5As shown in Figures (a) and 5(b), two limiting grooves 205 are respectively opened on the two side surfaces of the toothless middle rack 202 of the combined rack 2 and the first rack 201 and the last rack 203 at both ends. The short guide rail 701 is installed on one side surface of the end of the guide plate 7. The other end of the guide plate 7 is a rotating ring 702. The limiting groove 205 matches the short guide rail 701, and the limiting groove 205 slides along the short guide rail 701.

[0064] The piston 10, the combined crankshaft 1 and the combined rack 2 are assembled in the following manner: The assembly method is as follows:

[0065] like Fig. 9 As shown, when the main gear 301 is meshed with the head end teeth 206 of the first section rack 201, the piston 10 at the end of the driving rack 8 meshed with the driving gear 302 is at the top dead center of its stroke.

[0066] like Fig.10 As shown, when the main gear 301 is disengaged from the first section rack 201, the steering gear 601 meshing with the main gear 301 drives the auxiliary gear 602 coaxial therewith to mesh with the front fan gear ring 4, and the piston 10 at the end of the driving rack 8 meshing with the driving gear 302 is in a downward dead center movement state.

[0067] like Fig.11 As shown, when the front sector gear ring 4 is disengaged from the auxiliary gear 602 , the last rack 203 is meshed with the main gear 301 .

[0068] like Fig.12 As shown, when the terminal teeth 208 of the final rack 203 mesh with the main gear 301, the piston 10 at the end of the driving rack 8 is at the bottom dead center of its stroke.

[0069] like Fig.13 As shown, when the last rack 203 is disengaged from the main gear 301, the rear sector gear ring 5 is meshed with the auxiliary gear 305, and the piston 10 at the end of the driving rack 8 meshed with the driving gear 302 is in a state of moving toward the upper dead center.

[0070] like Fig.14 As shown, when the rear fan gear ring 5 is disengaged from the auxiliary gear 305, the first section rack 201 is meshed with the main gear 301.

[0071] like Fig. 9 As shown, the head end teeth 206 of the first section rack 201 are meshed with the main gear 301 again, and each piston 10 at the end of the drive rack 8 meshed with the drive gear 302 is at the top dead center of its stroke.

[0072] The operation process of the first embodiment of the present invention is as follows:

[0073] Step 1: If Fig. 9As shown, when the main gear 301 is meshed with the head end teeth 206 of the first section rack 201, the piston 10 at the end of the driving rack 8 meshed with the driving gear 302 is at the top dead center of its stroke.

[0074] Step 2: If Fig.10 As shown, the tangential force generated by the clockwise rotation inertia of the combined crankshaft 1 acting on the connecting rod journal 103 drives the main gear 301 meshing with the first-stage rack 201 and the driving gear 302 coaxial therewith to start rotating clockwise, and the steering gear 601 meshing with the main gear 301 and the auxiliary gear 602 coaxial therewith start rotating counterclockwise. When the main gear 301 is disengaged from the first-stage rack 201, the steering gear 601 meshing with the main gear 301 drives the auxiliary gear 602 coaxial therewith to mesh with the front sector gear ring 4. The piston 10 at the end of the driving rack 8 meshing with the driving gear 302 begins to move toward the bottom dead center; at this time, the maximum explosive force acting on the piston 10 moving toward the bottom dead center transmits the maximum explosive force of the gas explosion to the front fan gear ring 4 with the help of the driving rack 8 and the driving gear 302 meshing therewith and the steering gear 601 and its auxiliary gear 602. The maximum explosive force acting on the front fan gear ring 4 or the tangential force generated by the rotational inertia of the combined crankshaft 1 acting on the front fan gear ring 4 drives the combined crankshaft to output the maximum torque.

[0075] Step 3: If Fig.11 As shown, when the front sector gear ring 4 is disengaged from the auxiliary gear 602, the last section rack 203 is meshed with the main gear 301, and the tangential force generated by the clockwise rotation inertia of the combined crankshaft 1 acting on the connecting rod journal 103 drives the main gear 301 meshed with the last section rack 203 and the drive gear 302 coaxial therewith to rotate clockwise, and the piston at the end of the drive rack 8 meshed with the drive gear 302 continues to move toward the bottom dead center.

[0076] Step 4: If Fig.12 As shown, when the terminal teeth 208 of the final rack 203 are meshed with the main gear 301, the piston 10 at the end of the driving rack 8 is at the bottom dead center of its stroke;

[0077] Step 5: If Fig.13 As shown, the tangential force generated by the clockwise rotation inertia of the combined crankshaft 1 acting on the connecting rod journal 103 drives the main gear 301 meshing with the final rack 203 and the coaxial sub-gear 305 and the driving gear 302 to start rotating counterclockwise, and the driving rack 8 meshing with the driving gear 302 drives the piston to start moving to the top dead center;

[0078] When the last rack 203 is disengaged from the main gear 301, the rear sector gear ring 5 is meshed with the sub-gear 305, and the tangential force generated by the rotational inertia of the combined crankshaft 1 acting on the rear sector gear ring 5 drives the sub-gear 305 meshed with it and the driving gear 302 coaxial with it to continue to rotate counterclockwise, and the piston 10 at the end of the driving rack 8 meshed with the driving gear 302 continues to move toward the top dead center;

[0079] Step 6: If Fig.14 As shown, when the rear fan gear ring 5 is disengaged from the secondary gear 305, the first rack 201 is meshed with the main gear 301, and the piston 10 at the end of the driving rack 8 meshed with the driving gear 302 coaxial with the main gear 301 continues to move toward the top dead center;

[0080] Step 7: If Fig. 9 As shown, when the head end tooth 206 of the first section rack 201 meshes with the main gear 301 again, the piston 10 at the end of the driving rack 8 meshing with the driving gear 302 is at the top dead center of its stroke; the various moving parts of the conversion mechanism of the present invention repeat the operation process of steps one to seven over and over again, converting the reciprocating linear motion of the piston 10 into the rotational motion of the combined crankshaft 1.

[0081] Theoretical calculation results and model experimental data show that the maximum torque output by the front main journal 100 and the rear main journal 101 of the conversion mechanism of the present invention is at least three times greater than the maximum torque output by the traditional crankshaft-connecting rod mechanism.

[0082] like Fig.15 , 16 As shown, the difference between the second embodiment of the present invention and the first embodiment lies in that: two cylinders 11 are arranged on the additional cylinder body 13, two driving gears 302 are installed on the cylindrical surface of the transmission shaft 3, each driving gear 302 is respectively meshed with the driving rack 8, and limiting rings 901 of limiting flat bars 9 are installed on the cylindrical surface of the transmission shaft 3 on both sides of each driving rack 8, and the two end portions of the rotating shaft 89 on the back side 801 of each driving rack 8 are respectively installed in the limiting circular holes 902 of the two limiting flat bars 9, and one end portion of the two driving racks 8 are respectively hinged to the piston 10 in the cylinder 11, so as to form an engine group with two cylinders 11 having only one set of combined crankshaft 1.

[0083] The operation process of each piston in linkage with the combined crankshaft 1 in the second embodiment of the present invention is the same as that in the first embodiment.

[0084] like Fig.17As shown, the third embodiment of the present invention is different from the first embodiment in that two opposing cylinders 11 are arranged on the additional cylinder body 13, and the two end portions of the driving rack 8 meshing with the driving gear 302 are respectively hinged to the pistons 10 in the two cylinders 11, forming an engine unit with only one set of combined crankshaft 1 and one driving rack 8 with two opposing cylinders 11.

[0085] The operation process of each piston in linkage with the combined crankshaft 1 in the third embodiment of the present invention is the same as that in the first embodiment.

[0086] like Fig.18 , Fig.19As shown, the fourth embodiment of the present invention is different from the first embodiment in that: a transmission shaft 3 and a steering wheel shaft 6 are additionally provided on the two side walls of the crankcase 12, the axis 300 of each transmission shaft 3 is distributed on a circumference with the coaxial line 104 of the front main journal 100 and the rear main journal 101 as the center and the distance between the axis 300 of each transmission shaft 3 and the coaxial line 104 as the radius, the main gear 301 and the sub-gear 305 are provided on the cylindrical surface of the additional transmission shaft 3, and the steering gear 601 and the auxiliary gear 605 are provided on the cylindrical surface of the additional steering wheel shaft 6. 02, the main gear 301 on the additional transmission shaft 3 is meshed with the steering gear 601 on the additional steering wheel shaft 6, the auxiliary gear 602 on the additional steering wheel shaft 6 is alternately meshed with the front fan gear ring 4, and the sub-gear 305 on the additional transmission shaft 3 is alternately meshed with the rear fan gear ring 5; a combined rack 2 is added on the extended connecting rod journal 103, and the connecting rod ring 200 at the end of the first section rack 201 of the added combined rack 2 is installed on the extended connecting rod journal 103, and the first section rack 201 and the last section rack 203 of the added combined rack 2 are sequentially meshed with the additional transmission shaft 3 on the transmission shaft 3 The main gears 301 are alternately meshed; limiting grooves 205 are respectively arranged on both sides of the additional combined rack 2, and guide plates 7 with short guide rails 701 and rotating rings 702 are respectively arranged on both sides of the main gear 301 on the additional transmission shaft 3, and the rotating ring 702 of each guide plate 7 is respectively installed on the cylindrical surface of the transmission shaft 3 on both sides of the additional main gear 301, and the short guide rails 701 of each guide plate 7 are respectively placed in the limiting grooves 205 on both sides of the additional combined rack 2; a cylinder 11 is further arranged on the shell of the additional cylinder body 13, and the additional transmission shaft 3 extends to the additional In the additional cylinder body 13, a driving gear 302 is installed on the cylindrical surface of the additional transmission shaft 3, and the additional driving gear 302 is meshed with the driving rack 8. The limiting rings 901 of the limiting flat rod 9 are installed on the cylindrical surface of the transmission shaft 3 on both sides of the additional driving rack 8. The two ends of the rotating shaft 89 on the back side 801 of the additional driving rack 8 are respectively installed in the limiting circular holes 902 of the two limiting flat rods 9. One end of the additional driving rack 8 is hinged to the piston 10 in the additional cylinder 11, forming an engine group with only one set of two cylinders 11 of the combined crankshaft 1.

[0087] The operation process of each piston in linkage with the combined crankshaft 1 in the fourth embodiment of the present invention is the same as that in the first embodiment.

[0088] Operation process of the fifth embodiment of the present invention

[0089] like Fig. 20As shown, the fifth embodiment of the present invention is different from the first embodiment in that one end of the driving rack 8 is respectively connected to the reciprocating piston and its connecting rod of the pump body or compressor arranged on the additional cylinder body 13, and the front main journal 100 on one side of the crankcase 12 is connected to the power output shaft of the power equipment; for example, one end of the driving rack 8 is connected to the connecting rod 151 of the water pump piston 15 of the high-pressure pump 14, and the rotating shaft 161 of the motor 16 is connected to the front main journal 100, and the rotational motion of the rotating shaft 161 of the motor 16 will be converted into the reciprocating linear motion of the reciprocating piston 15 of the high-pressure pump 14.

[0090] The operation process of the fifth embodiment of the present invention is opposite to the operation process of the first embodiment of the present invention.

[0091] The above implementation modes 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 combined rack-combined crankshaft conversion mechanism, the main components of which include: A combined crankshaft (1) having a front main journal (100) and a rear main journal (101), two cranks (102) and front sector gear rings (4) and rear sector gear rings (5) and a connecting rod journal (103), a transmission shaft (3) having a main gear (301) and a secondary gear (305) and one or more driving gears (302), a steering wheel shaft (6) having a steering gear (601) and an auxiliary gear (602), and a combined rack (2) consisting of a toothless middle rack (202) and a first rack (201) and a last rack (203) at both ends, characterized in that: the front main journal (100) and the rear main journal (101) are connected to the crankshaft (102) and the front sector gear rings (4) and the rear sector gear rings (5) are connected to the crankshaft (102), and the transmission shaft (3) has a main gear (301) and a secondary gear (305) and one or more driving gears (302), a steering wheel shaft (6) having a steering gear (601) and an auxiliary gear (602), and a combined rack (2) consisting of a toothless middle rack (202) and a first rack (201) and a last rack (203) at both ends. The journal (101) and the transmission shaft (3) and the steering wheel shaft (6) are respectively mounted on the two side walls of the crankcase (12); the steering gear (601) on the steering wheel shaft (6) meshes with the main gear (301) on the transmission shaft (3); the auxiliary gear (602) on the steering wheel shaft (6) meshes with the front sector gear ring (4) on the crank (102) alternately; the auxiliary gear (305) on the transmission shaft (3) meshes with the rear sector gear ring (5) on the other crank (102) alternately; the connecting rod ring (200) at the end of the first section rack (201) of the combined rack (2) is mounted on the connecting rod journal (103) of the combined crankshaft (1) ), the first section rack (201) and the last section rack (203) of the combined rack (2) are alternately meshed with the main gear (301) arranged on the transmission shaft (3); limiting grooves (205) are respectively arranged on both side surfaces of the combined rack (2); guide plates (7) with short guide rails (701) and rotating rings (702) are respectively arranged on the transmission shaft (3) on both sides of the main gear (301); the rotating ring (702) of each guide plate (7) is respectively installed on the cylindrical surface of the transmission shaft (3) on both sides of the main gear (301); the short guide rails (701) of each guide plate (7) are respectively placed on the combined rack (2 ) in the limiting grooves (205) on both sides of the crankcase (12); an additional cylinder block (13) is arranged on one side or both sides of the crankcase (12); more than one driving gear (302) is installed at equal intervals on the cylindrical surface of the transmission shaft (3) extending into the additional cylinder block (13); each driving gear (302) is meshed with a driving rack (8); limiting circular rings (901) of limiting flat bars (9) are installed on the cylindrical surface of the transmission shaft (3) on both sides of each driving rack (8); and the two ends of the rotating shaft (89) placed on the back side (801) of each driving rack (8) are respectively installed in the limiting circular holes (902) of the two limiting flat bars (9).

2. A combined rack-combined crankshaft conversion mechanism according to claim 1, characterized in that: A crank (102) is respectively installed on one end of the front main journal (100) and the rear main journal (101), the front fan gear ring (4) and the rear fan gear ring (5) are respectively installed on the wheel rims of the two cranks (102), the front fan gear ring (4) and the rear fan gear ring (5) have the same shape, the two ends of the connecting rod journal (103) are respectively installed on the inner side surfaces of the two cranks (102), the axis (105) of the connecting rod journal (103) is parallel to the coaxial line (104) of the front main journal (100) and the rear main journal (101), and the center lines of the front fan gear ring (4) and the rear fan gear ring (5) and the center lines of the two cranks (102) coincide with the coaxial line (104) of the front main journal (100) and the rear main journal (101).

3. The combined rack-combined crankshaft conversion mechanism according to claim 1, characterized in that: The main gear (301) and the sub-gear (305) are coaxially mounted on the cylindrical surface of the transmission shaft (3); the main gear (301) and the sub-gear (305) have the same shape; the distance between the coaxial axis (104) of the front main journal (100) and the rear main journal (101) and the axis (300) of the transmission shaft (3) is equal to the sum of the radius of the pitch circle (501) of the rear sector gear ring (5) and the radius of the pitch circle (304) of the sub-gear (305).

4. The combined rack-combined crankshaft conversion mechanism according to claim 1, characterized in that: The steering gear (601) and the auxiliary gear (602) are coaxially mounted on the cylindrical surface of the steering wheel shaft (6), and the distance between the axis (603) of the steering wheel shaft (6) and the coaxial line (104) of the front main journal (100) and the rear main journal (101) is equal to the sum of the radius of the pitch circle (401) of the front sector gear ring (4) and the radius of the pitch circle (604) of the auxiliary gear (602).

5. The combined rack-combined crankshaft conversion mechanism according to claim 1, characterized in that: The connecting rod ring (200) is arranged at one end of the combined rack (2), and the two limiting grooves (205) are respectively opened on the two side surfaces of the toothless middle rack (202) of the combined rack (2) and the first rack (201) and the last rack (203) at both ends thereof, and the indexing line of the first rack (201) and the indexing line of the last rack (203) are collinear with the indexing straight line (204).

6. The combined rack-combined crankshaft conversion mechanism according to claim 1, characterized in that: The short guide rail (701) is mounted on one side surface of the end of the guide plate (7); the other end of the guide plate (7) is a rotating ring (702); the limiting groove (205) matches the short guide rail (701); and the limiting groove (205) can slide along the short guide rail (701).

7. The combined rack-combined crankshaft conversion mechanism according to claim 1, characterized in that: One or more cylinders (11) are arranged on the shell of the additional cylinder body (13), and one end or both ends of each driving rack (8) in the additional cylinder body (13) are respectively hinged to the piston (10) in the one or more cylinders (11), so as to form an engine group with only one set of combined crankshafts (1) and one or more cylinders (11).

8. The combined rack-combined crankshaft conversion mechanism according to claim 7, characterized in that: Each of the pistons (10), the combined crankshaft (1) and the combined rack (2) are assembled in the following manner: the main gear (301) is meshed with the head end teeth (206) of the first section rack (201), and the pistons (10) at the ends of each driving rack (8) are at the top dead center or the bottom dead center of their travel; when the main gear (301) is disengaged from the first section rack (201), the steering gear (601) which is always meshed with the main gear (301) drives the auxiliary gear (602) which is coaxial with the main gear (301) to mesh with the front sector gear ring (4), and the pistons (10) at the ends of each driving rack (8) are respectively in the state of moving toward the bottom dead center and the top dead center; when the front sector gear ring (4) is disengaged from the auxiliary gear (602), the last section rack (203) is meshed with the main gear (301). 1) meshing; when the end teeth (208) of the last rack (203) mesh with the main gear (301), the pistons (10) at the ends of the driving racks (8) are respectively at the lower dead center and the upper dead center of their travel; when the last rack (203) is disengaged from the main gear (301), the rear sector gear ring (5) is meshed with the sub-gear (305), and the pistons (10) at the ends of the driving racks (8) are respectively in the state of moving toward the upper dead center and the lower dead center; when the rear sector gear ring (5) is disengaged from the sub-gear (305), the first rack (201) is meshed with the main gear (301); when the first end teeth (206) of the first rack (201) are meshed with the main gear (301) again, the pistons (10) at the ends of the driving racks (8) are respectively at the upper dead center or the lower dead center of their travel.

9. The combined rack-combined crankshaft conversion mechanism according to claim 1, characterized in that: One or more transmission shafts (3) and one or more steering wheel shafts (6) are added on the two side walls of the crankcase (12); the axis (300) of each transmission shaft (3) is distributed on a circumference with the coaxial line (104) of the front main journal (100) and the rear main journal (101) as the center and the distance between the axis (300) of each transmission shaft (3) and the coaxial line (104) as the radius; a main gear (301) and a sub-gear (305) are provided on the cylindrical surface of each additional transmission shaft (3); and a steering gear (601) and an auxiliary gear (605) are provided on the cylindrical surface of each additional steering wheel shaft (6). The invention relates to a wheel (602), a main gear (301) on each additional transmission shaft (3) meshes with a steering gear (601) on each additional steering wheel shaft (6), an auxiliary gear (602) coaxial with the steering gear (601) meshes alternately with a front fan gear ring (4), and a sub-gear (305) on each additional transmission shaft (3) meshes alternately with a rear fan gear ring (5); one or more combined racks (2) are added to the extended connecting rod journal (103), and a connecting rod ring (200) at the end of the first section rack (201) of each combined rack (2) is installed on the extended connecting rod journal (103). The first rack (201) and the last rack (203) of each combined rack (2) are alternately meshed with the main gear (301) on each additional transmission shaft (3) in sequence; the limit grooves (205) on both side surfaces of each additional combined rack (2) are assembled on the short guide rail (701) of the guide plate (7); more than one cylinder (11) is added to the shell of the additional cylinder body (13); each additional transmission shaft (3) extends into the additional cylinder body (13); and more than one driving gear (302) is evenly spaced on the cylindrical surface of each transmission shaft (3) in the additional cylinder body (13); A driving gear (302) is meshed with a driving rack (8); a limiting ring (901) of a limiting flat rod (9) on both sides of each additional driving rack (8) is mounted on the cylindrical surface of a transmission shaft (3); two ends of a rotating shaft (89) on the back side (801) of each driving rack (8) are respectively mounted in the limiting circular holes (902) of the two limiting flat rods (9); one end or both ends of each additional driving rack (8) are respectively hinged to a piston (10) in each additional cylinder (11), thereby forming an ultra-high-power engine unit having only one set of combined crankshafts (1) and more than one cylinder (11).

10. The combined rack-combined crankshaft conversion mechanism according to claim 1, characterized in that: More than one pump body or compressor is arranged on the shell of the additional cylinder body (13), and the reciprocating piston of each pump body or compressor and its connecting rod are connected to one end or both ends of each driving rack (8), and the front main journal (100) and the rear main journal (101) extended on one side or both sides of the crankcase (12) are connected to the power output shaft of the power equipment, and the rotational motion of the power output shaft of the power equipment can be converted into the reciprocating linear motion of the piston in the pump body or compressor.

Images