Automobile gravity converted into power through two inner half tire air pressure pistons on same wheel and same connecting rod

Abstract

In order to solve the problem that the gravity of the existing moving automobile cannot be converted into the traction force of the automobile, the automobile gravity conversion device comprises hubs of symmetrical baffles which are connected on the circumferential cambered surface, and two semicircular inner tubes which are not communicated with each other in air pressure, and the two semicircular inner tubes are respectively communicated with an air cylinder; the two air cylinders are symmetrically and oppositely arranged and fixedly installed in the hub, pistons in the two air cylinders share a rack connecting rod and are meshed with a sector tooth swing rod with a rotating point fixedly installed on the hub, the sector tooth swing rod is hinged to a connecting rod, the connecting rod is hinged to an L-shaped rotating rod, the rotating point is assembled on the bottom face of the hub, the L-shaped rotating rod penetrates through the hub, and a gear is fixedly installed at the inner end of the L-shaped rotating rod. Therefore, the two half inner tubes alternately and indirectly touch the ground due to rotation to generate'air pressure difference ', and a piston in the cylinder reciprocates to be linked with a gear for transmission, so as to assist the running of an automobile in advance of the power of an engine.

Description

Technical Field

[0001] This invention relates to a motor vehicle, and more particularly to an automobile. Background Technology

[0002] In the current domestic and international automotive markets, since the invention of the automobile hundreds of years ago, the enormous natural energy of the weight of a moving vehicle, especially the weight of a moving, loaded vehicle, has been wasted. It is a pity that the weight of the moving vehicle cannot be converted into traction force by utilizing the inner tube of the special active tire and the mechanical transmission mechanism equipped on the active wheel hub. Summary of the Invention

[0003] To overcome the aforementioned shortcomings of existing technologies, I, Yuan Wulun (Yuanguji, Dutang Township, Dingtao County, Shandong Province), have conducted over twenty years of continuous and in-depth research and analysis. I have developed a device that utilizes a pneumatic structure with instantaneous action to drive mechanical transmission. This device converts the weight of a car into a power unit through the air pressure pistons and connecting rods of two inner tubes on the same wheel. The device utilizes two equally pressurized, unconnected cylinders mounted on the same drive wheel, each connected to the other. The two cylinders are symmetrically positioned and fixed in the hub of the drive wheel, and the pistons in both cylinders share a common... The surface is equipped with a rack and pinion linkage that meshes with a sector gear lever fixed to the central pivot on the drive wheel hub. The sector gear lever is linked to a force-guiding linkage, which is hinged to a lever on an "L"-shaped rotating rod with its rotation point located on the hub. The "L"-shaped rotating rod penetrates the bottom surface of the hub and is fixed to the main gear on the inside. Through gear transmission, the moving weight of the car (actually the high-frequency oscillating "pressure difference" between the two cylinders) is converted into a rotational torque that precedes the power transmission rate of the car engine. This torque is then transmitted to the half-shafts in the chassis axle to assist the car's traction. Alternatively, the main gear in the device that converts the moving weight of the car into a rotational torque meshes with a "dead" gear of the same number of teeth fixed on the outer end of the chassis axle, providing "assistance" to the hub in the direction of rotation.

[0004] As an optimization, a resin arc-shaped sheet is fitted on the outer end of a symmetrically opposed baffle fixed on the circumferential arc surface of the drive wheel hub. This sheet is in close contact with the outer ends of the two semi-circular inner tubes mounted on the wheel hub. With this design, the two semi-circular inner tubes in a single "O"-shaped rubber tire are shared. As the wheel rolls, the outer ends of the two baffles are intermittently positioned above the road surface, generating pressure on the rubber tire. This not only damages the tire but also produces a sound of impacting the road surface. The resin arc-shaped sheet provides cushioning, ensuring that the tire is not damaged by the two baffles on the wheel hub. At the same time, the two fixed metal baffles on the wheel hub prevent the interaction of air pressure at the outer ends of the two semi-circular inner tubes.

[0005] As an optimization, two symmetrical semicircular inner tubes are mounted on the main tire hub, which is fixed with symmetrically opposed metal baffles on its circumference. They share a rubber "O"-shaped outer tire. Each of the two semicircular inner tubes is connected to the top surface of two symmetrically opposed cylinders of the same shape fixed in the hub through an air guide tube. Each of the two cylinders is equipped with a piston of the same shape. The piston circumference is equipped with two alternating oil rings and two gas rings. The two pistons share a rack and pinion prism connecting rod with a rack on its surface. The rack side of the rack and pinion connecting rod is pressurized by a limit bearing mounted on the bottom surface of the hub. In this design, the limit bearing is used to prevent the two pistons connected by the rack and pinion connecting rod from spinning during the radial back and forth movement in the two cylinders, ensuring smooth meshing between the rack and the fan-shaped rocker arm fixed on the hub by the central rotating shaft.

[0006] As an optimization, the rack and pinion linkage meshes with a fan-shaped rocker arm fixed to the bottom surface of the wheel hub on the central rotating shaft. The inner side of the other end of the fan-shaped rocker arm is wound with the outer side of one end of a force-guiding linkage. The inner side of the other end of the force-guiding linkage is wound with the outer side of the outer end of the vertical lever attached to the "L"-shaped rotating rod. The "L"-shaped rotating rod is fitted with a bearing on the bottom surface of the drive wheel hub, and it penetrates the bottom surface of the wheel hub to the outer side, with a main gear fixed at its end. This design utilizes the gravity of the moving car (actually the "pressure difference" between the two piston surfaces). By using a shared rack and pinion linkage, the two pistons move radially back and forth in their respective cylinders. Through the meshing of the rack and pinion linkage with the fan-shaped rocker arm, it swings back and forth around the central fixed rotating shaft, linking the force-guiding linkage, which in turn drives the vertical lever on the "L"-shaped rotating rod, causing the rotating rod attached to the "L"-shaped rotating rod to rotate under forced rotation. As the wheel rotates, the main gear connected to the end of the "L"-shaped rotating rod also rotates. This design ensures that the moving gravity always acts on the lower tire that is indirectly in contact with the road surface (based on Ripascal's law in fluid mechanics—the theory that pressure applied to a fluid in a sealed container is transmitted in all directions according to its original magnitude). The two tires will inevitably generate a huge "pressure difference," and this "pressure difference" occurs twice with each rotation of the wheel, alternating between the lower tire and the one indirectly in contact with the road surface. This causes the two pneumatic pistons connected by the same linkage to move radially once in their respective cylinders. This, in turn, engages the sector tooth rocker arm through the rack and pinion linkage, causing the sector tooth rocker arm to swing left and right once around the central fixed rotating axis. This, in turn, is linked by the force-guiding linkage to force the "L"-shaped rotating rod to rotate once, and the main gear also rotates once.

[0007] As an optimization, a large bearing is installed inside the central housing of the intermediate coupled gear. This large bearing is mounted on the outermost end of the vehicle chassis axle. The gear on the outer end of the intermediate coupled gear meshes with the main gear. The gear on the inner end of the intermediate coupled gear (the number of teeth on the main gear is twice the number of teeth on the two identical gears on the coupled gear) meshes with the gear mounted on the outer side of the coaxial synchronous gear with the same number of teeth. A small bearing is installed in the center of the shaft of the coaxial synchronous gear, mounted on the coupled support frame on the outer surface of the vehicle chassis axle. The gear on the inner end of the coaxial synchronous gear meshes with the vehicle chassis axle. The drive-drive tire's integrated half-shaft driven gear is designed to utilize the vehicle's weight (i.e., the "pressure difference" generated by the oscillation of the two semi-circular inner tubes). This pressure is converted into rotational torque through mechanical transmission via the reciprocating movement of the pneumatic piston and rack and pinion. This torque is then transmitted through gears, ensuring that the pneumatic torque "leads" the torque output by the vehicle's engine (because pneumatic transmission is instantaneous, the impact rate of pneumatic "potential energy" is higher than that of pure mechanical energy transmission). This provides additional force to the drive-drive tire's integrated half-shaft. As for the inner end of the vertical lever on the "L"-shaped lever, due to the rotational inertia of the entire gear transmission mechanism, it is impossible for it to swing back along the same path as the connecting rod at the "top dead center" without rotating around the "L"-shaped lever.

[0008] As an optimization, in the second specific implementation scheme, the "pressure difference" generated by the two semi-circular inner tubes during the car's movement drives the main gear to rotate. Simultaneously, the main gear, along with the drive wheel hub, revolves around the "dead" gear fixed to the outermost shell of the car chassis axle. The main gear meshes with the "dead" gear on the outermost end of the axle. With this design, the meshing force between the main gear and the "dead" gear causes the "dead" gear to "push" back against the main gear, which then assists the wheel hub through the "tangential force" on the "L"-shaped shaft, effectively providing assistance in the direction of wheel rotation. If the main gear meshing with the "dead" gear does not push back against the main gear but instead "pushes" it forward, it creates resistance to the car's movement. In this case, an intermediate gear is installed between the main gear and the "dead" gear to compensate for this.

[0009] As an optimization, lubrication between the cylinder and piston, between the rack and pinion and the sector rocker arm, between the guide rod and the sector rocker arm, and between the guide rod and the lever on the "L"-shaped rotating rod is achieved by injecting lubricating oil into the hub cavity, and then completely sealing the basin-shaped hub cavity with a thin stainless steel sheet. As for lubrication between the main gear and the driven gear, lubricating oil can be injected into a special box to achieve lubrication.

[0010] By adopting the above technical solution, the gravity of the moving car is converted into power by a pneumatic mechanism and a cylinder piston mechanism that generate a huge "pressure difference" through two semi-circular inner tubes with equal pressure but no communication on the same drive wheel hub, which drive the mechanical transmission mechanism (gear transmission). This achieves the purpose of converting the gravity of the moving car into the traction force of the car. Its structure is simple, its operation is reliable, and it is easy to implement. Attached Figure Description

[0011] Figure 1 The diagram shows the principle of the present invention, which converts the car's gravity into power through the air pressure pistons and connecting rods of the two inner half tires on the same wheel, and the swing mechanism of the sector tooth rocker arm in the wheel hub, which converts the swing force into rotation.

[0012] Figure 2 The diagram shown is a schematic diagram of the gear transmission principle in the first specific embodiment of the present invention, in which the vehicle's gravity is converted into power through the air pressure piston and connecting rod of the two inner half tires on the same wheel.

[0013] Figure 3 The diagram shown is a schematic diagram of the gear transmission principle in the second specific embodiment of the present invention, in which the vehicle's gravity is converted into power through the air pressure piston and connecting rod of the two inner half tires on the same wheel.

[0014] Figure 4 The diagram shows the wheel hub structure of the present invention, in which the vehicle's gravity is converted into power through the air pressure pistons and connecting rods of the two inner half tires on the same wheel.

[0015] Figure 5 The diagram shows a pneumatic mechanism and a mechanical transmission mechanism for converting the vehicle's gravity into power through the air pressure pistons and connecting rods of the two inner tubes on the same wheel, according to the present invention. Detailed Implementation Plan

[0016] Option 1

[0017] like Figure 1 , 2Figures 4 and 5 show the conversion of the vehicle's gravity into power through the air pressure pistons and connecting rods of the two inner half tires on the same wheel. This includes a wheel hub (1) on the vehicle's active tire. The wheel hub (1) is mounted on the outermost end of the vehicle chassis axle (6). Symmetrically opposed thick metal baffles (10) and (11) are fixed to the circumferential arc-shaped outer surface of the wheel hub (1). A resin arc-shaped thin plate (12) is mounted on the outer end of the baffle (10), and a resin... An arc-shaped thin plate (13) and two semi-circular inner tubes (2) and (3) are fitted between baffles (10) and (11) fixed on the outer circumference of the main wheel hub (1). The two semi-circular inner tubes (2) and (3) are fitted with the same outer tire (5). An inflation nozzle (24) and an air pipe (20) are respectively arranged on the inner surface of the semi-circular inner tube (2). An air valve (21) is installed on the air pipe (20), and the other end of the air pipe (20) is connected to the top surface of the cylinder (22). An inflation nozzle (33) and an air pipe (30) are respectively arranged on the inner surface of the semi-circular inner tube (3). An air valve (31) is installed on the air pipe (30), and the other end of the air pipe (30) is connected to the top of the cylinder (32). Two cylinders (22) and (32) are symmetrically mounted on the bottom surface of the hub (1). Each cylinder (22) and (32) is equipped with its own pneumatic piston (23). The two pneumatic pistons (23) share a quadrangular prism rack and pinion connecting rod (4). One outer surface of the rack and pinion connecting rod (4) is equipped with a rack, while the other rack is mounted on the surface of the quadrangular prism connecting rod (4) on the opposite side by a large bearing (41) mounted on the vertical axis of the bottom surface of the hub (1). With the aid of pressure, the rack and pinion linkage (4) meshes with the central rotating shaft, which is vertically fixed to the bottom surface of the hub (1). The inner side of the other end of the rack and pinion linkage (40) is wound with the outer side of one end of the force guiding linkage (44). The inner side of the other end of the force guiding linkage (44) is wound with the outer side of one end of the lever (45) of the vertically connected "L"-shaped rotating rod (46). The "L"-shaped rotating rod (46) is fitted by the bearing inner hole fitted on the bottom surface of the hub (1) and passes through the main wheel. The bottom surface of the hub (1) is on the outside. The end of the "L"-shaped rotating rod (46) is equipped with a main gear (47) to mesh with the outermost gear (8) of the intermediate gear mounted on the bearing body of the chassis axle (6). The intermediate gear (80) meshes with the coaxial synchronous gear (81), the synchronous coaxial gear (82) meshing gear (71), and the shaft (83) of the synchronous coaxial gear (81) and (82) is centrally mounted on the wheel hub (1). On the vertical support (61) of the outer surface of the car chassis axle (6), the gear (71) is mounted on the car active tire drive half shaft (7). The inner end of the half shaft (7) is equipped with a driven bevel gear (72), which meshes with the main bevel gear (90) mounted on the end of the car engine output drive shaft (9). The outer end of the half shaft (7) is fixed with a disc (70), which is connected to the wheel hub (1) by multiple bolts.Several layers of stacked arc-shaped spring plates (201) are fitted on the outer end of the vehicle chassis axle (6). The spring plates (201) are connected to the vehicle chassis axle (6) by U-bolts (202). Vehicle bodies are fitted on both ends of the spring plates (201).

[0018] Option 2

[0019] like Figure 1 , 3 As shown in Figures 4 and 5, the gravity of the car in this invention is converted into power by the air pressure piston and connecting rod of the two inner half tires on the same wheel. This is the same as the gravity of the moving car described in Scheme 1, which is implemented by the pneumatic mechanism linking the main gear (47) of the mechanical transmission mechanism. However, the main gear (47) is a "dead" gear (62) that is meshed and fixed on the outermost shell of the car chassis axle (6).

Claims

1. A method for converting the gravity of a car into power through the air pressure of two inner tubes on the same wheel via a piston and connecting rod, characterized in that... The car moves under its own weight, aided by symmetrically opposed baffles fixed to the circumferential arc surface of the same drive wheel hub. Two semicircular inner tubes with equal air pressure, not connected to each other, are mounted on the hub. These two semicircular inner tubes share a single rubber outer tire, each connected to its own cylinder. The two cylinders are symmetrically opposed and fixed within the same drive wheel hub, and the pistons in these two identical cylinders share a connecting rod with a rack on its outer surface. Because the car's weight always acts on the two non-combining, non-combining "lower tires" during operation, a pressure difference inevitably arises between the two symmetrically opposed, equal-pressure inner tubes on the same drive wheel hub. (This pressure difference is actually the car's weight.) As the car's wheels roll, this "pressure difference" alternately acts on the "lower tire" in contact between the two inner tubes. This causes the pistons in the cylinders of the two inner tubes (and the piston mechanisms of the two cylinders, which are fixed in the same wheel hub, are completely identical) to receive unequal pressure impact forces. As a result, the two pistons connected at both ends of the same connecting rod must move synchronously, in the same frequency, and in the same direction. As the car moves forward, the two inner tubes mounted on the same drive wheel hub alternately contact the road surface, causing the pistons in the two cylinders to reciprocate along the rack and pinion connecting rod to link the mechanical transmission and assist the moving car. And for every revolution of the wheel, the rack and pinion connecting rod shared by the two air pressure pistons reciprocates once.

2. The method according to claim 1, wherein the gravity of a vehicle is converted into power through the air pressure piston and connecting rod of two inner tubes on the same wheel, is characterized in that... The central rotating shaft is fixed in the drive hub. The sector teeth of the sector gear rocker arm mesh with the rack on the rack and pinion. The inner side of the other end of the sector gear rocker arm is wound with the outer side of one end of the force guide rod. The inner side of the other end of the force guide rod is also wound with the outer side of the outer end of the vertical rocker arm of the "L"-shaped rocker arm. The rotation point of the "L"-shaped rocker arm is fitted on the bottom surface of the hub. The "L"-shaped rocker arm extends outside the hub body and is fixed with a main gear at its end. The two pneumatic pistons sharing a rack and pinion move back and forth at high frequency, causing the sector gear rocker arm meshed by the rack and pinion to swing back and forth at high frequency. Through the force guide rod, the vertical rocker arm of the "L"-shaped rocker arm rotates, causing the main gear on the inner end of the "L"-shaped rocker arm to rotate and transmit torque.

3. The method for converting automobile gravity into power via the air pressure piston and connecting rod of two inner tubes on the same wheel, as described in claims 1 and 2, is characterized in that... The main gear meshes with the driven gear mechanism, causing the high-frequency oscillating "pressure difference" between the two inner tire halves to be generated as the car moves forward. This pressure difference is then converted into rotational torque through mechanical transmission and transmitted to the drive half-shaft in the rear axle of the car, thus "leading" the engine's output power to increase torque (because the air pressure impact force is transmitted instantaneously, there is a leading tendency. This is the first implementation scheme). Alternatively, the high-frequency oscillating "pressure difference" between the two inner tire halves generated as the car moves forward can be converted into torque through mechanical transmission and transmitted to the "dead" gear on the upper part of the chassis axle, thus "leading" the rolling tires. This "reverse" force is applied to the drive wheel hub relative to the stationary chassis axle, thereby assisting the tire's rotation (because the main gear both meshes with the "dead" gear on the upper part of the chassis axle, which is stationary, to transmit torque at high speed, and the drive wheel hub is also subjected to the "reverse" meshing thrust of the "dead" gear on the chassis axle, which is stationary, and also rotates under constant, huge impact. This is the second specific implementation scheme).

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