Reciprocating engine crankshaft mechanism

Abstract

The invention relates to the technical field of engine crankshafts, and provides a reciprocating engine crankshaft mechanism which comprises a piston, a transmission assembly and an output shaft, and the transmission assembly is composed of a swing arm, a gear ring and a pinion. One end of the swing arm is connected with the piston, and the other end is connected with the gear ring which is meshed with the pinion in real time to form a power transmission path. Through the structural design of the inner gear ring or the outer gear ring, the conversion from the reciprocating motion of the piston to the continuous rotation of the gear is realized in cooperation with the meshing mode of the standard / eccentric / non-circular gear. According to the mechanism, periodic fluctuation of a force arm of a traditional crankshaft mechanism is eliminated through swing arm hinging, combined connection, rigid connection and the like by means of the curve movement characteristic of a gear ring, and it is ensured that the acting force arm keeps stable in the power transmission process. The crankshaft mechanism effectively solves the problem of energy loss caused by the fact that a force arm of a traditional crankshaft mechanism returns to zero near upper and lower dead points, remarkably improves transmission efficiency, reduces vibration and part abrasion, and has the remarkable advantages of improving heat efficiency and operation stability.

Description

Technical Field

[0001] This invention relates to the field of engine crankshaft technology, and more specifically to a reciprocating engine crankshaft mechanism. Background Technology

[0002] The crankshaft mechanism of an internal combustion engine works by the piston driving the crankshaft in a pure circular motion via the connecting rod, and then outputting power through the circular motion of the crankshaft. In traditional crankshaft mechanisms, the piston thrust acting on the crankshaft through the connecting rod exhibits a periodic fluctuation in the lever arm length, resulting in low power transmission efficiency. Specifically, during the reciprocating motion of the crankshaft from top dead center (TDC) to bottom dead center (BDC), the lever arm length gradually increases from zero to its maximum value, corresponding to a 90° crankshaft rotation angle, and then decreases back to zero. This periodic change causes the torque output to exhibit a non-linear characteristic of "0-maximum-0," with an actual average transmission efficiency of less than 45%. More seriously, when the piston experiences maximum combustion gas pressure at TDC, the lever arm length is precisely at its minimum, preventing the peak energy from being effectively converted into output torque; while near BDC, although the lever arm reaches its maximum value, the combustion gas pressure has significantly decreased, further exacerbating energy waste. This inherent defect causes the thermal efficiency of traditional crankshaft mechanisms to stagnate at 30%–40% for a long time, with more than 50% of fuel energy being lost as heat or vibration.

[0003] Furthermore, the reciprocating inertial force of the piston and the centrifugal force of the crankshaft rotation create complex coupled vibrations, which need to be partially offset by an additional counterweight mechanism. However, this still cannot completely eliminate high-frequency vibrations and noise, affecting the smoothness of engine operation and the lifespan of key components. Secondly, the high-pressure sliding friction contact surfaces between the crankshaft journal and the connecting rod bearing are prone to wear under high-speed conditions, requiring a complex lubrication system to maintain performance. Long-term use can easily lead to increased clearance, oil leaks, and other malfunctions, increasing maintenance costs. Thirdly, the momentary zeroing of the lever arm during piston reversal causes a brief interruption in power output, resulting in torque fluctuations. This is especially problematic under low-speed, high-load conditions, causing discontinuous power output and limiting the engine's adaptability to different operating conditions. In addition, multi-cylinder engines require complex crankshaft phase layouts to balance power, but due to limitations in crankshaft length and rigidity, high-power-density designs face technical bottlenecks and are difficult to adapt to new, efficient combustion modes.

[0004] Although existing technologies attempt to improve efficiency and vibration by optimizing crankshaft eccentricity, adjusting connecting rod length ratios, or adding balance shafts, none have overcome the fundamental limitation of the periodic change in the lever arm. For example, crankshaft shape optimization can only slightly increase the lever arm length within a local angular range, while balancing mechanisms, although reducing vibration amplitude, increase system complexity and weight. More importantly, traditional crankshaft mechanisms cannot achieve real-time matching between the piston thrust line of action and the lever arm direction, resulting in an angle between the thrust vector and the lever arm axis, further reducing the effective torque component.

[0005] Therefore, there is an urgent need for a new type of power conversion mechanism that can eliminate lever arm fluctuations and achieve constant torque transmission, so as to fundamentally break through the bottleneck of thermal efficiency and the limitation of structural reliability. Summary of the Invention

[0006] To address the problems existing in the background art, the present invention provides a reciprocating engine crankshaft mechanism, including a piston, a transmission assembly and an output shaft, wherein the transmission assembly includes a rocker arm, a gear ring and a pinion; One end of the swing arm is connected to the piston, and the other end is rigidly connected to the gear ring, which meshes with the pinion in real time. The pinion meshes with the gear on the output shaft; The reciprocating motion of the piston drives the gear ring to rotate continuously, thus transmitting the piston's power.

[0007] In the preferred scheme, The transmission assembly includes two types: an internal gear ring structure and an external gear ring structure, wherein: In the internal gear ring structure, the pinion is located inside the gear ring, and the gear ring has internal teeth; In the external gear ring structure, the pinion is located outside the gear ring, and the gear ring has external teeth; For both types of gear rings mentioned above, the tooth arrangement trajectory of the gear ring, i.e. the meshing line between the gear ring and the pinion, is a closed curve.

[0008] In the preferred scheme, The pinion can be one of the following shapes: standard gear, eccentric gear, or non-circular gear. A standard pinion is a standard gear whose shaft and the line of meshing are concentric. An eccentric gear is a gear whose axis of rotation does not coincide with the line of meshing. Non-circular gears are gears manufactured according to a specific trajectory, and their meshing line is non-circular.

[0009] In the preferred scheme, One end of the swing arm is hinged to the piston, and the other end is rigidly connected to the gear ring; The gear ring meshes with the pinion in real time; the gear ring moves along a curve under the reciprocating motion of the piston and the swing of the swing arm, so that the pinion rotates continuously and transmits power through the output shaft. In the preferred scheme, One end of the swing arm is rigidly connected to the piston, and the other end is rigidly connected to the gear ring. The pinion is connected to a swing mechanism; Driven by the reciprocating motion of the piston, the gear ring moves along a curve, while the pinion swings continuously under the drive of the oscillating mechanism, so that the gear ring and the pinion mesh in real time. During this process, the pinion rotates continuously and outputs power through the output shaft.

[0010] The present invention provides an engine comprising the above-described reciprocating engine crankshaft mechanism.

[0011] The beneficial effects achieved by this invention are as follows: I. This invention replaces the traditional crankshaft connecting rod mechanism with a transmission structure that uses a non-circular gear ring and gear meshing, thus solving the power loss problem caused by the periodic change of the lever arm in the prior art. The traditional crankshaft mechanism has a power transmission efficiency of only 45% because the lever arm increases from 0 to its peak value and then returns to zero; however, this invention, through the design of a variable diameter gear ring, keeps the lever arm length of the piston thrust acting on the gear ring constant, and preliminary evaluation shows that the transmission efficiency is improved to nearly 95%. This improvement stabilizes the power output torque and avoids the periodic efficiency decay of the traditional structure.

[0012] Second, by optimizing the power transmission path, this invention significantly reduces energy conversion losses. Traditional engines have a thermal efficiency of 30%–40%, while this invention, through efficient gear meshing, theoretically achieves a thermal efficiency of 80%–90%, reducing fuel consumption by 55%–60%. This effect stems from the direct utilization of piston thrust by gear transmission, avoiding energy waste caused by lever arm changes and angular offsets in traditional crankshafts.

[0013] Third, the dual-mode design of the internal / external gear ring proposed in this invention achieves seamless connection between piston reciprocating motion and gear rotation, while simplifying the mechanical structure through a rigid connection method of rocker arm hinge and fixed output shaft. The continuous meshing characteristics of the non-circular gear ring avoid the vibration and impact loads of traditional crankshaft mechanisms, reduce component wear, and improve system operational stability. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of a reciprocating engine crankshaft mechanism with an internal gear ring structure featuring an articulated swing arm. Figure 2 This is a schematic diagram of the working process of a reciprocating engine crankshaft mechanism with an internal gear ring structure and an articulated swing arm. Figure 3 This is a schematic diagram of a reciprocating engine crankshaft mechanism with an external gear ring structure featuring an articulated swing arm. Figure 4 This is a schematic diagram of the working process of a reciprocating engine crankshaft mechanism with an external gear ring structure and an articulated swing arm. Figure 5 This is a schematic diagram of a reciprocating engine crankshaft mechanism with a rigidly connected swing arm and an internal gear ring structure. Figure 6 This is a schematic diagram of the working process of a reciprocating engine crankshaft mechanism with a rigidly connected swing arm and an internal gear ring structure. Figure 7 This is a schematic diagram of a reciprocating engine crankshaft mechanism with a rigidly connected swing arm and an external gear ring structure. Figure 8 This is a schematic diagram of the working process of a reciprocating engine crankshaft mechanism with a rigidly connected swing arm and an external gear ring structure. Figure 9 This is a schematic diagram of the connection structure between the piston and the rocker arm; Figure 10 This is a schematic diagram of the connection structure between the swing arm and the gear ring.

[0015] Numbering on the map: 1. Piston; 2. Rocker arm; 3. Gear ring; 4. Pinion; 5. Output shaft. Detailed Implementation

[0016] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings. In addition, the forms of the various structures described in the following embodiments are merely illustrative. The present invention is not limited to the structures described in the following embodiments. All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0017] Reference Figures 1-10 The present invention also provides a reciprocating engine crankshaft mechanism, including a piston 1, a transmission assembly and an output shaft 5, wherein the transmission assembly includes a rocker arm 2, a gear ring 3 and a pinion 4; There are two ways to connect piston 1 and rocker arm 2: hinged connection and combined connection; There are two ways to connect the swing arm 2 and the gear ring 3: hinge and combination connection. The gear ring 3 meshes with the pinion 4 in real time; the pinion 4 meshes with the gear on the output shaft 5; through the reciprocating motion of the piston 1, the gear ring 3 drives the pinion 4 to rotate continuously, thus transmitting the power of the piston 1.

[0018] In the transmission assembly, the connection between piston 1 and rocker arm 2 can be either hinged or combined.

[0019] Articulation: Piston 1 is articulated with rocker arm 2 via a pin or ball joint, allowing it to swing freely within a certain range (see...). Figure 4 ).

[0020] Combination connection: Piston 1 and rocker arm 2 are composed of one or more small parts. There are six combination methods: one-piece, welding, bolt connection, special pin connection, sliding groove connection, and threaded connection; both internal and external tooth types of gear ring 3 are applicable.

[0021] One-piece: Piston 1 and rocker arm 2 are made from a single blank, forming a single part (see...). Figure 5 Figure 6 ).

[0022] Welding: The piston 1 and the rocker arm 2 are joined together as a whole by welding. Figure 9-1 ).

[0023] Bolted connection: The piston 1 and the rocker arm 2 are connected by bolts. Figure 9-2 9-3).

[0024] Irregular pin connection: Connect piston 1 and rocker arm 2 with a pin (the pin cross-section is polygonal, with 3-500 sides is acceptable). Figure 9-4 ).

[0025] Slide connection: including dovetail slide and square slide, the piston 1 and rocker arm 2 are connected by the above two types of slide, which can slide back and forth as shown in the figure, or slide left and right. Figure 9-5 9-6).

[0026] Threaded connection: The piston 1 and the rocker arm 2 are connected by threads. Figure 9-7 ).

[0027] In the transmission assembly, the connection between the swing arm 2 and the gear ring 3 can be either hinged or combined.

[0028] Hinged: The swing arm 2 is hinged to the gear ring 3 via a pin or ball joint, allowing it to swing freely within a certain range (see...). Figure 10-2 ).

[0029] Combination Connection: The swing arm 2 and the gear ring 3 are composed of one or more small parts, and there are six possible combination methods:

[0030] One-piece, welded, bolted, irregular pin, sliding groove, and threaded connections are all possible; both internal and external tooth types of gear ring 3 are applicable. See appendix for details. Figure 10 .

[0031] One-piece: The swing arm 2 and gear ring 3 are made from a single blank, and are one part (see...). Figure 1 (Swing arm 2 and gear ring 3).

[0032] Welding: The swing arm 2 and the gear ring 3 are connected into a whole by welding. Figure 10-1 ).

[0033] Bolted connection: The rocker arm 2 and the gear ring 3 are connected by bolts. Figure 10-3 10-4).

[0034] Irregular pin connection: Connect the rocker arm 2 and the gear ring 3 with a pin (the pin cross-section is polygonal, with 3-500 sides is acceptable). Figure 10-5 ).

[0035] Slide connection: including dovetail slides and square slides, the rocker arm 2 and gear ring 3 are connected by the above two types of slides, which can slide back and forth or left and right, such as... Figure 10-6 This shows the forward and backward sliding motion. Figure 10-7 It involves swiping left and right.

[0036] Threaded connection: The rocker arm 2 and the gear ring 3 are connected by threads. Figure 10-8 ).

[0037] The gear ring 3 in the transmission assembly has two types: internal tooth structure and external tooth structure. The internal gear ring 3 has internal teeth, and the pinion 4 rolls inside the meshing line of the gear ring 3 (e.g., ...). Figure 1 ); The gear ring 3 has an external tooth structure, and the pinion 4 rolls outside the meshing line of the gear ring 3 (e.g., ...). Figure 3 ); The tooth arrangement trajectory of the two types of gear rings 3 mentioned above, that is, the meshing line between gear ring 3 and pinion 4, is a closed curve.

[0038] The transmission assembly includes two types: internal gear ring type 3 structure and external gear ring type 3 structure. In the internal gear ring type 3 structure, the pinion 4 is located inside the gear ring 3, and the gear ring 3 has internal teeth. In the external gear ring type 3 structure, the pinion 4 is located outside the gear ring 3, and the gear ring 3 has external teeth. The tooth arrangement trajectory of the gear ring 3, i.e. the meshing line between the gear ring 3 and the pinion 4, is a closed curve.

[0039] The pinion 4 can be one of the following shapes: standard gear, eccentric gear, or non-circular gear. Specifically: a standard pinion 4 is a standard gear in which the gear shaft and the gear meshing line are concentric; an eccentric gear is a gear in which the gear shaft and the gear meshing line do not coincide; and a non-circular gear is a gear made according to a specific trajectory, and its gear meshing line is non-circular.

[0040] This invention also provides a reciprocating engine crankshaft mechanism, including a piston 1, a transmission assembly, and an output shaft 5. The transmission assembly is a gear ring 3 transmission assembly, comprising a rocker arm 2, a gear ring 3, and a pinion 4. One end of the rocker arm 2 is hinged to the piston 1, and the other end is rigidly connected to the gear ring 3. The swing range of the rocker arm 2 is constrained by the stroke of the piston 1 and the movement path of the gear ring 3. The gear ring 3 meshes with the pinion 4 in real time. Driven by the reciprocating motion of the piston 1, the gear ring 3 moves along a curve, causing the pinion 4 to rotate continuously and transmit power through the output shaft 5. The gear ring 3 transmission assembly includes two structures: an internal gear ring type and an external gear ring type. In the internal gear ring type structure, the pinion 4 is located inside the gear ring 3, and the gear ring 3 has internal teeth. In the external gear ring type structure, the pinion 4 is located outside the gear ring 3, and the gear ring 3 has external teeth.

[0041] In the internal gear ring structure, the gear ring 3 is a non-circular gear ring 3, with an elliptical or rectangular shape, ensuring that the pinion 4 remains engaged with the gear ring 3 throughout the reciprocating motion of the piston 1 from top dead center to bottom dead center. In the external gear ring structure, the gear ring 3 is also a non-circular gear ring 3, with an elliptical, rectangular, or variable-diameter curve shape, ensuring that the pinion 4 remains engaged with the gear ring 3 throughout the reciprocating motion of the piston 1 from top dead center to bottom dead center.

[0042] In the internal gear ring structure, the gear ring 3 has a variable diameter curve structure, ensuring that the lever arm length of the piston 1 thrust acting on the gear ring 3 remains constant. In the external gear ring structure, the gear ring 3 has a variable diameter curve structure, ensuring that the lever arm length of the piston 1 thrust acting on the gear ring 3 remains constant. The output shaft 5 is rigidly connected coaxially to the pinion 4. This invention also provides an engine comprising a reciprocating engine crankshaft mechanism. Preferably, an engine has at least two reciprocating engine crankshaft mechanisms, each having an internal gear ring structure and an external gear ring structure.

[0043] In a reciprocating engine crankshaft mechanism with an internal gear ring type, when piston 1 is at top dead center, rocker arm 2 is vertical, and the short shaft end of gear ring 3 meshes with pinion 4. If gear ring 3 has a variable diameter curve structure, the lever arm length directly reaches its maximum value (100 units), while the elliptical / rectangular structure increases the lever arm from zero. When piston 1 moves downward, rocker arm 2 pushes gear ring 3 along the curved path, causing pinion 4 to rotate counterclockwise. Under the variable diameter curve structure, the lever arm remains constant throughout the stroke, resulting in stable torque output. Under the elliptical / rectangular structure, the peak torque is reached at the midpoint of piston 1's stroke (90° position) and then decays. When bottom dead center is reached, rocker arm 2 reverses to vertical, and gear ring 3 moves to the long shaft end. The lever arm at the meshing point remains constant (variable diameter curve) or returns to zero (elliptical structure). During the upward phase of piston 1, gear ring 3 moves in the opposite direction, but pinion 4 continues to rotate counterclockwise due to its symmetrical tooth design, ensuring uninterrupted power output.

[0044] In the reciprocating crankshaft mechanism of an internal gear ring type engine, the external gear ring structure adopts an external meshing design, with the pinion 4 located outside the gear ring 3. When piston 1 is at top dead center, the long shaft end of the external gear ring 3 meshes with the pinion 4. The lever arm of the variable diameter curve structure is directly 100 units, while that of the elliptical structure increases from zero. As piston 1 moves downward, it drives the gear ring 3 to move in a curved path, and the pinion 4 rotates clockwise. The torque is stable under the variable diameter curve structure, while the torque of the elliptical structure shows a trend of first increasing and then decreasing. At bottom dead center, the rocker arm 2 moves vertically in the opposite direction, and the gear ring 3 moves to the short shaft end. The meshing lever arm remains constant (variable diameter curve) or returns to zero (elliptical). When piston 1 moves upward, the gear ring 3 moves in the opposite direction, but the pinion 4 still rotates clockwise. The tooth symmetry ensures the continuity of power transmission, completely eliminating the problem of power interruption at bottom dead center in traditional crankshafts.

[0045] Both structures achieve lever arm optimization through a non-circular gear ring 3. The variable-diameter curved gear ring 3, through a special profile design, ensures that the lever arm length from the piston 1 thrust point to the gear center remains constant throughout the entire stroke. Compared to the traditional crankshaft lever arm periodically returning to zero, the torque output curve changes from a sinusoidal fluctuation of "0→100→0" to a curve of "100→100→100", theoretically increasing the transmission efficiency from 45% to 95%. While the elliptical / quasi-rectangular gear ring 3 still exhibits a periodic lever arm variation, the dynamic meshing compensation between the gear ring 3 and the gear significantly extends the duration of the maximum lever arm value, maintaining an overall efficiency of over 80%. Furthermore, the non-circular tooth design ensures that the gear meshing point remains close to a vertical angle, eliminating the lateral force loss inherent in traditional connecting rods.

[0046] Traditional crankshaft mechanisms rely on connecting rods to convert the reciprocating motion of piston 1 into crankshaft rotation. However, the lever arm is zero at the top / bottom dead center, causing torque output to be interrupted, and the lateral component of the connecting rod results in energy loss of up to 55%. This solution converts the thrust of piston 1 into effective torque throughout its entire stroke through direct meshing of the gear ring 3 and gear 4: the internal gear ring type utilizes the rigid connection of the rocker arm 2 to the curved movement of the gear ring 3, while the external gear ring type achieves power transmission without dead points through external meshing path compensation.

[0047] This invention achieves the effects of "constant lever arm" and "no dead-point transmission." The variable-diameter curved gear ring 3 can optimize its tooth profile through mathematical modeling, ensuring that the thrust direction of the piston 1 is always perpendicular to the lever arm, maximizing energy conversion efficiency. The symmetrical tooth profile design ensures that the gear rotation direction is consistent when the gear ring 3 moves in both directions, solving the problem of return power loss in traditional mechanisms. In engineering, the internal gear ring type is suitable for high-torque, compact space scenarios, while the external gear ring type is convenient for multi-cylinder parallel layouts. Both structures require high-precision gear machining, but through modular design, they can be compatible with existing engine production lines. This technology is not only applicable to internal combustion engines but can also be extended to reciprocating machinery fields such as hydraulic pumps and compressors, possessing disruptive industrial application potential.

[0048] Example 1: Hinged swing arm reciprocating crankshaft mechanism with internal gear ring. In this example, piston 1 is made of high-strength aluminum alloy or forged steel, with a hinged lug at the bottom, and is connected to swing arm 2 via a pin. Swing arm 2 is a rigid alloy steel or titanium alloy rod, hinged to piston 1 at the upper end and bolted to the flange of gear ring 3 at the lower end. Internal gear ring 3 has a non-circular structure (elliptical, rectangular, or variable diameter curve), with involute teeth and a surface treated with nitriding / laser hardening. Pinion 4 is fixed in the engine housing bearing seat and rigidly connected to the output shaft 5 coaxially. Swing arm 2 and gear ring 3 are rigidly connected by bolts, and the mating surfaces are coated with anti-loosening adhesive. Pinion 4 is supported by a deep groove ball bearing, allowing only rotation without axial displacement.

[0049] The working process of this embodiment is as follows: 1. During the downward movement of piston 1, the gas pressure pushes piston 1 down from top dead center, and rocker arm 2 drives internal gear ring 3 to move along a preset curved trajectory. The internal teeth of gear ring 3 mesh with pinion 4, causing pinion 4 to rotate counterclockwise, and output shaft 5 transmits torque. The lever arm length of variable diameter curved gear ring 3 is constant, and the torque output is smooth; the lever arm of elliptical / quasi-rectangular gear ring 3 increases from zero to its peak value and then decreases.

[0050] 2. During the upward movement of piston 1, after reaching bottom dead center, piston 1 moves upward due to inertia / cylinder pressure, while gear ring 3 moves in the opposite direction. The internal teeth on the other side of gear ring 3 mesh with pinion 4, still driving pinion 4 to rotate counterclockwise, ensuring uninterrupted power. The variable diameter curve structure maintains a constant lever arm throughout the entire process, while the elliptical structure's lever arm returns to zero at bottom dead center but recovers through tooth symmetry. The variable diameter curve structure achieves a constant lever arm, resulting in a transmission efficiency of 95% (compared to 45% for traditional crankshafts). This eliminates the problem of torque returning to zero at top / bottom dead center in traditional crankshafts, increasing thermal efficiency to 80%–90%.

[0051] Example 2: Hinged swing arm reciprocating engine crankshaft mechanism with external gear ring. In this example, the external gear ring 3 is a non-circular structure (elliptical, rectangular, or variable diameter curve), and the external teeth adopt a double circular arc tooth profile with plasma carburizing treatment. The swing arm 2 is a three-section titanium alloy structure, and the end flange is connected to the outer edge of the external gear ring 3 by eight bolts. The pinion 4 is located outside the gear ring 3 and is connected to the output shaft 5 through an involute spline; the tooth surface is ground to reduce friction.

[0052] The workflow of this embodiment is as follows: 1. During the downward movement of piston 1, the piston 1 experiences maximum pressure at top dead center, pushing the external gear ring 3 to move along a curved trajectory. The external teeth of the external gear ring 3 mesh with the pinion 4, causing the pinion 4 to rotate clockwise, and the output shaft 5 transmits power. The lever arm of the variable-diameter elliptical structure directly reaches its maximum value and remains constant; in the standard elliptical structure, the lever arm increases from zero to its peak value.

[0053] During the upward phase of piston 1, after reaching bottom dead center, piston 1 moves in the opposite direction, and external gear ring 3 moves in the opposite direction. The other tooth surface of external gear ring 3 meshes with pinion 4, still driving pinion 4 to rotate clockwise, and power is continuously output. The movement path of gear ring 3 is optimized through a variable diameter curve to eliminate lateral force loss. The external meshing design is suitable for multi-cylinder parallel layouts and has better compactness than internal gear ring type. The variable diameter curve structure ensures that the thrust direction is always perpendicular to the lever arm, maximizing energy conversion efficiency.

[0054] Reference Figures 5-8A reciprocating engine crankshaft mechanism includes a piston, a transmission assembly, and an output shaft. The transmission assembly is a gear ring transmission assembly, comprising a rocker arm, a gear ring, and a pinion. One end of the rocker arm is rigidly connected to the piston, and the other end is rigidly connected to the gear ring. The pinion is connected to a swing mechanism. Driven by the reciprocating motion of the piston, the gear ring moves along a curve, and the pinion swings continuously under the drive of the swing mechanism, causing the gear ring and the pinion to mesh in real time. During this process, the pinion rotates continuously and outputs power through the output shaft. The gear ring transmission assembly includes two types: an internal gear ring type structure and an external gear ring type structure. In the internal gear ring structure, the pinion is located inside the gear ring, and the gear ring has internal teeth. In the external gear ring structure, the pinion is located outside the gear ring, and the gear ring has external teeth. In the internal gear ring structure, the gear ring has a variable diameter curve structure, ensuring that the pinion and gear ring remain meshed throughout the piston's reciprocating motion from top dead center to bottom dead center, and the lever arm length of the piston thrust acting on the gear ring is constant. In the external gear ring structure, the gear ring has a variable diameter curve structure, ensuring that the pinion and gear ring remain meshed throughout the piston's reciprocating motion from top dead center to bottom dead center, and the lever arm length of the piston thrust acting on the gear ring is constant.

[0055] Example 3: A reciprocating crankshaft mechanism for a rigidly connected rocker arm with an internal gear ring. In this example, piston 1 is made of high-strength alloy steel casting and has a rigid connecting flange at the top. Rocker arm 2 is an integrally forged carbon fiber reinforced composite material rod, with both ends rigidly connected to the bottom flange of piston 1 and the outer edge of gear ring 3 by high-strength bolts, forming a backlash-free power transmission structure. Internal gear ring 3 is a non-circular gear ring with a variable diameter curve, and the internal teeth adopt a modified involute tooth profile. The surface is treated with a nano-coating to reduce the coefficient of friction. Pinion 4 is connected to output shaft 5 through a swing mechanism, which includes a double pivot bearing housing. Output shaft 5 is connected to the main drive system through a universal joint. The variable diameter curve of gear ring 3 is numerically optimized to ensure that the lever arm length from the point of application of piston 1 thrust to the center of gear ring 3 remains constant throughout the entire stroke.

[0056] The workflow is as follows: Piston 1 downward phase: The gas pressure pushes the piston 1 from the top dead center downwards, and drives the internal gear ring 3 to move along the preset variable diameter curve trajectory through the rigid rocker arm 2.

[0057] The internal teeth of the gear ring 3 mesh with the pinion 4 in real time, causing the pinion 4 to swing and rotate counterclockwise around the pivot of the swing mechanism. The swing mechanism compensates for the curvilinear displacement of the gear ring 3 through double pivot bearings, ensuring that the meshing tooth surfaces are always at the optimal contact angle.

[0058] The output shaft 5 outputs a constant torque under the continuous rotation drive of the pinion 4, and the lever arm length is kept constant through the variable diameter curve tooth profile.

[0059] Piston 1 upward phase: After piston 1 reaches the bottom dead center, it moves upward due to inertial force and cylinder negative pressure, and rigid rocker arm 2 pushes gear ring 3 back along the variable diameter curve trajectory.

[0060] The inner teeth on the other side of the gear ring 3 continuously mesh with the pinion 4, and the swing mechanism guides the pinion 4 to swing clockwise and maintain the counterclockwise rotation direction.

[0061] The output shaft 5 delivers uninterrupted torque, and the variable diameter curve of the gear ring 3 eliminates the inertial shock during traditional crankshaft commutation.

[0062] Example 4: A rigidly connected swing arm reciprocating crankshaft mechanism with an external gear ring. In this example, the external gear ring 3 adopts a rectangular variable diameter curve structure, and the external teeth are double pressure angle involute teeth with laser-coated wear-resistant alloy surfaces. The swing arm 2 is made of titanium-aluminum composite material, and both ends are rigidly locked to the piston 1 and the gear ring 3 through tapered fit. The swing mechanism of the pinion 4 is composed of a crank-connecting rod assembly: the pinion 4 shaft is hinged to one end of the connecting rod, and the other end of the connecting rod is fixed to an eccentric shaft on the engine housing, forming a swing-rotation composite motion pair. The output shaft 5 is connected to the pinion 4 shaft through an overrunning clutch to achieve unidirectional power transmission.

[0063] The workflow is as follows: Piston 1 downward phase: Piston 1 moves downward under the pressure of the combustion gas, and rigid rocker arm 2 pushes external gear ring 3 to move along a rectangular trajectory. The external teeth of gear ring 3 mesh with pinion 4, and the position of the meshing point changes dynamically with the curved displacement of gear ring 3.

[0064] The pinion 4 oscillates around the eccentric shaft under the action of the oscillating mechanism, and is simultaneously driven to rotate clockwise by the thrust of the gear ring 3. The variable diameter characteristic of the rectangular gear ring 3 ensures that the lever arm length is constant and that the speed of the meshing point matches the downward acceleration of the piston 1 when the short side of the gear ring 3 moves, thus eliminating the fluctuation of inertial torque.

[0065] Output shaft 5 receives continuous rotational power via an overrunning clutch.

[0066] Piston 1 upward phase: After piston 1 reaches bottom dead center, it moves in the opposite direction, and rigid rocker arm 2 drives external gear ring 3 to move back along a rectangular trajectory. The crank-connecting rod assembly of the pinion 4 swing mechanism guides its reverse swing, but the asymmetrical tooth profile design of gear ring 3 ensures that pinion 4 still rotates clockwise. The overrunning clutch automatically disengages and idles during the return stroke, and output shaft 5 only receives the net torque of the power stroke.

[0067] In this invention, the rigid connection between the rocker arm 2, piston 1, and gear ring 3 eliminates the clearance loss of the hinged structure, ensuring that 100% of the piston thrust is transmitted to the gear ring 3. The swing mechanism of the pinion 4, through a crank-connecting rod or double-pivot design, dynamically compensates for the curved displacement of the gear ring 3, ensuring uniform pressure distribution on the meshing tooth surface and extending gear life. The mathematical modeling of the variable diameter curve of the gear ring 3 ensures a constant lever arm length, and the gear ring's movement trajectory matches the piston's kinematic characteristics. The rigid rocker arm structure facilitates multi-cylinder parallel layout, and the variable diameter curve design of each cylinder's gear ring 3 achieves smooth torque superposition.

[0068] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A reciprocating engine crankshaft mechanism, comprising a piston, a transmission assembly, and an output shaft, characterized in that: The transmission assembly includes a swing arm, a gear ring, and a pinion; One end of the swing arm is connected to the piston, and the other end is rigidly connected to the gear ring, which meshes with the pinion in real time. The pinion meshes with the gear on the output shaft; The reciprocating motion of the piston drives the gear ring to rotate continuously, thus transmitting the piston's power.

2. The reciprocating engine crankshaft mechanism according to claim 1, characterized in that: The transmission assembly includes two types: an internal gear ring structure and an external gear ring structure, wherein: In the internal gear ring structure, the pinion is located inside the gear ring, and the gear ring has internal teeth; In the external gear ring structure, the pinion is located outside the gear ring, and the gear ring has external teeth; For both types of gear rings mentioned above, the tooth arrangement trajectory of the gear ring, i.e. the meshing line between the gear ring and the pinion, is a closed curve.

3. The reciprocating engine crankshaft mechanism according to claim 1, characterized in that: The pinion can be one of the following shapes: standard gear, eccentric gear, or non-circular gear. A standard pinion is a standard gear whose shaft and the line of meshing are concentric. An eccentric gear is a gear whose axis of rotation does not coincide with the line of meshing. Non-circular gears are gears manufactured according to a specific trajectory, and their meshing line is non-circular.

4. The reciprocating engine crankshaft mechanism according to claim 1, characterized in that: One end of the swing arm is hinged to the piston, and the other end is rigidly connected to the gear ring; The gear ring meshes with the pinion in real time; the gear ring moves along a curve under the reciprocating motion of the piston and the swinging motion of the swing arm, causing the pinion to rotate continuously and transmit power through the output shaft.

5. The reciprocating engine crankshaft mechanism according to claim 1, characterized in that: One end of the swing arm is rigidly connected to the piston, and the other end is rigidly connected to the gear ring. The pinion is connected to a swing mechanism; Driven by the reciprocating motion of the piston, the gear ring moves along a curve, while the pinion swings continuously under the drive of the oscillating mechanism, so that the gear ring and the pinion mesh in real time. During this process, the pinion rotates continuously and outputs power through the output shaft.

6. A reciprocating engine crankshaft mechanism, comprising a piston, a transmission assembly, and an output shaft, characterized in that: The transmission assembly includes a swing arm, a gear ring, and a pinion; There are two ways to connect the piston and the rocker arm: hinge and combination connection. There are two ways to connect the swing arm and the gear ring: hinge and combination connection. The gear ring and pinion mesh in real time; The pinion meshes with the gear on the output shaft; The reciprocating motion of the piston drives the gear ring to rotate continuously, thus transmitting the piston's power.

7. The reciprocating engine crankshaft mechanism according to claim 6, characterized in that: The articulated connection between the piston and the rocker arm is as follows: the piston forms an articulation with the rocker arm through a pin or ball head, allowing it to swing freely within a certain range. The combination connection method is as follows: the piston and the rocker arm are composed of one or more small parts, and the combination method is any one of the following: one-piece, welding, bolt connection, special-shaped pin connection, sliding groove connection, threaded connection; The hinge connection between the swing arm and the gear ring is as follows: the swing arm forms a hinge with the gear ring through a pin or ball head, and can swing freely within a certain range; the combination connection method is as follows: the swing arm and the gear ring are composed of one or more small parts, and the combination method is any one of the following: integral, welding, bolt connection, special pin connection, sliding groove connection, threaded connection.

8. The reciprocating engine crankshaft mechanism according to claim 7, characterized in that: The transmission assembly includes two types: an internal gear ring structure and an external gear ring structure, wherein: In the internal gear ring structure, the pinion is located inside the gear ring, and the gear ring has internal teeth; In the external gear ring structure, the pinion is located outside the gear ring, and the gear ring has external teeth; For both types of gear rings mentioned above, the tooth arrangement trajectory of the gear ring, i.e. the meshing line between the gear ring and the pinion, is a closed curve.

9. An engine, characterized in that, It includes the reciprocating engine crankshaft mechanism as described in any one of claims 1-8.

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