Various transmission elements having drive efficiency amplification function

Abstract

To enable the driving efficiency to be amplified almost twice.SOLUTION: In a case where an object is driven, the counteraction acts 100% in the reverse direction when the normal action and the counteraction are on the same movement line. In a case where the movement lines of the action and the counteraction are different from each other, there is no negative effect of the counteraction and the driving efficiency is doubled. When the movement lines of the action and the counteraction are not on the same line, the driving efficiency can be amplified. In a vehicle traction system, the movement lines of the action and the counteraction generated in a transmission element are different from each other by configuring such that the transmission element is interposed between a traction vehicle and a traction object vehicle and an input shaft and an output shaft three-dimensionally intersect each other at a right angle, the amplification function of the driving efficiency is generated. In a case where the transmission element performs rotational movement like a crank, a sprocket and a gear, the movement lines of the action and the counteraction are different from each other and the driving efficiency can be amplified by providing a crack due to a singular number of circular holes and the like on a power transmission path between the input point and the output point, the driving efficiency amplitude width becomes greater by increasing the number of circular hole cracks and adding proper inclination.SELECTED DRAWING: Figure 6

Description

Technical Field

[0001] The present invention relates to transmission elements of mechanical appliances that enable amplification of driving efficiency and transmission elements of daily necessities having a function of amplifying motion efficiency. Background Art

[0002] Conventionally, there has been no function to amplify the driving efficiency in equipment and transmission elements that perform functions such as pushing and pulling, like vehicle traction systems and towbars. Also, transmission elements that transmit rotational motion, such as cranks, sprockets, gears, etc. used in drive systems of bicycles and automobiles, do not have a function to amplify rotational efficiency. Conventional research on improving power engines has mainly been directed towards weight reduction, energy efficiency improvement by reducing the amount of friction, introduction of transmission systems, etc. However, these improvement effects have limitations. The transmission function can increase the torque amount by increasing the reduction ratio, but the speed decreases accordingly, so there is no overall amplification effect on the driving force.

Summary of the Invention

Problems to be Solved by the Invention

[0003] The main objects of the present invention are to amplify the driving efficiency of mechanical appliances that perform pushing and pulling motions, such as traction systems and towbars, up to nearly twice without auxiliary power, and to amplify the driving efficiency of transmission elements that perform rotational motions, such as cranks, sprockets, gears, and rotating shafts, by more than twice. At the same time, it enables amplification of the motion efficiency of various motion assistance supplies such as gloves, shoe soles, and belts for daily necessities, and aims to achieve labor saving in multiple fields.

Means for Solving the Problems

[0004] The present invention is based on two discoveries. The first discovery concerns action and reaction. When trying to move an object, the action and reaction usually lie on the same line of motion, so the reaction, which acts in the opposite direction to the action, completely cancels out the action input. However, when the action and reaction do not lie on the same line of motion, their lines of motion pass each other, eliminating the negative effect of the reaction. As a result, the action input required to drive the driven object is reduced to nearly half compared to when the action and reaction lie on the same line of motion, and the driving efficiency is amplified to nearly twice its original level.

[0005] The second discovery concerns transmission elements that perform rotational motion, such as cranks, sprockets, and gears. In the case of transmission elements that transmit rotational power, providing a single circular crack perpendicular to the surface on the power transmission path between the input and output points results in different lines of motion for action and reaction, producing a similar drive efficiency amplification effect as described above. However, unlike push and pull motion, it was found that in the case of rotational motion, the amplification of drive efficiency can be further expanded by providing multiple vertical circular cracks, adding a slight incline to the vertical cracks, or providing alternating incline and vertical cracks at multiple locations. This phenomenon suggests that artificially adding a slope to the power transmission path increases driving efficiency. However, since reducing the slope tends to increase the amplification of driving efficiency, the minimum slope that is technically feasible and effective is the one that yields the maximum driving efficiency (optimal slope). [Effects of the Invention]

[0006] Based on the above findings, this invention makes it possible to nearly double the driving efficiency of mechanical devices that perform pushing and pulling motions, such as traction systems, without auxiliary power. Furthermore, it enables a similar amplification of motion efficiency in the case of soft material transmission elements such as gloves and shoe insoles. In the case of transmission elements that perform rotational motion, such as cranks, sprockets, and gears, the amplification range can be further expanded by alternately providing multiple vertical and inclined cracks, making it possible to amplify the drive efficiency by nearly three times. Therefore, applying this invention to the crank or sprocket of a bicycle can realize a bicycle with drive efficiency close to that of an electric-powered assist bicycle. [Brief explanation of the drawing]

[0007] [Figure 1] Figure 1 shows a plan view and a side view of Example 1. [Figure 2] Figure 2 is a plan view of Example 2. [Figure 3] Figure 3 shows a plan view and a cross-sectional view of Example 3. [Figure 4] Figure 4 shows a plan view and a cross-sectional view of Example 4. [Figure 5] Figure 5 shows a front view and a perspective view of Example 5. [Figure 6] Figure 6 shows a front view and a cross-sectional view of Example 6. [Figure 7] Figure 7 is a front view of Example 7. [Figure 8] Figure 8 shows a plan view and a cross-sectional view of Example 8. [Figure 9] Figure 9 is a plan view of Example 9. [Figure 10] Figure 10 is a plan view of Example 10. Modes for carrying out the invention

[0008] In order to realize a drive efficiency amplification mechanism in mechanical devices that perform pushing and pulling motions, such as vehicle towing systems, it is necessary to interpose a transmission element that connects the drive body and the driven body. The drive efficiency amplification mechanism is realized by configuring the transmission element so that the action-reaction motion lines are different. There are four possible methods for making the action-reaction motion lines different, as described below.

[0009] ▲1▼ A traction system configured such that the input shaft connecting the drive unit and the transmission element, and the output shaft connecting the transmission element and the driven unit intersect at right angles in a three-dimensional manner. ▲2▼ A traction system configured such that the drive unit and the transmission element are connected by a single input shaft, while the transmission element and the driven unit are connected by two output shafts. ▲3▼ A traction system configured such that the lines of motion for action and reaction are different by creating cracks, such as circular holes, on the line connecting the input and output shafts of the transmission element. ▲4▼ A traction system configured such that the drive unit and the transmission element are connected by a vertical input shaft, and the transmission element and the driven unit are connected by a vertical output shaft, so that the drive unit and the driven unit are connected via the transmission element, and an equal inclination is added to the right-angle intersection of the transmission element and the input / output shaft so that the transmission element is tilted relative to the horizontal.

[0010] In the case of soft transmission elements such as gloves and shoe insoles, a similar drive efficiency amplification function can be incorporated by creating a grid of circular holes at an angle perpendicular to the surface or at an angle with an appropriate inclination perpendicular to the surface. In the case of transmission elements such as cranks, sprockets, gears, and rotating shafts that transmit rotational power, it is possible to incorporate a function that amplifies the drive efficiency by nearly double by creating a crack, such as a vertical circular hole, at one point along the drive force transmission path, thereby alternating the lines of motion for action and reaction. Furthermore, by creating multiple vertical circular hole cracks, or by creating multiple alternating inclined cracks at an appropriate vertical angle and vertical cracks, it is possible to further increase the drive efficiency, making it possible to amplify the drive efficiency by nearly three times. [Example 1]

[0011] Figure 1 shows a vehicle towing system (Pattern 1) of Embodiment 1, a plan view and a side view showing the state in which the towing vehicle tows the trailer via the transmission element B. The transmission element B, which is interposed between the towing vehicle and the trailer, has a vertical bearing on one side and a horizontal bearing on the other. Correspondingly, the connecting member E at the rear of the towing vehicle is provided with a vertical bearing, and the connecting member F at the front of the trailer is provided with a horizontal bearing. The towing vehicle and the trailer are connected via the transmission element B by connecting the connecting member E of the towing vehicle and the transmission element B with a vertical input shaft C, and by connecting the connecting member F of the trailer and the transmission element B with a horizontal output shaft D.

[0012] In this configuration, the input shaft C and output shaft D of transmission element B intersect at a right angle, and the driving force transmitted from the towing vehicle is transmitted from the vertical input shaft C to the horizontal output shaft D, resulting in different lines of motion for action and reaction. As a result, the negative effect of the reaction force generated by towing the trailer is eliminated, and the driving efficiency of the towing vehicle is amplified.

Example 2

[0013] Figure 2 is a plan view showing a situation where a tractor pulls a trailer via a transmission element B in the vehicle connection system (pattern 2) of Example 2. The connection system between the vehicles connects the connection member E of the tractor and the central part of the transmission element B with the input shaft C, and connects the connection points on both the left and right sides of the connection member F of the trailer and the connection points on both the left and right sides of the transmission element B with the output shafts D1 and D2.

[0014] In this configuration, since there is only one input shaft of the transmission element B while there are two output shafts, the lines of motion of action and reaction are different. Therefore, the negative effect of the reaction generated by pulling the trailer is eliminated, and the driving efficiency of the tractor is amplified.

Example 3

[0015] Figure 3 is a plan view and a cross-sectional view showing a situation where a tractor pulls a trailer via the vehicle connection system (pattern 3) of Example 3. This connection system connects the connection member E at the rear of the tractor and the front part of the transmission element B with the input shaft C, and connects the rear part of the transmission element B and the connection member F at the front of the trailer with the output shaft D. The function of amplifying the driving efficiency is enabled by providing a crack due to the circular hole A between the input shaft C and the output shaft D on the center line of the transmission element B. The driving force transmitted from the tractor is transmitted from the input shaft C to the output shaft D, but the transmission of the driving force takes a detour around the circular hole A, so the lines of motion of action and reaction are different, and the negative effect of the reaction is eliminated, thus amplifying the driving efficiency of the tractor.

Example 4

[0016] Figure 4 is a plan view and a sectional view showing a situation where a tractor pulls a trailer through transmission element B in the vehicle traction system (Pattern 4) of Example 4. This connection system connects the connection member E at the rear of the tractor and one side of the transmission element B with a vertical input shaft C, and connects the other end of the transmission element B and the connection member F of the trailer with a vertical output shaft D. The transmission element B is configured to be inclined in the vertical direction with respect to the horizontal. For this reason, the movement lines of action and reaction are different, the negative effect of the reaction disappears, and the driving efficiency of the tractor is amplified.

Example 5

[0017] P-1 in Figure 5 is a front view and a perspective view of the hook of Example 5. The hook of the present invention is configured by connecting the handle part and the hook part with the transmission element B. The handle part and the transmission element B are connected by input shafts C1 and C2 provided at two locations on both sides, and the hook part and the transmission element B are connected by an output shaft D provided at one location in the central part. When the handle part is pulled up, a lifting force is transmitted to the hook part through the transmission element B. However, since the movement lines of action and reaction generated in the transmission element B have two input points and only one output point, they do not intersect with each other and pass by each other. For this reason, the negative effect of the reaction disappears, and the movement efficiency of the lifting force is amplified. P-2 in Figure 5 is a front view of a hook configured with one input shaft and two output shafts in the same form. Even with this configuration, a similar amplification effect of movement efficiency can be obtained.

Example 6

[0018] Figure 6, P-1 shows the front view and cross-sectional view of the left crank (Pattern 1) of a bicycle in Example 6. The drive efficiency amplification mechanism of this crank is constructed by providing a single small circular hole A, approximately 2 mm in diameter, perpendicular to the surface on the center line connecting the input shaft C, which is connected to the pedal, and the output shaft D, which is connected to the sprocket. When the pedal is pressed, rotational driving force is transmitted to the input shaft C, and as shown in the figure, a pulling force on the upper bottom and a pushing force on the lower bottom act on the output shaft D, driving the rotation of the shaft and transmitting the rotation to the sprocket. In this configuration, the transmission of driving force from the input shaft C to the output shaft D avoids the circular hole A, so the lines of motion for action and reaction are no longer on the same line, and the negative effect of the reaction is eliminated, so the driving efficiency of the rotational power is amplified to nearly twice its original value.

[0019] Figure 6, P-2 shows the front view and cross-sectional view of the left bicycle crank (Pattern 2) in Example 6. The drive efficiency amplification mechanism of this crank is constructed by alternately providing inclined circular hole cracks A' and vertical circular hole cracks A on the center line, at an angle that is appropriately inclined relative to the vertical. In this example, three circular hole cracks A' inclined in the same direction are provided on the center line, and two vertical cracks A are provided. This configuration eliminates the negative effect of reaction force, and the driving force amplification effect due to the action of multiple cracks and inclined cracks expands the amplification range of drive efficiency to nearly three times. In this embodiment, the inclination direction is aligned with the center line, but directions perpendicular to the center line or at a 45-degree angle are also effective inclination directions. [Example 7]

[0020] Figure 7 is a front view of the bicycle sprocket in Example 7. The drive efficiency amplification mechanism of this sprocket is constructed by alternately providing three inclined circular cracks A' and three vertical circular cracks A on the sprocket's plane, with an appropriate inclination relative to the perpendicular. This configuration results in a drive efficiency amplification effect due to the different lines of motion for action and reaction, eliminating the negative effect of the reaction, as well as a drive force amplification effect due to the action of multiple cracks and inclined cracks, thus increasing the drive efficiency by nearly three times. In this embodiment, the inclination direction is set to 45 degrees with respect to the circumference. [Example 8]

[0021] Figure 8 shows a plan view and a cross-sectional view of the rotating shaft that transmits rotation around the axis in Example 8. Figure P-1 shows a situation where a single circular crack A is provided perpendicularly to the rotating shaft Q, with a depth from the surface to the axis. The rotational power transmitted from the input gear R on one side of the shaft is transmitted spirally along the shaft, driving the output gear S at the other end. However, the circular crack A provided in the middle of the shaft causes the lines of motion of action and reaction to differ, eliminating the negative effect of the reaction and thus amplifying the driving efficiency by nearly double. P-2 is constructed by providing two inclined circular hole cracks A' with an appropriate vertical incline, and a vertical circular hole crack A between the inclined circular holes A'. The amplification width is expanded by the action of multiple inclined circular holes. [Example 9]

[0022] Figure 9 is a plan view of the right glove in Example 9. These gloves use homogeneous materials such as rubber or nylon. The movement amplification mechanism is constructed by arranging numerous inclined circular holes A' on the outer surface in a grid pattern, with the appropriate angle added to the vertical. By arranging many circular holes in a grid pattern, it becomes possible to eliminate the negative effect of reaction across the entire surface, even with soft materials, and amplify movement efficiency. [Example 10]

[0023] Figure 10 is a plan view of the shoe insole of Example 10. These shoe insoles use homogeneous materials such as rubber or plastic. The movement function amplification mechanism is constructed by providing a grid of inclined circular holes A' at an appropriate angle, with a vertical angle added to the area where weight is applied. By providing numerous circular holes, it is possible to eliminate the negative effect of reaction across the entire surface, even with soft materials, and amplify movement efficiency. Industrial applications: The drive efficiency amplification function of this invention can be incorporated into all mechanical devices that move with force, as well as exercise aids used in daily life, making it versatile and enabling energy saving in a wide range of fields. [Explanation of Symbols]

[0024] A, A' - Cracks caused by small circular holes; A is a vertical circular hole, and A' is an inclined circular hole. B - A transmission element used for connecting vehicle coupling systems. C - Input axis. D - Output axis. E - Connecting member at the rear of the towing vehicle. F - Connecting member at the front of the trailer. Q - Rotation axis R - Input gear S - Output gear

Claims

1. This towing system uses a rigid transmission element as the connecting element between the towing vehicle and the towed vehicle, and connects the two vehicles using the input and output shafts attached to the transmission element.The towing system is configured so that the line of motion of the action and reaction generated in the transmission element varies depending on the following four patterns. (1) A traction system configured such that one end of the towing vehicle and one end of the transmission element are connected by a vertical input shaft, and the other end of the transmission element and the towed vehicle are connected by a horizontal output shaft, or a traction system configured with a horizontal input shaft and a vertical output shaft. (2) A traction system configured such that the towing vehicle and the transmission element are connected by one input shaft and the transmission element and the towed vehicle are connected by two output shafts, or a traction system configured such that the transmission element has two input shafts and one output shaft. (3) A traction system configured by providing a crack such as a circular hole on the center line between the input shaft and the output shaft of the transmission element that connects the vehicles. (4) A traction system in which a vertical input shaft and output shaft connect the towing vehicle and the towed vehicle, and the transmission element is configured to be inclined in the vertical direction.

2. A crank with one or more cracks formed by circular holes or the like perpendicular to the surface on the center line connecting the input shaft center and the output shaft center, a crank with a single inclined crack at an angle appropriately inclined to the vertical, and a crank with multiple inclined cracks and multiple vertical cracks alternately formed on the center line. The aforementioned optimum slope does not have a constant and the amplification width increases when the slope ratio is reduced, so the optimum slope is the smallest effective slope within the technically possible range.

3. Sprockets and gears with single or multiple cracks formed on the surface by circular holes or the like perpendicular to the surface, sprockets and gears with a single inclined crack at an angle equal to the above-mentioned appropriate inclination perpendicular to the surface, and sprockets and gears with multiple inclined cracks and multiple vertical cracks alternately formed on the circumference.

4. A rotating shaft that transmits rotation around its axis and has one or more vertical cracks formed by circular holes or the like with a depth from the surface to the axis between the driving part and the driven part; a rotating shaft that has a single inclined crack at the same depth and an angle that is vertically inclined as described above; and a rotating shaft that has multiple inclined cracks and multiple vertical cracks alternately at the same depth.

5. Gloves or shoe soles made of a homogeneous material are provided with cracks consisting of a large number of circular holes or the like arranged in a checkerboard pattern at an angle perpendicular to the surface or at an angle perpendicular to the surface plus the above-mentioned appropriate inclination, thereby enabling the enhancement of movement efficiency.

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