CN111828584A - Combined rack-combined crankshaft switching mechanism - Google Patents

Combined rack-combined crankshaft switching mechanism Download PDF

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Publication number
CN111828584A
CN111828584A CN201910310862.7A CN201910310862A CN111828584A CN 111828584 A CN111828584 A CN 111828584A CN 201910310862 A CN201910310862 A CN 201910310862A CN 111828584 A CN111828584 A CN 111828584A
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China
Prior art keywords
rack
gear
combined
main
transmission shaft
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CN201910310862.7A
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Chinese (zh)
Inventor
安里千
刘庆
王聪
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Individual
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Individual
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Priority to CN201910310862.7A priority Critical patent/CN111828584A/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/12—Gearings comprising primarily toothed or friction gearing, links or levers, and cams, or members of at least two of these types
    • F16H37/124—Gearings comprising primarily toothed or friction gearing, links or levers, and cams, or members of at least two of these types for interconverting rotary motion and reciprocating motion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/32—Engines characterised by connections between pistons and main shafts and not specific to preceding main groups
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B17/00—Pumps characterised by combination with, or adaptation to, specific driving engines or motors
    • F04B17/03—Pumps characterised by combination with, or adaptation to, specific driving engines or motors driven by electric motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B35/00—Piston pumps specially adapted for elastic fluids and characterised by the driving means to their working members, or by combination with, or adaptation to, specific driving engines or motors, not otherwise provided for
    • F04B35/04—Piston pumps specially adapted for elastic fluids and characterised by the driving means to their working members, or by combination with, or adaptation to, specific driving engines or motors, not otherwise provided for the means being electric
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B39/00—Component parts, details, or accessories, of pumps or pumping systems specially adapted for elastic fluids, not otherwise provided for in, or of interest apart from, groups F04B25/00 - F04B37/00
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C3/00—Shafts; Axles; Cranks; Eccentrics
    • F16C3/04—Crankshafts, eccentric-shafts; Cranks, eccentrics
    • F16C3/06—Crankshafts

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Ocean & Marine Engineering (AREA)
  • Transmission Devices (AREA)

Abstract

The invention relates to a combined rack-combined crankshaft switching mechanism, wherein a front main journal and a rear main journal of a combined crankshaft, a transmission shaft and a steering wheel shaft are arranged on the wall of a crankcase, a steering gear on the steering wheel shaft meshed with a main gear on the transmission shaft drives an auxiliary gear to be alternately meshed with a front sector gear ring of the combined crankshaft, a secondary gear on the transmission shaft is alternately meshed with a rear sector gear ring of the combined crankshaft, and a connecting rod ring at one end of the secondary gear is arranged on a first section rack and a last section rack of a combined rack on a connecting rod journal and is sequentially and alternately meshed with the main gear of the transmission shaft; short guide rails of two guide plates arranged on the transmission shaft are respectively arranged in the limiting grooves on the two sides of the combined rack; the limit flat rods at two sides of the driving rack meshed with the driving gear on the transmission shaft are respectively arranged on the transmission shafts at two sides of the driving gear, the rotating shaft between the two limit flat rods is arranged on the back of the driving rack, and each driving rack is respectively hinged with the piston, so that the engine unit with a plurality of cylinders only provided with one set of combined crankshafts is formed.

Description

Combined rack-combined crankshaft switching mechanism
Technical Field
The invention relates to a mechanical device for converting reciprocating linear motion of a piston into circular motion of a crankshaft, in particular to a combined rack-combined crankshaft conversion mechanism, which replaces the existing crankshaft (handle) -connecting rod conversion mechanism.
Background
At present, a crankshaft-connecting rod mechanism is generally adopted in a piston type internal combustion engine (engine) to convert reciprocating linear motion of a piston into circular motion, but the crankshaft-connecting rod mechanism has some defects which are difficult to overcome and needs to be further improved and optimized:
1. in the traditional crankshaft connecting rod mechanism, the gas explosive force acting on a piston in a cylinder can be converted into tangential force for driving a crank of the crankshaft to rotate after being decomposed for multiple times, theoretical analysis and practical application tests show that when the maximum gas explosive force acting on the piston reaches the maximum value, about twenty percent of the maximum gas explosive force is decomposed into the tangential force perpendicular to the radius of the crank, namely only about one fifth of the maximum gas explosive force drives the crank and the crankshaft to rotate and outputs torque, so that the traditional crankshaft connecting rod mechanism has low efficiency for converting the reciprocating linear motion of the piston into the circular motion;
2. in a traditional crankshaft (handle) connecting rod mechanism, gas pressure acting on a piston is decomposed into acting force along the axial direction of a connecting rod and lateral pressure acting on a cylinder wall in the direction perpendicular to the axial direction of a cylinder, the lateral pressure acting on the cylinder wall increases lateral friction between the piston and the cylinder wall, lateral abrasion of the cylinder wall is accelerated, cylinder clamping is caused to prevent the piston from working, and the service life of the cylinder is shortened;
3. the unbalanced rotary mass and rotary motion generated by the swinging of the connecting rod in the traditional crankshaft connecting rod mechanism enable the piston to generate alternating impact force with the cylinder wall and the rotary contact surface, increase the uneven friction and impact among all parts, influence the output power of an engine and enable the engine to generate larger vibration and noise.
In order to overcome the above-mentioned drawbacks of the conventional crankshaft-connecting rod mechanism, the present invention provides a combination rack-and-combination crankshaft conversion mechanism.
Disclosure of Invention
The invention provides a conversion mechanism of a combined rack-combined crankshaft, which mainly comprises a combined crankshaft, a transmission shaft, a steering wheel shaft and a combined rack, wherein the combined crankshaft is composed of a front main journal, a rear main journal, two cranks, a front sector gear ring, a rear sector gear ring and a connecting rod journal, the transmission shaft is provided with a main gear and a secondary gear, the steering wheel shaft is provided with a steering gear and an auxiliary gear, and the combined rack is composed of a non-toothed middle rack and a first-stage rack and a last-stage rack at two ends of the non-toothed middle rack. The front main journal and the rear main journal as well as the transmission shaft and the steering wheel shaft are respectively arranged on two side walls of the crank case, a steering gear on the steering wheel shaft is meshed with a main gear on the transmission shaft, an auxiliary gear on the steering wheel shaft is alternately meshed with a front sector gear ring on a crank, and a secondary gear on the transmission shaft is alternately meshed with a rear sector gear ring on the other crank; a connecting rod ring at the end part of a first section rack of the combined rack is arranged on a connecting rod journal of the combined crankshaft, and the first section rack and a last section rack of the combined rack are sequentially and alternately meshed with a main gear arranged on a transmission shaft; the two side surfaces of the combined rack are respectively provided with a limiting groove, the transmission shafts on the two sides of the main gear are respectively provided with a guide plate with a short guide rail and a rotating circular ring, the rotating circular ring of each guide plate is respectively arranged on the cylindrical surface of the transmission shafts on the two sides of the main gear, and the short guide rail of each guide plate is respectively arranged in the limiting grooves on the two side surfaces of the combined rack. The auxiliary cylinder bodies are arranged on one side or two sides of the crankcase, the transmission shafts extend into the auxiliary cylinder bodies, more than one driving gear is arranged on the cylindrical surface of the transmission shaft in the auxiliary cylinder bodies at equal intervals, each driving gear is meshed with the driving racks, limiting circular rings of limiting flat rods are arranged on the cylindrical surfaces of the transmission shafts on two sides of each driving rack, and two end parts of a rotating shaft on the back surface of each driving rack are respectively arranged in limiting circular holes of the two limiting flat rods.
The invention provides a conversion mechanism of a combined rack and a combined crankshaft, wherein cranks are respectively arranged at one end parts of a front main journal and a rear main journal, a front sector gear ring and a rear sector gear ring are respectively arranged on rims of the two cranks, the shapes of the front sector gear ring and the rear sector gear ring are the same, two end parts of a connecting rod journal are respectively arranged 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 sector gear ring and the rear sector gear ring and the center lines of the two cranks are superposed with the axis of the front main journal and the axis of the rear main journal, and the sum of the radius of a reference circle of the rear sector gear ring and the radius of the reference circle of a secondary gear is equal to the distance between the coaxial line of the.
The invention provides a switching mechanism of a combined rack-combined crankshaft, wherein a main gear and a pinion are coaxially arranged on a cylindrical surface of a transmission shaft, and the main gear and the pinion 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 reference circle radius of the rear sector gear ring and the reference circle radius of the auxiliary gear.
The invention provides a conversion mechanism of a combined rack-combined crankshaft, wherein a steering gear and an auxiliary gear are in the same shape, the steering gear and the auxiliary gear are coaxially arranged on a cylindrical surface of a steering wheel shaft, the axis of the steering gear and the axis of the auxiliary gear are superposed with the axis of the steering wheel shaft, and the distance between the axis of the steering wheel shaft and the coaxial.
The invention provides a conversion mechanism of a combined rack and a combined crankshaft, wherein a connecting rod ring is arranged at one end part of a combined rack, two limit grooves are formed in a toothless middle section of the combined rack and two side surfaces of a first section rack and a last section rack at two end parts of the combined rack, and a dividing line of the first section rack is collinear with a dividing line of the last section rack.
The invention provides a conversion mechanism of a combined rack-combined crankshaft, wherein a short guide rail is arranged on one side surface of the end part of a guide plate, the other end part of the guide plate is a rotating circular ring, a limiting groove is matched with the short guide rail, and the limiting groove slides on the short guide rail.
The invention provides a combined rack-combined crankshaft switching mechanism, wherein, an additional cylinder body with more than one cylinder is arranged at one side or two sides of a crankcase, one end or two ends of each driving rack extending to the additional cylinder body by a transmission shaft are hinged with each piston in the cylinder, and a multi-cylinder engine set with only one set of combined crankshaft is formed;
the invention provides a combined rack-combined crankshaft conversion mechanism, wherein each piston, a combined crankshaft and a combined rack are assembled according to the following modes: the assembly was as follows: when the main gear is meshed with the head end teeth of the first section of rack, the piston at the end part of the driving rack meshed with the driving gear is at the top dead center of the stroke of the piston; the combined crankshaft drives a main gear meshed with a first section of rack and a driving gear coaxial with the main gear to start to rotate clockwise by virtue of a connecting rod journal, a steering gear meshed with the main gear and an auxiliary gear coaxial with the steering gear start to rotate anticlockwise, and pistons at the end parts of driving racks meshed with the driving gear start to move towards a bottom dead center; when the main gear is separated from the first section of racks, the steering gear meshed with the main gear drives the auxiliary gear coaxial with the main gear to be meshed with the front sector gear ring, and the pistons at the end parts of the driving racks meshed with the driving gear continue to move towards the bottom dead center; the maximum explosive force acting on the piston moving to the bottom dead center almost equally transfers the maximum explosive force of gas explosion to the front sector gear ring by means of the double-sided rack, the driving gear, the main gear, the steering gear and the auxiliary gear, and the maximum explosive force acting on the front sector gear ring or the tangential force generated by the rotational inertia of the combined crankshaft on the front sector gear ring drives the combined crankshaft to output the maximum torque; when the front sector gear ring is separated from the auxiliary gear, the tail section rack is meshed with the main gear; the tangential force generated by the clockwise rotational inertia of the combined crankshaft acting on the journal of the connecting rod drives the main gear meshed with the tail-end rack and the driving gears coaxial with the main gear to rotate clockwise, and the pistons at the end parts of the driving racks meshed with the driving gears continue to move towards the bottom dead center; when the tail end teeth of the tail section rack are meshed with the main gear, the piston at the end of each driving rack is at the bottom dead center of the stroke of the piston; a tangential force generated by clockwise rotational inertia of a combined crankshaft acting on a connecting rod journal drives a main gear meshed with a tail-end rack, a pinion gear and a driving gear which are coaxial with the main gear and the pinion gear to start to rotate anticlockwise, and a driving rack meshed with the driving gear drives a piston to start to move towards a top dead center; when the tail section rack is separated from the main gear, the rear sector gear ring is meshed with the pinion, the pinion meshed with the rear sector gear ring and the driving gear coaxial with the pinion are driven to continue to rotate anticlockwise by tangential force generated by the rotational inertia of the combined crankshaft acting on the rear sector gear ring, and the piston at the end part of the driving rack meshed with the driving gear continues to move towards an upper dead point; when the rear sector gear ring is separated from the pinion, the first section of rack is meshed with the main gear, and the piston at the end part of the driving rack meshed with the driving gear coaxial with the main gear continues to move towards the upper dead point; the head end teeth of the combined rack are meshed with the main gear again, and pistons at the end part of the driving rack meshed with the driving gears are at the top dead center of the stroke; theoretical calculation results and model experiment data show that: the maximum torque output by the combined crankshaft of the conversion mechanism is greatly improved compared with the maximum torque output by the crankshaft in the traditional crankshaft-connecting rod mechanism.
The invention provides a conversion mechanism of a combined rack-combined crankshaft, wherein one or more than one transmission shaft and one or more than one steering wheel shaft are additionally arranged on two side walls in a crankcase, the axis of each transmission shaft is distributed on a circumference which takes the coaxial line of a front main journal and a 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 pinion are arranged on the cylindrical surface of each additionally arranged transmission shaft, a steering gear and an auxiliary gear are arranged on the cylindrical surface of each additionally arranged steering wheel shaft, the main gear on each additionally arranged transmission shaft is meshed with the steering gear on each additionally arranged steering wheel shaft, the auxiliary gear on each additionally arranged steering wheel shaft is alternately meshed with a front sector gear ring, and the pinion on each additionally arranged transmission shaft is alternately meshed with a rear sector gear ring; one or more than one combined rack is/are added on the extended connecting rod journal, a connecting rod ring at one end part of each added combined rack is arranged on the extended connecting rod journal, and a first-section rack and a last-section rack of each added combined rack are sequentially and alternately meshed with the main gear on each added transmission shaft; the two side surfaces of each additional combined rack are respectively provided with a limiting groove, two sides of a main gear on each additional transmission shaft are respectively provided with a guide plate with a short guide rail and a rotating circular ring, the rotating circular rings of each guide plate are respectively arranged on the cylindrical surfaces of the transmission shafts on two sides of the main gear, and the short guide rails of each guide plate are respectively arranged in the limiting grooves on the two side surfaces of the combined rack; more than one cylinder is arranged on the shell of the additional cylinder body, each added transmission shaft extends into the additional cylinder body, more than one drive gear with equal interval is arranged on the cylindrical surface of each added transmission shaft in the additional cylinder body, each added drive gear is meshed with a drive rack, a limit circular ring of a limit flat rod is arranged on the cylindrical surface of the transmission shaft on two sides of each added drive rack, two end parts of a rotating shaft on the back surface of each added drive rack are respectively arranged in limit circular holes of two limit flat rods, and one end part or two end parts of each added drive rack are respectively hinged with a piston in each added cylinder; the engine unit with ultra-high power is formed by only one set of combined crankshaft and more cylinders.
The invention provides a conversion mechanism of a combined rack-combined crankshaft, wherein more than one pump body or compressor is arranged on a shell of an additional cylinder body, a piston and a connecting rod thereof which reciprocate of each pump body or compressor are connected with one end part or two end parts of each driving rack, and a front main journal and a rear main journal which are extended on one side or two sides of a crankcase are connected with a power output shaft of power equipment; for example, one end or both ends of each driving rack are connected to a connecting rod of a reciprocating piston of the high-pressure pump, and a rotating shaft of the motor is connected to the front main journal, so that the rotary motion of the rotating shaft of the motor is converted into the reciprocating linear motion of the reciprocating piston in the high-pressure pump.
The invention provides a combined rack-combined crankshaft conversion mechanism, which is characterized in that a designed combined rack and a designed combined crankshaft are innovatively assembled to form a novel reciprocating linear motion and circular motion conversion mechanism to replace a traditional crankshaft-connecting rod conversion mechanism. In the conversion mechanism of the invention, the first section rack and the last section rack of the combined rack are sequentially and alternately meshed with the main gear, and the front sector gear ring of the crank and the rear sector gear ring of the crank are respectively and alternately meshed with the auxiliary gear and the auxiliary gear, so that the mutual stable conversion of the linear reciprocating motion of the piston and the rotary motion of the combined crankshaft is realized, and the mutual approximate equivalent transmission of the gas explosive force acting on the piston and the tangential force acting on the front sector gear ring and the rear sector gear ring to drive the crankshaft to rotate is realized, and the conversion structure of the invention has the following main advantages:
1. in the conversion mechanism of the combined rack and the combined crankshaft, when the auxiliary gear is meshed with the front sector gear ring, the maximum explosive force acting on the piston moving to the bottom dead center transmits the maximum explosive force of gas explosion to the front sector gear ring without being decomposed almost equivalently by the double-sided rack, the driving gear, the main gear, the steering gear and the auxiliary gear, and the maximum explosive force acting on the front sector gear ring is the maximum tangential force for driving the combined crankshaft to rotate. When the back sector ring is engaged with the pinion, the tangential force generated by the moment of inertia of the combined crankshaft acting on the back sector ring is transmitted almost equally to the piston by means of the pinion, the driving gear and the double-sided rack engaged therewith. Theoretical calculation shows that the maximum explosive force acted on the piston of the traditional crankshaft-connecting rod mechanism is only about twenty percent decomposed into tangential force for driving the crankshaft to rotate through conversion, therefore, the maximum explosive force acted on the piston in the conversion structure of the invention is converted into the tangential force for driving the combined crankshaft to rotate, which is more than 3 times larger than that of the traditional crankshaft-connecting rod mechanism, the tangential force for driving the combined crankshaft to rotate is converted into acting force for driving the piston to do reciprocating 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 increased by a multiple of the torque output by the crankshaft in the conventional crankshaft-connecting rod conversion mechanism, therefore, the conversion efficiency of the conversion mechanism can be greatly improved compared with that of the traditional crankshaft-connecting rod mechanism;
2. in the conversion mechanism, the reciprocating linear motion of each piston is directly converted into the rotary circular motion of the combined crankshaft by means of each driving rack, each driving gear, the main gear and the combined rack, so that the lateral pressure between the piston and the cylinder wall caused by the decomposition of the gas explosive force on the piston acting on the connecting rod in the traditional crankshaft-connecting rod mechanism is thoroughly eliminated, the abrasion of the cylinder wall caused by the lateral pressure is eliminated, the service life of the cylinder can be prolonged, and the conversion efficiency of the conversion mechanism of the combined rack-combined crankshaft is further improved;
3. in the conversion mechanism, more than one driving gear meshed with the driving rack is arranged on the transmission shaft, the end part of each driving rack is hinged with the piston in the cylinder to form an engine unit with multiple cylinders and ultrahigh power, and the pistons of the cylinders share one crank, so that multiple cranks are saved, and the conversion efficiency of the conversion mechanism is improved;
4. in the conversion mechanism, the axes of the transmission shafts are distributed on the circumference taking the axes of the front main journal and the rear main journal as the center, and the explosive force on each piston acts on the combination of different rotating angles in sequence by virtue of the driving rack and all parts of the transmission shaft linked with the driving rack, so that the combined crankshaft rotates more stably;
5. in the conversion mechanism, the combined crankshaft and related components are arranged in the single crankcase, the high temperature generated by gas explosion in the cylinder has little influence on the combined crankshaft, the combined rack and the related components, and the service life of the main parts of the conversion mechanism is prolonged.
6. The structure of the invention can also be used for mechanical equipment which converts rotary motion into reciprocating linear motion in any form, such as piston type oil, gas, water pumps, piston type compressors and the like.
Drawings
FIG. 1 is a schematic elevational view of a first embodiment of a shift mechanism of the present invention;
FIG. 2 is a schematic view of a cross section a-a of a first embodiment of a conversion mechanism of the present invention;
FIG. 3 is a schematic view in section B-B of a first embodiment of a conversion mechanism of the present invention;
FIG. 4 (a) is a schematic view of a compound crankshaft in the shift mechanism of the present invention;
FIG. 4 (b) is a side schematic view of a compound crankshaft;
FIG. 5 (a) is a schematic view of a combination rack, drive shaft and guide plate in the conversion apparatus of the present invention;
FIG. 5 (b) is a schematic view of section C-C;
FIG. 6 (a) is a schematic view of the steering axle, steering gear and auxiliary gear of the present invention;
FIG. 6 (b) is a schematic side view of FIG. 6 (a);
FIG. 7 (a) is a schematic view of the drive shaft, main gear, pinion and drive gear of the present invention;
FIG. 7 (b) is a schematic side view of FIG. 7 (a);
FIG. 8 (a) is a schematic view of the drive gear, drive rack and limit flat bar of the present invention;
FIG. 8 (b) is a schematic view of a section F-F;
fig. 9 is a schematic view showing the engagement of the main gear with the leading end teeth of the leading stage rack and the position of the piston in the first embodiment of the switching mechanism of the present invention;
FIG. 10 is a schematic view of the primary gear disengaged from the leading rack, the auxiliary gear engaged with the leading sector ring, and the piston position of the first embodiment of the shift mechanism of the present invention;
FIG. 11 is a schematic view of the first embodiment of the shift mechanism of the present invention with the front sector ring disengaged from the auxiliary gear, the final rack engaged with the main gear, and the piston position;
FIG. 12 is a schematic view of the engagement of the end teeth of the end rack with the main gear and the position of the piston in the first embodiment of the shift mechanism of the present invention;
FIG. 13 is a schematic view of the first embodiment of the shift mechanism of the present invention with the final rack disengaged from the main gear and the aft sector ring engaged with the pinion;
FIG. 14 is a schematic view of the first embodiment of the switching mechanism of the present invention with the rear sector ring disengaged from the pinion, the leading rack engaged with the main gear, and the piston position;
FIG. 15 is a schematic elevational view of a second embodiment of a shift mechanism of the present invention;
FIG. 16 is a schematic view in cross section D-D of a second embodiment of a shift mechanism of the present invention;
FIG. 17 is a schematic view showing a structure in which two opposed cylinders are provided in an additional cylinder block in a third embodiment of the conversion mechanism of the present invention;
fig. 18 is a schematic view of an engine block in which two transmission shafts share a set of two cylinders formed by a combined crankshaft in a fourth embodiment of the conversion mechanism of the present invention;
FIG. 19 is a schematic view, in section E-E, of a fourth embodiment of a shift mechanism of the present invention;
fig. 20 is a schematic view showing the connection of the conversion mechanism to the rotation device in the fifth embodiment of the present invention.
Detailed Description
The present invention provides a switching mechanism of a combination rack and a combination crankshaft, which is described in detail below with reference to the accompanying drawings.
As shown in fig. 1, 2 and 3, the main components of the first embodiment of the rack-and-pinion switching mechanism of the present invention include a combined crankshaft 1 composed of a front main journal 100 and a rear main journal 101, two cranks 102 and their front sector rings 4 and rear sector rings 5, and a connecting rod journal 103, a drive shaft 3 with a main gear 301 and a pinion 305, a steering wheel shaft 6 with a steering gear 601 and an auxiliary gear 602, and a combined rack 2 composed of a non-toothed middle rack 202 and its first rack 201 and last rack 203 at both ends, 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 arranged on two side walls of the crankcase 12, a steering gear 601 on the steering wheel shaft 6 is meshed with a main gear 301 on the transmission shaft 3, an auxiliary gear 602 on the steering wheel shaft 6 is alternately meshed with a front sector gear ring 4 on a crank 102, and a secondary gear 305 on the transmission shaft 3 is alternately meshed with a rear sector gear ring 5 on another crank 102; a connecting rod ring 200 at the end part of a first section rack 201 of a combined rack 2 is arranged on a connecting rod journal 103 of the combined crankshaft 1, and the first section rack 201 and a last section rack 203 of the combined rack 2 are sequentially and alternately meshed with a main gear 301 arranged on a transmission shaft 3; limiting grooves 205 are respectively formed in two side faces of the combined rack 2, guide plates 7 with short guide rails 701 and rotary circular rings 702 are respectively arranged on the transmission shafts 3 on two sides of the main gear 301, the rotary circular rings 702 of the two guide plates 7 are respectively arranged on the cylindrical surfaces of the transmission shafts 3 on two sides of the main gear 301, and the short guide rails 701 of the two guide plates 7 are respectively arranged in the limiting grooves 205 on two side faces of the combined rack 2; an additional cylinder body 13 is arranged on one side of a crankcase 12, a transmission shaft 3 extends into the additional cylinder body 13, a cylinder 11 is arranged on the shell of the additional cylinder body 13, a driving gear 302 is arranged on the cylindrical surface of the transmission shaft 3 in the additional cylinder body 13, the driving gear 302 is meshed with a driving rack 8, a limiting ring 901 of a limiting flat rod 9 is arranged on the cylindrical surface of the transmission shaft 3 on two sides of the driving rack 8, two end parts of a rotating shaft 89 on the back surface 801 of the driving rack 8 are respectively arranged in limiting round holes 902 of the two limiting flat rods 9, one end part of the driving rack 8 is hinged with a piston 10 in the cylinder 11, and the engine of the single cylinder 11 is formed.
As shown in fig. 2 and 4, a crank 102 is mounted on one end of each of the front main journal 100 and the rear main journal 101, a front sector gear ring 4 and a rear sector gear ring 5 are mounted on rims of the two cranks 102, the front sector gear ring 4 and the rear sector gear ring 5 are identical in shape, two ends of a connecting rod journal 103 are mounted on inner side surfaces of the two cranks 102, an axis 105 of the connecting rod journal 103 is parallel to an axis of the front main journal 100 and an axis 104 of the rear main journal 101, center lines of the front sector gear ring 4 and the rear sector gear ring 5 and center lines of the two cranks 102 coincide with an axis of the front main journal 100 and an axis 104 of the rear main journal 101, and a sum of a radius 501 of a reference circle of the rear sector gear ring 5 and a radius 304 of a reference circle of a sub gear 305 is equal to a distance between the axis 104 of the front main journal 100 and the axis 300 of the transmission shaft.
As shown in fig. 6 (a) and 6 (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.
As shown in fig. 10, 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 length of the radius of the reference circle 401 of the front sector ring gear 4 and the radius of the reference circle 604 of the auxiliary gear 602.
As shown in fig. 5 (a) and 5 (b), a link ring 200 is provided at one end of the combination rack 2, the link ring 200 is mounted on the link journal 103, and the graduation line of the first-stage rack 201 and the graduation line of the last-stage rack 203 are collinear with the graduation straight line 204.
As shown in fig. 7 (a) and 7 (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.
As shown in fig. 11, the distance between the coaxial line 104 of the front and rear main journals 100, 101 and the axis 300 of the propeller shaft 3 is equal to the radius of the reference circle 401 of the front sector ring 4 or the radius of the reference circle 501 of the rear sector ring 5 plus the radius of the reference circle 304 of the main gear 301.
As shown in fig. 5 (a) and 5 (b), two limiting grooves 205 are respectively formed on both side surfaces of the toothless middle section 202 of the combined rack 2 and the first-stage rack 201 and the last-stage rack 203 at both ends thereof, the short guide rail 701 is installed on one side surface of the end portion of the guide plate 7, the other end portion of the guide plate 7 is a rotating ring 702, the limiting grooves 205 are matched with the short guide rail 701, and the limiting grooves 205 slide along the short guide rail 701.
The piston 10 and the combined crankshaft 1 and the combined rack 2 are assembled in the following way: the assembly is as follows:
as shown in fig. 9, when the main gear 301 is engaged with the leading end tooth 206 of the leading stage rack 201, the piston 10 at the end of the driving rack 8 engaged with the driving gear 302 is at the top dead center of its stroke.
As shown in fig. 10, when the main gear 301 is disengaged from the first-stage rack 201, the steering gear 601 engaged with the main gear 301 drives the auxiliary gear 602 coaxial therewith to engage with the front sector ring gear 4, and the piston 10 at the end of the driving rack 8 engaged with the driving gear 302 is in a state of moving toward the bottom dead center.
As shown in fig. 11, when the front sector ring gear 4 is disengaged from the auxiliary gear 602, the end rack 203 is engaged with the main gear 301.
As shown in fig. 12, when the end teeth 208 of the end rack 203 are engaged 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.
As shown in fig. 13, when the final-stage rack 203 is disengaged from the main gear 301, the rear fanning ring 5 engages with the pinion 305, and the piston 10 at the end of the drive rack 8 engaging with the drive gear 302 is in a state of moving toward the top dead center.
As shown in fig. 14, when the rear sector ring 5 is disengaged from the pinion 305, the first rack 201 is engaged with the main gear 301.
As shown in fig. 9, the leading end tooth 206 of the leading rack 201 is again engaged with the main gear 301, and each piston 10 at the end of the driving rack 8 engaged with the driving gear 302 is at the top dead center of its stroke.
The operation of the first embodiment of the present invention is as follows:
the method comprises the following steps: as shown in fig. 9, when the main gear 301 is engaged with the leading end teeth 206 of the leading stage rack 201, the piston 10 at the end of the driving rack 8 engaged with the driving gear 302 is at the top dead center of its stroke.
Step two: as shown in fig. 10, the main gear 301 engaged with the first-stage rack 201 and the driving gear 302 coaxial therewith start to rotate clockwise by the tangential force generated by the clockwise moment of inertia of the combined crankshaft 1 acting on the connecting rod journal 103, the steering gear 601 engaged with the main gear 301 and the auxiliary gear 602 coaxial therewith start to rotate counterclockwise, when the main gear 301 is disengaged from the first-stage rack 201, the steering gear 601 engaged with the main gear 301 drives the auxiliary gear 602 coaxial therewith to engage with the front sector ring 4, and the piston 10 at the end of the driving rack 8 engaged with the driving gear 302 starts to move to the bottom dead center; at this time, the maximum explosive force acting on the piston 10 moving to the bottom dead center transmits the maximum explosive force of the gas explosion to the front sector ring gear 4 via the driving rack 8 and the driving gear 302, the steering gear 601, and the auxiliary gear 602 engaged therewith, and the maximum explosive force acting on the front sector ring gear 4 or the tangential force generated by the moment of inertia of the compound crankshaft 1 acting on the front sector ring gear 4 drives the compound crankshaft to output the maximum torque.
Step three: as shown in fig. 11, when the front sector ring gear 4 is disengaged from the auxiliary gear 602, the final-stage rack 203 is engaged with the main gear 301, the tangential force generated by the clockwise inertia of the combined crankshaft 1 acting on the connecting rod journal 103 drives the main gear 301 engaged with the final-stage rack 203 and the driving gear 302 coaxial therewith to rotate clockwise, and the piston at the end of the driving rack 8 engaged with the driving gear 302 continues to move to the bottom dead center.
Step four: as shown in fig. 12, when the end teeth 208 of the end stage rack 203 are engaged with the main gear 301, the piston 10 driving the end of the rack 8 is at the bottom dead center of its stroke;
step five: as shown in fig. 13, the tangential force generated by the clockwise moment of inertia of the combined crankshaft 1 acting on the connecting rod journal 103 drives the main gear 301 engaged with the end rack 203 and the pinion 305 and the driving gear 302 coaxial therewith to start to rotate counterclockwise, and the driving rack 8 engaged with the driving gear 302 drives the piston to start to move towards the top dead center;
when the end section rack 203 is disengaged from the main gear 301, the rear sector ring 5 is meshed with the pinion 305, the pinion 305 meshed with the rear sector ring 5 and the driving gear 302 coaxial with the pinion are driven by tangential force generated by the rotational inertia of the combined crankshaft 1 acting on the rear sector ring 5 to continue to rotate anticlockwise, and the piston 10 at the end part of the driving rack 8 meshed with the driving gear 302 continues to move towards the top dead center;
step six: as shown in fig. 14, when the rear sector ring 5 is disengaged from the pinion 305, the first-stage rack 201 is engaged with the main gear 301, and the piston 10 at the end of the driving rack 8 engaged with the driving gear 302 coaxial with the main gear 301 continues to move toward the top dead center;
step seven: as shown in fig. 9, when the leading end tooth 206 of the leading segment rack 201 is again engaged with the main gear 301, the piston 10 at the end of the driving rack 8 engaged with the driving gear 302 is at the top dead center of its stroke; the operation process of the steps one to seven is repeated by each moving part of the conversion mechanism of the invention in cycles, and the reciprocating linear motion of the piston 10 is converted into the rotary motion of the combined crankshaft 1.
Theoretical calculation results and model experiment 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 invention is at least increased by more than 3 times compared with the maximum torque output by the conventional crankshaft-connecting rod mechanism.
As shown in fig. 15 and 16, the second embodiment of the present invention differs from the first embodiment in that: two cylinders 11 are arranged on an additional cylinder body 13, two driving gears 302 are arranged on the cylindrical surface of a transmission shaft 3, each driving gear 302 is respectively meshed with a driving rack 8, limiting circular rings 901 of limiting flat rods 9 are arranged on the cylindrical surface of the transmission shaft 3 on two sides of each driving rack 8, two end parts of a rotating shaft 89 on the back surface 801 of each driving rack 8 are respectively arranged in limiting circular holes 902 of the two limiting flat rods 9, one end parts of the two driving racks 8 are respectively hinged with pistons 10 in the cylinders 11, and an engine unit with only one set of two cylinders 11 of a combined crankshaft 1 is formed.
The operation of each piston in the second embodiment of the present invention in conjunction with the compound crankshaft 1 is the same as that of the first embodiment.
As shown in fig. 17, the third embodiment of the present invention differs from the first embodiment in that: two opposed cylinders 11 are provided in the additional cylinder block 13, and both ends of the drive rack 8 engaged with the drive gear 302 are respectively hinged to the pistons 10 in the two cylinders 11, thereby constituting an engine block in which only one set of two cylinders 11 combining the crankshaft 1 and one drive rack 8 are opposed.
The operation of each piston in conjunction with the compound crankshaft 1 of the third embodiment of the present invention is the same as that of the first embodiment.
As shown in fig. 18 and 19, the fourth embodiment of the present invention differs from the first embodiment in that: a transmission shaft 3 and a steering wheel shaft 6 are additionally arranged on two side walls in a crankcase 12, the axis 300 of each transmission shaft 3 is distributed on a circumference which takes the coaxial line 104 of the front main journal 100 and the rear main journal 101 as the center and takes 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 pinion gear 305 are arranged on the cylindrical surface of the additionally arranged transmission shaft 3, a steering gear 601 and an auxiliary gear 602 are arranged on the cylindrical surface of the additionally arranged steering wheel shaft 6, the main gear 301 on the additionally arranged transmission shaft 3 is meshed with the steering gear 601 on the additionally arranged steering wheel shaft 6, the auxiliary gear 602 on the additionally arranged steering wheel shaft 6 is alternately meshed with the front sector gear ring 4, and the pinion gear 305 on the additionally arranged transmission shaft 3 is alternately meshed with the rear sector gear ring 5; a combined rack 2 is additionally arranged on the extended connecting rod journal 103, a connecting rod circular ring 200 at the end part of a first section rack 201 of the additionally arranged combined rack 2 is arranged on the extended connecting rod journal 103, and the first section rack 201 and a last section rack 203 of the additionally arranged combined rack 2 are sequentially and alternately meshed with a main gear 301 on an additionally arranged transmission shaft 3; limiting grooves 205 are respectively arranged on two side surfaces of the additionally arranged combined rack 2, guide plates 7 with short guide rails 701 and rotating circular rings 702 are respectively arranged on two sides of a main gear 301 on the additionally arranged transmission shaft 3, the rotating circular rings 702 of each guide plate 7 are respectively arranged on the cylindrical surfaces of the transmission shaft 3 on two sides of the additionally arranged main gear 301, and the short guide rails 701 of each guide plate 7 are respectively arranged in the limiting grooves 205 on two side surfaces of the additionally arranged combined rack 2; the engine set is characterized in that a cylinder 11 is further arranged on the shell of the additional cylinder body 13, the additional transmission shaft 3 extends into the additional cylinder body 13, a driving gear 302 is arranged on the cylindrical surface of the additional transmission shaft 3 in the additional cylinder body 13, the additional driving gear 302 is meshed with the driving rack 8, a limiting ring 901 for limiting the flat rods 9 is arranged on the cylindrical surface of the transmission shaft 3 on two sides of the additional driving rack 8, two end parts of a rotating shaft 89 on the back surface 801 of the additional driving rack 8 are respectively arranged in limiting round holes 902 of the two limiting flat rods 9, one end part of the additional driving rack 8 is hinged with a piston 10 in the additional cylinder 11, and the engine set only comprising two cylinders 11 of one set of combined crankshaft 1 is formed.
The operation of each piston in conjunction with the compound crankshaft 1 of the fourth embodiment of the present invention is the same as that of the first embodiment.
Operation of the fifth embodiment of the present invention
As shown in fig. 20, the first embodiment of the fifth embodiment of the present invention is different in that: one end of the driving rack 8 is respectively connected with a pump body arranged on an additional cylinder body 13 or a piston of a compressor in reciprocating motion and a connecting rod thereof, and a front main shaft neck 100 at one side of a crankcase 12 is connected with a power output shaft of 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, 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 is converted into the reciprocating linear motion of the reciprocating piston 15 of the high-pressure pump 14.
The operation of the fifth embodiment of the present invention is reverse to that of the first embodiment of the present invention.
The above embodiments are only for describing the preferred embodiments of the present invention, and are not intended to limit the scope of the present invention, and various modifications and improvements of the technical solution of the present invention may be made by those skilled in the art without departing from the design of the present invention, and all of them should fall within the protection scope defined by the claims of the present invention.

Claims (10)

1. A switching mechanism of a combined rack and a combined crankshaft comprises the following main components: the combined crankshaft (1) with a front main journal (100) and a rear main journal (101), two cranks (102) and a front sector gear ring (4) and a rear sector gear ring (5) thereof as well as a connecting rod journal (103), a transmission shaft (3) with a main gear (301), a secondary gear (305) and more than one driving gear (302), 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 last section rack (203) at two ends thereof, and is 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 arranged on two side walls of the crank case (12), a steering gear (601) on the steering wheel shaft (6) is meshed with a main gear (301) on the transmission shaft (3), an auxiliary gear (602) on the steering wheel shaft (6) is alternately meshed with a front sector gear ring (4) on a crank (102), and a secondary gear (305) on the transmission shaft (3) is alternately meshed with a rear sector gear ring (5) on another crank (102); a connecting rod ring (200) at the end part of a first section rack (201) of a combined rack (2) is arranged on a connecting rod journal (103) of the combined crankshaft (1), and the first section rack (201) and a last section rack (203) of the combined rack (2) are sequentially and alternately meshed with a main gear (301) arranged on a transmission shaft (3); limiting grooves (205) are respectively formed in two side faces of the combined rack (2), guide plates (7) with short guide rails (701) and rotary circular rings (702) are respectively arranged on the transmission shafts (3) on two sides of the main gear (301), the rotary circular rings (702) of each guide plate (7) are respectively arranged on the cylindrical surfaces of the transmission shafts (3) on two sides of the main gear (301), and the short guide rails (701) of each guide plate (7) are respectively arranged in the limiting grooves (205) on two side faces of the combined rack (2); the auxiliary cylinder body (13) is arranged on one side or two sides of the crankcase (12), more than one driving gear (302) is installed on the cylindrical surface of the transmission shaft (3) extending into the auxiliary cylinder body (13) at equal intervals, each driving gear (302) is meshed with the driving rack (8), the limiting circular rings (901) of the limiting flat rods (9) are installed on the cylindrical surface of the transmission shaft (3) on two sides of each driving rack (8), and two end parts of the rotating shaft (89) arranged on the back surface (801) of each driving rack (8) are installed in the limiting circular holes (902) of the two limiting flat rods (9) respectively.
2. A rack-and-pinion switching mechanism as claimed in claim 1, wherein: the crank (102) is respectively installed at one end of each of the front main journal (100) and the rear main journal (101), the front sector gear ring (4) and the rear sector gear ring (5) are respectively installed on the rims of the two cranks (102), the front sector gear ring (4) and the rear sector gear ring (5) are identical in shape, 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 central lines of the front sector gear ring (4) and the rear sector gear ring (5) and the central lines of the two cranks (102) are overlapped with the coaxial line (104) of the front main journal (100) and the rear main journal (101).
3. A rack-and-pinion switching mechanism as claimed in claim 1, wherein: the main gear (301) and the pinion (305) are coaxially arranged on the cylindrical surface of the transmission shaft (3), and the main gear (301) and the pinion (305) are identical in shape; 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 reference circle (501) of the rear sector ring (5) and the radius of the reference circle (304) of the pinion (305).
4. A rack-and-pinion switching mechanism as claimed in claim 1, wherein: the steering gear (601) and the auxiliary gear (602) are coaxially mounted on a cylindrical surface of a steering wheel shaft (6), and the distance between an axis (603) of the steering wheel shaft (6) and a coaxial line (104) of the front main journal (100) and the rear main journal (101) is equal to the sum of the radius of a reference circle (401) of the front sector gear ring (4) and the radius of a reference circle (604) of the auxiliary gear (602).
5. A rack-and-pinion switching mechanism as claimed in claim 1, wherein: the connecting rod circular ring (200) is arranged at one end of the combined rack (2), the two limiting grooves (205) are respectively arranged on the toothless middle section (202) of the combined rack (2) and the two side surfaces of the first section rack (201) and the last section rack (203) at the two ends of the combined rack (2), and the graduation line of the first section rack (201) and the graduation line of the last section rack (203) are collinear with the graduation straight line (204).
6. A rack-and-pinion switching mechanism as claimed in claim 1, wherein: short guide rail (701) are installed on a side of deflector (7) tip, another tip of deflector (7) is for rotating ring (702), spacing groove (205) with short guide rail (701) phase-match, spacing groove (205) can be followed short guide rail (701) slide.
7. A rack-and-pinion switching mechanism as claimed in claim 1, wherein: one or more cylinders (11) are provided in the housing of the additional cylinder (13), and one or both ends of each drive rack (8) in the additional cylinder (13) are hinged to the pistons (10) in the one or more cylinders (11), respectively, thereby constituting an engine unit having only one set of one or more cylinders (11) of the combined crankshaft (1).
8. A rack-and-pinion switching mechanism as claimed in claim 7, wherein: each piston (10) and the combined crankshaft (1) and the combined rack (2) are assembled according to the following modes: the main gear (301) is meshed with the head end teeth (206) of the first-stage rack (201), and the piston (10) at the end of each driving rack (8) is at the top dead center or the bottom dead center of the stroke; when the main gear (301) is separated from the first-segment 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 to be meshed with the front fan toothed ring (4), and the pistons (10) at the end parts of the driving racks (8) are respectively in a downward dead center motion state and an upper dead center motion state; when the front sector gear ring (4) is separated from the auxiliary gear (602), the tail-segment rack (203) is meshed with the main gear (301); when the tail end teeth (208) of the tail-end rack (203) are meshed with the main gear (301), the pistons (10) at the end part of each driving rack (8) are respectively at the bottom dead center and the top dead center of the stroke; when the tail-segment rack (203) is separated from the main gear (301), the rear sector ring gear (5) is meshed with the pinion (305), and the pistons (10) at the end parts of the driving racks (8) are respectively in a motion state of an upper dead point and a lower dead point; when the rear sector gear ring (5) is separated from the pinion (305), the first section of the rack (201) is meshed with the main gear (301); when the head end teeth (206) of the first-stage rack (201) are meshed with the main gear (301) again, the pistons (10) at the end parts of the driving racks (8) are respectively at the top dead center or the bottom dead center of the stroke.
9. A rack-and-pinion switching mechanism as claimed in claim 1, wherein: more than one transmission shaft (3) and more than one steering wheel shaft (6) are additionally arranged on two side walls in the crankcase (12), the axis (300) of each transmission shaft (3) is distributed on a circumference which takes 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 secondary gear (305) are arranged on the cylindrical surface of each additional transmission shaft (3), a steering gear (601) and an auxiliary gear (602) are arranged on the cylindrical surface of each additional steering wheel shaft (6), the main gear (301) on each additional transmission shaft (3) is meshed with the steering gear (601) on each additional steering wheel shaft (6), the auxiliary gear (602) coaxial with the steering gear (601) is alternately meshed with the front sector gear ring (4), the auxiliary gear (305) on each transmission shaft (3) is alternatively meshed with the rear sector gear ring (5); more than one combined rack (2) is additionally arranged on an extended connecting rod journal (103), a connecting rod circular ring (200) at the end part of a first section rack (201) of each combined rack (2) is arranged on the extended connecting rod journal (103), and the first section rack (201) and a last section rack (203) of each combined rack (2) are sequentially and alternately meshed with a main gear (301) on each additionally arranged transmission shaft (3); limiting grooves (205) on two side surfaces of each additional combined rack (2) are assembled on short guide rails (701) of the guide plate (7); more than one cylinder (11) is additionally arranged on the shell of the additional cylinder body (13), each additional transmission shaft (3) extends into the additional cylinder body (13), more than one driving gear (302) is arranged on the cylindrical surface of each transmission shaft (3) in the additional cylinder body (13) at equal intervals, each additional driving gear (302) is meshed with a driving rack (8), limiting circular rings (901) of limiting flat rods (9) on two sides of each additional driving rack (8) are arranged on the cylindrical surface of the transmission shaft (3), two end parts of a rotating shaft (89) on the back surface (801) of each driving rack (8) are respectively arranged in limiting circular holes (902) of the two limiting flat rods (9), one end or two ends of each driving rack (8) which is additionally arranged are respectively hinged with the piston (10) in each cylinder (11) which is additionally arranged, so that the ultrahigh-power engine unit which only comprises more than one cylinder (11) of one set of combined crankshaft (1) is formed.
10. A rack-and-pinion switching mechanism as claimed in claim 1, wherein: more than one pump body or compressor is arranged on the shell of the additional cylinder body (13), a piston and a connecting rod thereof which reciprocate of each pump body or compressor are connected with one end or two ends of each driving rack (8), and a front main journal (100) and a rear main journal (101) which extend from one side or two sides of the crankcase (12) are connected with a power output shaft of power equipment; for example, one end or both ends of each driving rack (8) are connected with a reciprocating piston (15) of the high-pressure pump (14), for example, a rotating shaft (161) of an electric motor (16) is connected with a front main shaft neck (100), and the rotating motion of the rotating shaft (161) of the electric motor (16) is converted into the reciprocating linear motion of the reciprocating piston (15) of the high-pressure pump (14).
CN201910310862.7A 2019-04-18 2019-04-18 Combined rack-combined crankshaft switching mechanism Pending CN111828584A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201910310862.7A CN111828584A (en) 2019-04-18 2019-04-18 Combined rack-combined crankshaft switching mechanism

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN201910310862.7A CN111828584A (en) 2019-04-18 2019-04-18 Combined rack-combined crankshaft switching mechanism

Publications (1)

Publication Number Publication Date
CN111828584A true CN111828584A (en) 2020-10-27

Family

ID=72915164

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201910310862.7A Pending CN111828584A (en) 2019-04-18 2019-04-18 Combined rack-combined crankshaft switching mechanism

Country Status (1)

Country Link
CN (1) CN111828584A (en)

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