EP2513478A1 - Sprague gear transmission - Google Patents

Sprague gear transmission

Info

Publication number
EP2513478A1
EP2513478A1 EP09797155A EP09797155A EP2513478A1 EP 2513478 A1 EP2513478 A1 EP 2513478A1 EP 09797155 A EP09797155 A EP 09797155A EP 09797155 A EP09797155 A EP 09797155A EP 2513478 A1 EP2513478 A1 EP 2513478A1
Authority
EP
European Patent Office
Prior art keywords
gear
sprague
pinion gear
rack
power
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP09797155A
Other languages
German (de)
French (fr)
Inventor
Robert D. Hunt
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
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Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP2513478A1 publication Critical patent/EP2513478A1/en
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
    • F03G—SPRING, WEIGHT, INERTIA OR LIKE MOTORS; MECHANICAL-POWER PRODUCING DEVICES OR MECHANISMS, NOT OTHERWISE PROVIDED FOR OR USING ENERGY SOURCES NOT OTHERWISE PROVIDED FOR
    • F03G7/00—Mechanical-power-producing mechanisms, not otherwise provided for or using energy sources not otherwise provided for

Definitions

  • a crank mechanism an arm connected at right angles to the end of a shaft that forms an axis of rotation, is commonly used in order to translate reciprocating linear piston motion of prior art engines into rotation.
  • the optimum vector angle, for maximum efficiency in the transfer of the force is ninety- degrees, often known as the "perfect vector angle”—the angle at which power is transferred with the highest efficiency.
  • the "perfect vector angle” the angle at which power is transferred with the highest efficiency.
  • Figure 2 illustrates a comparative analysis of prior art steam engine poor vector angles.
  • the slide valve controls the steam input and exhaust to the piston cylinder providing the force on the piston forcing the rod to rotate the crank arm attached to the flywheel via a common shaft.
  • the vector angle of this force varies from a highest and best vector angle by this prior art steam engine of seventy-seven degrees as is shown in example positions "A” and "C” to a low value of zero degrees vector angle in the example positions of "B” and "D".
  • Vector angle analysis of a crankshaft indicates that almost half of the power generated by a piston is lost converting linear-motion to rotary-motion. Note that the rod of the crankshaft's best vector angle is less than 70 degrees and only 470 pounds from 500 pounds of force or 94 percent of the piston's power is transferred; and, then the vector angle progressively goes down from there to zero at the top dead center position at which time no power is generated at all. Then the rod's vector angle goes from zero back-up to 70 degrees in a continuous cycle. The net result of averaging the vector angle positions at every ten degrees on the chart is that over 47 percent of the power is lost to poor vector angles even before figuring in weight and friction losses associated with the crankshaft.
  • Provisional Patent with no number assigned thus far titled, "High-Speed, Cooled Solenoid Valve or Cryogenically Cooled Super-Conducting Solenoid Valve” dated March 10, 2008, by Robert D. Hunt; and, U. S. Provisional Patent with no number assigned thus far titled, "Pressure-Actuated Linear Driver Engine” dated March 17, 2008, by Robert D. Hunt.
  • An object of the present patent application is to create a transmission that converts reciprocating linear motion to rotary motion in a much more efficient manner.
  • a rack and pinion gear set transfers force at an optimum ninety degree vector angle because the rack bar intersects the round pinion gear at an optimum ninety degree angle.
  • prior art rack and pinion gears may only be used for "indexing" applications that produce movement in the back and forth directions.
  • a Sprague gear is an "overrunning clutch” comprising a series of spur gears that catch, or engage, in only one direction of rotation in response to a reciprocating shaft power input into one side of the clutch, which provides incremental rotation in only one direction of a power output shaft that extends out the other side of the clutch.
  • the spur gears slip, overrun, or idle when rotated in the opposite direction
  • a Sprague gear transmission converts the reciprocating linear motion of a piston into continuous rotary motion.
  • An optimum ninety degree vector angle is always maintained during its operation for maximum transfer of piston power.
  • a rack gear (a linear bar with gear teeth) of a rack-and-pinion gear set attached to the power output shaft of a power piston of an engine is moved back-and-forth by the reciprocating action of the piston in order to provide power input into the transmission.
  • the rack gear drives the back and forth rotation of its mating power input pinion gear, known as "indexing".
  • the input shaft of a Sprague gear is coupled to the reciprocating power input pinion gear by a common shaft.
  • the Sprague gear catches in one direction, providing power output shaft rotation in only one direction.
  • the Sprague gear then slips or overruns during the opposite direction of rotation.
  • a second set of rack-and-pinion gears is needed, along with a second Sprague gear to provide a double-acting mechanism whereby a first rack-and-pinion Sprague gear set catch on the outward stroke of the rack bar and then a second rack-and-pinion Sprague gear set catch on the inward stroke of the rack gear bar. While the first set is catching (driving) the second set is slipping (idling); and, then while the second set is driving, the first set is idling.
  • a common power output spur gear mechanically connects the two gear set assemblies so that they operate in unison providing power output on both the inward and outward strokes of the rack bar in order to provide continuous power output rotation in a single direction that is capable of powering an electrical generator or alternator or provide mechanical power output that may be used to drive hydraulic pumps or pneumatic pumps, for transportation means to power automobiles, boats, etc.
  • the Sprague gears transmission can produce multiple shaft rotations during the outward stroke of a rack bar as it is driven by a piston; then, additional multiple rotations of the power output shaft can be accomplished during the inward stoke of the reciprocating rack bar.
  • This double-acting mechanism can be designed to provide as many rotations of the power output shaft as desired be simply adjusting the diameter of the pinion gear and the length of the rack bar gear.
  • a small diameter pinion gear with a short circumference distance will produce more rotations over the length of the rack bar than will be produced by a larger diameter pinion gear having a longer circumference and using more rack bar length per rotation of the pinion gear.
  • the number of rotations of the pinion gear per stroke is determined by dividing the circumference of the pinion gear into the length of the rack bar.
  • the power input cylinder 1 rack gear is positioned on top of the power input pinion gear at a ninety-degree vector angle and the power input cylinder 2 rack gear is positioned at the bottom of the power input pinion gear at a ninety-degree vector angle. This alignment allows the attached power transfer shaft to rotate back-and-forth (index) with the motion of the rack gears.
  • Rotation in one direction is accomplished by the pressurized movement of the power input cylinder 1 rack bar that moves over the top of the power input pinion gear causing one pinion gear/Sprague gear to engage (Driving Mode), rotating the power transfer shaft, causing a connecting pinion gear, power output pinion gear, and power output shaft to rotate a number of turns in the forward direction.
  • the pinion gear/Sprague gear connection to a second power transfer shaft rotates in the opposite direction, causing the second Sprague gear to disengage (Idling Mode).
  • the power input cylinder 2 rack gear is being forced in the backward direction.
  • Rotation in the opposite direction is accomplished by the pressurized movement of the power input cylinder 2 rack bar that moves under the bottom of the power input pinion gear as the other Sprague gear engages (Driving Mode), causing the power output pinion gear and power output shaft to rotate a number of turns in the same forward direction.
  • the pinion gear connection to the first power transfer shaft rotates the original power transfer shaft in the opposite direction, causing the first Sprague gear to disengage (Idling Mode).
  • the power input cylinder 1 rack gear is being forced in the backward direction.
  • the power input cylinder 1 rack gear is positioned on top of an upper power input pinion gear at a ninety-degree vector angle and the double-sided power input cylinder 2 rack gear is positioned in-between the upper power input pinion gear and a lower power input pinion gear at a ninety-degree vector angle.
  • Each power input pinion gear is connected to a Sprague gear, which is connected to a power output pinion gear and a common power output shaft.
  • Rotation in one direction is accomplished by the pressurized movement of the power input cylinder 1 rack bar that moves over the top of the upper power input pinion gear as the upper Sprague gear engages (Driving Mode), causing the upper power transfer shaft, upper output pinion gear, power output pinion gear and power output shaft to rotate a number of turns in the forward direction.
  • the upper power input pinion gear connection to the double-sided power input cylinder 2 rack gears and lower power input pinion gear causes the lower Sprague gear to disengage (Idling Mode).
  • the double-sided power input cylinder 2 rack gear is being forced in the backward direction.
  • Rotation in the opposite direction is accomplished by the pressurized movement of the double-sided power input cylinder 2 rack bar that moves in-between the upper and lower power input pinion gears as the lower Sprague gear engages (Driving Mode), causing the lower power transfer shaft, lower output pinion gear, power output pinion gear and power output shaft to rotate a number of turns in the same forward direction.
  • the upper power input pinion gear connection rotates the upper Sprague gear, causing it to disengage (Idling Mode).
  • the power input cylinder 1 rack gear is being forced in the backward direction.
  • the diameter of the pinion gears and the length of the rack bars determine the number of rotations produced by the pinion gears and the attached power output shaft.
  • the radius of the pinion gear acts like a lever. The greater the circumference of the pinion gear the longer the lever arm and the greater the amount of torque that is generated. However, more rack bar length is needed in order to accomplish a full revolution of the pinion gear due to the increase in its circumference length. Likewise, a small diameter pinion gear will produce more rotations using the same rack bar length, but the torque will be greatly reduced. Greater rotational velocity can be gained at the expense of reduced torque.
  • the design criteria are to find a balance between rotational velocity and torque. Both the top and bottom rack and pinion gears transfer torque very efficiently because both racks apply force at an optimum ninety-degree vector angle to the axis of both of the pinion gears.
  • Rotation of the Sprague Gear Transmission (100) in one direction, as illustrated in Figures 4 and 6, (Concept la) is accomplished by the pressurized movement of the power input cylinder 1 rack bar (101) that moves over the top of the power input pinion gear (102) causing one pinion gear (103)/Sprague gear (104) to engage (Driving Mode), rotating the power transfer shaft (105), causing a connecting pinion gear (106), power output pinion gear (108), and power output shaft (107) to rotate a number of turns in the forward direction.
  • the pinion gear (112)/Sprague gear (111) connection to a second power transfer shaft (110) rotates in the opposite direction, causing the second Sprague gear (111) to disengage (Idling Mode).
  • the power input cylinder 2 rack gear (113) is being forced in the backward direction.
  • Rotation of the Sprague Gear Transmission in the opposite direction, as shown in Figures 5 and 6, is accomplished by the pressurized movement of the power input cylinder 2 rack bar (113) that moves under the bottom of the power input pinion gear (102) causing the other pinion gear (112)/Sprague gear (111) to engage (Driving Mode), rotating the power transfer shaft (110), causing a connecting pinion gear (109), power output pinion gear (108), and power output shaft (107) to rotate a number of turns in the forward direction.
  • the pinion gear (103)/Sprague gear (104) connection to the other power transfer shaft (105) rotates in the opposite direction, causing the other Sprague gear (104) to disengage (Idling Mode).
  • the power input cylinder 1 rack gear (101) is being forced in the backward direction.
  • the power input cylinder 1 rack gear is positioned on top of an upper power input pinion gear at a ninety-degree vector angle and the double-sided power input cylinder 2 rack gear is positioned in-between the upper power input pinion gear and a lower power input pinion gear at a ninety-degree vector angle.
  • Each power input pinion gear is connected to a Sprague gear, which is connected to a power output pinion gear and a common power output shaft.

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

Abstract

A novel double-acting Sprague gear mechanical transmission is herein disclosed capable of converting reciprocating power inputs in both the forward and backward directions to a continuous rotational output in one direction while always maintaining an optimum ninety degree vector angle during operation in order to perform maximum transfer of power. A first Sprague gear catches on the outward stroke of the rack bar and then a second Sprague gear catches on the inward stroke of the rack gear bar. While the first Sprague gear is catching (driving), the second Sprague gear is slipping (idling); and, then while the second Sprague gear is driving, the first Sprague gear is idling. A common power output gear having a common power output shaft mechanically connects the two Sprague gears so that they operate in unison, providing power output on both the inward and outward strokes of the rack bar in order to provide continuous power output rotation in a single direction that is capable of powering a rotary electrical generator or alternator and is capable of providing mechanical rotary motive force for any means of transportation such as the wheels of an automobile or to provide rotational mechanical power output for any purpose for which rotational mechanical power output may be used.

Description

Sprague Gear Transmission
BACKGROUND
A crank mechanism, an arm connected at right angles to the end of a shaft that forms an axis of rotation, is commonly used in order to translate reciprocating linear piston motion of prior art engines into rotation.
Figure 1. Prior Art Steam Engine with Crank
Steam engines, see Figure 1, are among the oldest form of engines. The piston of the steam engine produced a continuous back-and-forth motion along with the power output rod connected to it. Linear reciprocating motion was then converted to rotary motion by the crankshaft. However, these engines transferred power in a very inefficient manner because the rod extending from the piston during most of its rotation around the crank maintains only very poor vector angles.
The optimum vector angle, for maximum efficiency in the transfer of the force is ninety- degrees, often known as the "perfect vector angle"— the angle at which power is transferred with the highest efficiency. During operation, prior art steam engines unfortunately never attained even for a brief period of time a perfect ninety degree vector angle as is shown below. Current modern combustion engines continue to use the piston rod / crankshaft angular interface first applied in early steam engines.
Figure 2. Comparative Analysis of Prior Art Steam Engine Having Poor Vector Angles
Figure 2 illustrates a comparative analysis of prior art steam engine poor vector angles. In the classic steam engine, the slide valve controls the steam input and exhaust to the piston cylinder providing the force on the piston forcing the rod to rotate the crank arm attached to the flywheel via a common shaft. As the rod forces the flywheel around through a cycle (Position "A" to Position "B" to Position "C" to Position "D"), the vector angle of this force varies from a highest and best vector angle by this prior art steam engine of seventy-seven degrees as is shown in example positions "A" and "C" to a low value of zero degrees vector angle in the example positions of "B" and "D".
Figure 3. Vector Angle Analysis of Piston Rod to Rotary Crank
Vector angle analysis of a crankshaft indicates that almost half of the power generated by a piston is lost converting linear-motion to rotary-motion. Note that the rod of the crankshaft's best vector angle is less than 70 degrees and only 470 pounds from 500 pounds of force or 94 percent of the piston's power is transferred; and, then the vector angle progressively goes down from there to zero at the top dead center position at which time no power is generated at all. Then the rod's vector angle goes from zero back-up to 70 degrees in a continuous cycle. The net result of averaging the vector angle positions at every ten degrees on the chart is that over 47 percent of the power is lost to poor vector angles even before figuring in weight and friction losses associated with the crankshaft. The present inventor has filed a series of patent applications that claim the use of power generating devices, including but not limited to: International Patent Application Number PCT/IB2008/001667 titled "Ultra-Low-Temperature Power Cycle Engine" dated June 19, 2008 and having a Priority Date of June 12, 2007 by Robert D. Hunt; International Patent Application Number PCT/US2006/ 12294 titled "Accelerated Magnetic Pellet Generator" dated April 3, 2006 by Robert D. Hunt; and, U. S. Provisional Patent Number US60/667,800 titled "Accelerated Magnetic Pellet Generator that Provides Self-Compression" dated April 3, 2005 by Robert D. Hunt; and, U. S. Provisional Patent Number US60/934,298 titled "Linear Driver" dated June 12, 2007 by Robert D. Hunt; and, U. S. Provisional Patent Number US60/934,183 titled "Multiplication of Force at Equalized Pressure Power Cycle" dated June 12, 2007 by Robert D. Hunt; and, U. S. Provisional Patent Number US60/934,297 titled "Permanent Magnet Generator or Alternator that Eliminates Cogging via the use of Ferrous Metal Free Coils Moveable over Fixed Ferrous Metal Magnetic Cores" dated June 12, 2007 by Robert D. Hunt; and, U. S. Provisional Patent with no number assigned thus far titled, "High-Speed, Cooled Solenoid Valve or Cryogenically Cooled Super-Conducting Solenoid Valve" dated March 10, 2008, by Robert D. Hunt; and, U. S. Provisional Patent with no number assigned thus far titled, "Pressure-Actuated Linear Driver Engine" dated March 17, 2008, by Robert D. Hunt.
An object of the present patent application is to create a transmission that converts reciprocating linear motion to rotary motion in a much more efficient manner.
A rack and pinion gear set transfers force at an optimum ninety degree vector angle because the rack bar intersects the round pinion gear at an optimum ninety degree angle. However, prior art rack and pinion gears may only be used for "indexing" applications that produce movement in the back and forth directions.
A Sprague gear is an "overrunning clutch" comprising a series of spur gears that catch, or engage, in only one direction of rotation in response to a reciprocating shaft power input into one side of the clutch, which provides incremental rotation in only one direction of a power output shaft that extends out the other side of the clutch. The spur gears slip, overrun, or idle when rotated in the opposite direction
DISCLOSURE AND SUMMARY OF THE INVENTION
By way of the present invention hereby disclosed, a Sprague gear transmission converts the reciprocating linear motion of a piston into continuous rotary motion. An optimum ninety degree vector angle is always maintained during its operation for maximum transfer of piston power.
A rack gear (a linear bar with gear teeth) of a rack-and-pinion gear set attached to the power output shaft of a power piston of an engine is moved back-and-forth by the reciprocating action of the piston in order to provide power input into the transmission. The rack gear drives the back and forth rotation of its mating power input pinion gear, known as "indexing". The input shaft of a Sprague gear is coupled to the reciprocating power input pinion gear by a common shaft. The Sprague gear catches in one direction, providing power output shaft rotation in only one direction. The Sprague gear then slips or overruns during the opposite direction of rotation.
To provide a transmission capable of using reciprocating power input in both directions being capable of continuous rotation, a second set of rack-and-pinion gears is needed, along with a second Sprague gear to provide a double-acting mechanism whereby a first rack-and-pinion Sprague gear set catch on the outward stroke of the rack bar and then a second rack-and-pinion Sprague gear set catch on the inward stroke of the rack gear bar. While the first set is catching (driving) the second set is slipping (idling); and, then while the second set is driving, the first set is idling. A common power output spur gear mechanically connects the two gear set assemblies so that they operate in unison providing power output on both the inward and outward strokes of the rack bar in order to provide continuous power output rotation in a single direction that is capable of powering an electrical generator or alternator or provide mechanical power output that may be used to drive hydraulic pumps or pneumatic pumps, for transportation means to power automobiles, boats, etc.
An important advantage of the Sprague gear transmission over prior art crankshaft means of converting linear motion to rotary motion is that mechanical advantage is gained. The Sprague gears transmission can produce multiple shaft rotations during the outward stroke of a rack bar as it is driven by a piston; then, additional multiple rotations of the power output shaft can be accomplished during the inward stoke of the reciprocating rack bar.
This double-acting mechanism can be designed to provide as many rotations of the power output shaft as desired be simply adjusting the diameter of the pinion gear and the length of the rack bar gear. A small diameter pinion gear with a short circumference distance will produce more rotations over the length of the rack bar than will be produced by a larger diameter pinion gear having a longer circumference and using more rack bar length per rotation of the pinion gear. The number of rotations of the pinion gear per stroke is determined by dividing the circumference of the pinion gear into the length of the rack bar.
In the first concept, the power input cylinder 1 rack gear is positioned on top of the power input pinion gear at a ninety-degree vector angle and the power input cylinder 2 rack gear is positioned at the bottom of the power input pinion gear at a ninety-degree vector angle. This alignment allows the attached power transfer shaft to rotate back-and-forth (index) with the motion of the rack gears.
Rotation in one direction (Concept la) is accomplished by the pressurized movement of the power input cylinder 1 rack bar that moves over the top of the power input pinion gear causing one pinion gear/Sprague gear to engage (Driving Mode), rotating the power transfer shaft, causing a connecting pinion gear, power output pinion gear, and power output shaft to rotate a number of turns in the forward direction. The pinion gear/Sprague gear connection to a second power transfer shaft rotates in the opposite direction, causing the second Sprague gear to disengage (Idling Mode). At the same time, the power input cylinder 2 rack gear is being forced in the backward direction.
Rotation in the opposite direction (Concept lb) is accomplished by the pressurized movement of the power input cylinder 2 rack bar that moves under the bottom of the power input pinion gear as the other Sprague gear engages (Driving Mode), causing the power output pinion gear and power output shaft to rotate a number of turns in the same forward direction. The pinion gear connection to the first power transfer shaft rotates the original power transfer shaft in the opposite direction, causing the first Sprague gear to disengage (Idling Mode). At the same time, the power input cylinder 1 rack gear is being forced in the backward direction.
In a second concept, the power input cylinder 1 rack gear is positioned on top of an upper power input pinion gear at a ninety-degree vector angle and the double-sided power input cylinder 2 rack gear is positioned in-between the upper power input pinion gear and a lower power input pinion gear at a ninety-degree vector angle. Each power input pinion gear is connected to a Sprague gear, which is connected to a power output pinion gear and a common power output shaft.
Rotation in one direction (Concept 2a) is accomplished by the pressurized movement of the power input cylinder 1 rack bar that moves over the top of the upper power input pinion gear as the upper Sprague gear engages (Driving Mode), causing the upper power transfer shaft, upper output pinion gear, power output pinion gear and power output shaft to rotate a number of turns in the forward direction. The upper power input pinion gear connection to the double-sided power input cylinder 2 rack gears and lower power input pinion gear causes the lower Sprague gear to disengage (Idling Mode). At the same time, the double-sided power input cylinder 2 rack gear is being forced in the backward direction.
Rotation in the opposite direction (Concept 2b) is accomplished by the pressurized movement of the double-sided power input cylinder 2 rack bar that moves in-between the upper and lower power input pinion gears as the lower Sprague gear engages (Driving Mode), causing the lower power transfer shaft, lower output pinion gear, power output pinion gear and power output shaft to rotate a number of turns in the same forward direction. The upper power input pinion gear connection rotates the upper Sprague gear, causing it to disengage (Idling Mode). At the same time, the power input cylinder 1 rack gear is being forced in the backward direction.
The diameter of the pinion gears and the length of the rack bars determine the number of rotations produced by the pinion gears and the attached power output shaft. The radius of the pinion gear acts like a lever. The greater the circumference of the pinion gear the longer the lever arm and the greater the amount of torque that is generated. However, more rack bar length is needed in order to accomplish a full revolution of the pinion gear due to the increase in its circumference length. Likewise, a small diameter pinion gear will produce more rotations using the same rack bar length, but the torque will be greatly reduced. Greater rotational velocity can be gained at the expense of reduced torque. The design criteria are to find a balance between rotational velocity and torque. Both the top and bottom rack and pinion gears transfer torque very efficiently because both racks apply force at an optimum ninety-degree vector angle to the axis of both of the pinion gears.
BRIEF DESCRIPTION OF THE DRAWINGS
Concept 1 :
A list of the components for Concept 1 is as follows:
101 - Power Input Cylinder 1 Rack Gear
102 - Power Input Pinion Gear
103 - Pinion Gear 1 A
104 - Sprague Gear 1
105 - Power Transfer Shaft 1
106 - Pinion Gear IB
107 - Power Output Shaft
108 - Power Output Pinion Gear
109 - Pinion Gear 2B
110 - Power Transfer Shaft 2
111 - Sprague Gear 2
112 - Pinion Gear 2 A
113 - Power Input Cylinder 2 Rack Gear
Figure 4. Sprague Gear Transmission Concept la (100)
Rotation of the Sprague Gear Transmission (100) in one direction, as illustrated in Figures 4 and 6, (Concept la) is accomplished by the pressurized movement of the power input cylinder 1 rack bar (101) that moves over the top of the power input pinion gear (102) causing one pinion gear (103)/Sprague gear (104) to engage (Driving Mode), rotating the power transfer shaft (105), causing a connecting pinion gear (106), power output pinion gear (108), and power output shaft (107) to rotate a number of turns in the forward direction. The pinion gear (112)/Sprague gear (111) connection to a second power transfer shaft (110) rotates in the opposite direction, causing the second Sprague gear (111) to disengage (Idling Mode). At the same time, the power input cylinder 2 rack gear (113) is being forced in the backward direction.
Figure 5. Sprague Gear Transmission Concept lb (100)
Rotation of the Sprague Gear Transmission in the opposite direction, as shown in Figures 5 and 6, (Concept lb) is accomplished by the pressurized movement of the power input cylinder 2 rack bar (113) that moves under the bottom of the power input pinion gear (102) causing the other pinion gear (112)/Sprague gear (111) to engage (Driving Mode), rotating the power transfer shaft (110), causing a connecting pinion gear (109), power output pinion gear (108), and power output shaft (107) to rotate a number of turns in the forward direction. The pinion gear (103)/Sprague gear (104) connection to the other power transfer shaft (105) rotates in the opposite direction, causing the other Sprague gear (104) to disengage (Idling Mode). At the same time, the power input cylinder 1 rack gear (101) is being forced in the backward direction.
Figure 6. Prototype Variant of Concept 1
Concept 2:
A list of the components for Concept 2 is as follows:
201 - Power Input Cylinder 1 Rack Gear
252 - Upper Power Input Pinion Gear
203 - Power Input Cylinder 2 Rack Gear
204 - Upper Sprague Gear
205 - Upper Power Transfer Shaft
206 - Upper Output Pinion Gear
207 - Power Output Pinion Gear
208 - Power Output Shaft
209 - Lower Output Pinion Gear
210 - Lower Power Transfer Shaft
211 - Lower Sprague Gear
212 - Lower Power Input Pinion Gear
In a second concept, the power input cylinder 1 rack gear is positioned on top of an upper power input pinion gear at a ninety-degree vector angle and the double-sided power input cylinder 2 rack gear is positioned in-between the upper power input pinion gear and a lower power input pinion gear at a ninety-degree vector angle. Each power input pinion gear is connected to a Sprague gear, which is connected to a power output pinion gear and a common power output shaft.
Figure 7. Sprague Gear Transmission Concept 2a (200)
Rotation of the Sprague Gear Transmission in one direction, as illustrated in Figures 7 and 9, (Concept 2a) is accomplished by the pressurized movement of the power input cylinder 1 rack bar (201) that moves over the top of the upper power input pinion gear (202) as the upper Sprague gear (204) engages (Driving Mode), causing the upper power transfer shaft (205), upper output pinion gear (206), power output pinion gear (207) and power output shaft (208) to rotate a number of turns in the forward direction. The upper power input pinion gear (202) connection to the double-sided power input cylinder 2 rack gear (203) and lower power input pinion gear (212) causes the lower Sprague gear (211) to disengage (Idling Mode). At the same time, the double-sided power input cylinder 2 rack gear (203) is being forced in the backward direction.
Figure 8. Sprague Gear Transmission Concept 2b (200) Rotation of the Sprague Gear Transmission in the opposite direction, as portrayed in Figures 8 and 9, (Concept 2b) is accomplished by the pressurized movement of the double-sided power input cylinder 2 rack bar (203) that moves in-between the upper and lower power input pinion gears (202 & 212) as the lower Sprague gear (211) engages (Driving Mode), causing the lower power transfer shaft (210), lower output pinion gear (209), power output pinion gear (207) and power output shaft (208) to rotate a number of turns in the same forward direction. The upper power input pinion gear (202) connection rotates the upper Sprague gear (204), causing it to disengage (Idling Mode). At the same time, the power input cylinder 1 rack gear (201) is being forced in the backward direction.
Figure 9. Prototype Variant of Concept 2

Claims

Claims:
1. A double-acting Sprague gear mechanical transmission capable of converting
reciprocating power inputs in both the forward and backward directions to a continuous rotational output in one direction while always maintaining an optimum ninety degree vector angle during operation in order to perform maximum transfer of power is hereby claimed; comprising, at least one rack-and-pinion gear set, at least two Sprague gears, and at least one power transfer gear with the assembly coupled together by suitable shaft means mounted on suitable bearings means, being mounted onto suitable housing means; being a double-acting mechanism whereby a first Sprague gear catches on the outward stroke of the rack bar and then a second Sprague gear catches on the inward stroke of the rack gear bar. While the first Sprague gear is catching (driving), the second Sprague gear is slipping (idling); and, then while the second Sprague gear is driving, the first Sprague gear is idling. A common power output gear having a common power output shaft mechanically connects the two Sprague gears so that they operate in unison, providing power output on both the inward and outward strokes of the rack bar in order to provide continuous power output rotation in a single direction that is capable of powering a rotary electrical generator or alternator and is capable of providing mechanical rotary motive force for any means of transportation such as the wheels of an automobile or to provide rotational mechanical power output for any purpose for which rotational mechanical power output may be used.
2. The rack bar gear and pinion gear set of claim 1 wherein, a rack gear bar mounted over the top of a pinion gear at an optimum, ninety degree vector angle produces linear mechanical power input force sufficient to drive the back and forth rotation of its mating power input pinion gear; and, wherein the power input pinion gear is coupled via a common shaft to one side of a first Sprague gear of claim 1 that catches in one direction of rotation and slips or overruns in the opposite direction of rotation; and, wherein, when the first Sprague gear drives, it provides power output rotation in one direction to its power output shaft extending out its opposite side; and,
3. The second Sprague gear of claim 1 wherein the second Sprague gear drives while the first Sprague gear idles in order to provide a Sprague gear transmission capable of using reciprocating power input in both directions and wherein the second Sprague gear is mounted parallel to the first Sprague gear having an output shaft that provides rotation in the same direction as the direction of the rotation of the power output shaft of the first Sprague gear; and, wherein the output shafts of the first and second Sprague gears having rotation in the same direction are coupled together by suitable shafts and gears to a common output shaft that provides continuous rotational output in one direction.
4. The transmission of claim 1 wherein the transmission is capable of producing mechanical advantage by accomplishing multiple power output shaft rotations during the outward stroke of a rack bar; then, additional multiple rotations of the power output shaft is accomplished during the inward stoke of the reciprocating rack bar.
5. The Sprague gear transmission of claim 1 wherein the transmission efficiently converts linear motion force to rotary motion torque, using an optimum ninety-degree vector angle.
6. The pinion gears of claim 1 wherein Sprague gears bearings are pressed into the inside diameter of the pinion gears in order to cause the pinion gears act as Sprague gears and catch in only one direction.
7. The pinion gear of claim 1 wherein a pinion gear is rotated by the horizontal movement of a rack bar of claim 1 over the outer circumference of the pinion gear via interlocking gear teeth and wherein the pinion gear is attached to a Sprague gear that catches in order to rotate the shaft in one direction.
8. The rack bar of claim 1 wherein a first rack bar is positioned over the top of a first pinion gear and the second rack gear is positioned underneath the bottom of the second pinion gear supported by the end plates in order to provide rotation of the common shaft in the same direction by the back-and-forth motion of the rack gears coupled together by the end plates.
9. The rack bar of claim 1 wherein the rack bars of the Sprague gear transmission of claim 1 always maintain an optimum ninety-degree vector relative to the axis of the pinion gears the rack bars rotate in order to provide very efficient power transfer of linear force to rotation in a single direction.
10. The rack and pinion gears of claim 1 wherein a double-sided linear rack bar having teeth on its upper and lower surfaces drives an upper pinion gear connected to a first Sprague gear and drives a lower pinion gear connected to a second Sprague gear simultaneously.
11. The Sprague gear transmission of claim 1 wherein the Sprague gear transmission is
capable of converting long piston stokes to continuous rotation in one direction in order to produce a more efficient rotary engine that requires fewer turn around strokes, which provides the ability to expand gases over the elongated length of the long stroke so that more power can be harnessed from gaseous working fluids.
12. The Sprague gear transmission of claim 1 wherein rotation in one direction (Concept la) is accomplished by the pressurized movement of the power input rack bar that moves over the top of the power input pinion gear causing one pinion gear/Sprague gear to engage (Driving Mode), rotating the power transfer shaft, causing a connecting pinion gear, power output pinion gear, and power output shaft to rotate a number of turns in the forward direction. The pinion gear/Sprague gear connection to a second power transfer shaft rotates in the opposite direction, causing the second Sprague gear to disengage (Idling Mode). At the same time, the power input cylinder 2 rack gear is forced in the backward direction.
13. The Sprague gear transmission rotation in one direction of claim 12 wherein rotation in the opposite direction (Concept lb) is accomplished by the pressurized movement of the power input cylinder 2 rack bar that moves under the bottom of the power input pinion gear as the other Sprague gear engages (Driving Mode), causing the power output pinion gear and power output shaft to rotate a number of turns in the same forward direction. The pinion gear connection to the first power transfer shaft rotates the original power transfer shaft in the opposite direction, causing the first Sprague gear to disengage (Idling Mode). At the same time, the power input cylinder 1 rack gear is being forced in the backward direction.
14. The Sprague gear transmission of claim 1 wherein rotation in one direction (Concept 2a) is accomplished by the pressurized movement of the power input cylinder 1 rack bar that moves over the top of the upper power input pinion gear as the upper Sprague gear engages (Driving Mode), causing the upper power transfer shaft, upper output pinion gear, power output pinion gear and power output shaft to rotate a number of turns in the forward direction. The upper power input pinion gear connection to the double-sided power input cylinder 2 rack gears and lower power input pinion gear causes the lower Sprague gear to disengage (Idling Mode). At the same time, the double-sided power input cylinder 2 rack gear is being forced in the backward direction.
15. The Sprague gear transmission rotation in one direction of claim 14 wherein rotation in the opposite direction (Concept 2b) is accomplished by the pressurized movement of the double-sided power input cylinder 2 rack bar that moves in-between the upper and lower power input pinion gears as the lower Sprague gear engages (Driving Mode), causing the lower power transfer shaft, lower output pinion gear, power output pinion gear and power output shaft to rotate a number of turns in the same forward direction. The upper power input pinion gear connection rotates the upper Sprague gear, causing it to disengage (Idling Mode). At the same time, the power input cylinder 1 rack gear is being forced in the backward direction.
16. The Sprague gear transmission of claim 1 wherein the diameter of the pinion gears and the length of the rack bars determine the number of rotations produced by the pinion gears and the attached power output shaft. The radius of the pinion gear acts like a lever. The greater the circumference of the pinion gear the longer the lever arm and the greater the amount of torque that is generated. However, more rack bar length is needed in order to accomplish a full revolution of the pinion gear due to the increase in its circumference length. Likewise, a small diameter pinion gear will produce more rotations using the same rack bar length, but the torque will be greatly reduced. Greater rotational velocity can be gained at the expense of reduced torque. The design criteria are to find a balance between rotational velocity and torque. Both the top and bottom rack and pinion gears transfer torque very efficiently because both racks apply force at an optimum ninety- degree vector angle to the axis of both of the pinion gears.
EP09797155A 2009-12-15 2009-12-15 Sprague gear transmission Withdrawn EP2513478A1 (en)

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WO2014028782A2 (en) * 2012-08-15 2014-02-20 Robert Daniel Hunt Improved sprague gear transmission
US9964030B1 (en) 2016-09-09 2018-05-08 Nolton C. Johnson, Jr. Tethered piston engine

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