MX2008008531A - Roller transmission and gearing mechanism - Google Patents

Abstract

A roller transmission and gearing mechanism with a driving body, roller means and a driven body;the driving body is coupled to the driven body by means of the roller means, the bodies are guided with a single degree of freedom, and define respective roller guide tracks thereon, the tracks contact the roller means and determine the movement of the roller, which contact the roller guide tracks along rolling curves, the roller guide tracks start and terminate at respective pairs of limit surfaces, and the roles of the driving and driven bodies can be interchanged, furthermore the distances between points of the rolling curve on the driving body and on the driven body are different, the rolling means move with pure rolling motion, and for all point-pairs on the rolling curves the respective tangential planes are parallel to each other, the velocities of the contacting pairs of points are identical but have opposite signs, in the contacting points the action lines of forces intersect the central axes of the roller means, and the lengths of the rolling curves of the driving and driven bodies are equal, and before and after the contact points the rolling curves have angularly inclined tangential planes.

Description

MECHANISM OF TRANSMISSION AND GEAR OF THE ROLLER Description of the Invention The invention relates to a transmission and gear mechanism of the roller comprising a driving body, the roller means having respective central centers or axes, and a driving body, wherein the driving body is coupled to the driving body. impulse body by means of the roller means, the driving and driving body are guided by the movement having a degree of freedom, the driving or driving bodies both define the respective roller paths roller guides therein, the rolling paths make contact with the roller means and determine the relative movement of the roller means with respect to the associated body, the roller means make contact with the rolling paths of the roller along the respective bearing curves , the roller guides roll guides start and end in the impulse and conduction bodies in pairs of limit surfaces resp In this case, the roller means move along their associated roller bearing paths, wherein the functions of the driving and driving bodies can be interchanged. Gear and power transmission systems are critical to the mechanical engineering industry and there is a wide variety of them available. Most of them can characterized, among other things, by its relationship with the gear, the maximum transmissible energy, its design and structural dimensions, in particular, the position and relative size of the impulse and conduction bodies, the possibility of change of direction of rotation of the impulse body in relation to the driving body, and last but not least, the transmission of energy. The worm gears for example are notorious for their particularly low power transmission efficiency. They dissipate significant amounts of energy due to the great loss of energy by friction as a result of the extensive sliding between their contact surfaces. There have been several proposals made in the past to reduce the degree of sliding via the introduction of ball bearings between the contact surfaces of the screw slots and the teeth of the worm wheel. Thus the worm and the worm wheel were no longer in direct contact but the coupling between them was established via a set of bearing balls. The balls while in the mating position moved out of a path between the worm and the worm wheel. When they reached the end of the path they left the path and disengaged themselves from the link. They were then taken back through an external device at the beginning of the trajectory where they restored the coupling again. Such proposals can be found, for example, in U.S. Patents 3,365,974, 2, 664, 760, 4,656, 884 and 4,283,329. These designs, however, have not been managed because they do not bring all the benefits that could have been expected from the application of the bearing balls, because they did not meet the conditions of pure oscillatory movement by the balls. In the absence of these conditions the balls were forced to slide extensively along their pathways resulting in sub-optimal transmission efficiency due to significant frictional energy losses. In the case of classic ball screws that are used for linear movements, for example those used for the movements of the table in machine tools, the conditions for pure oscillatory movement for the rolls are satisfied automatically. Such as a design shown for example in Figure 3 of US 6,092, 434. This is due to the fact that the driving and driving bodies have colinear or common gyrus axes and the roller paths of the roller are concentric. In terms of pumping oscillating movement for the rollers this is the only known example for a rod drive and transmission system that is widely used for its small loss of friction energy and other advantages of pure oscillatory movement. In such a movement, both impulse or driving bodies are provided by rolling paths roller guides and respective roller balls along this guide raceway and make contact with the raceways along the respective rolling curves. At any time each ball makes contact with a point of contact of the bearing curve of the driving body and a point of the impulse body. While the bearing curves are helical co-axial (spiral) lines, the distance between them is constant. The distance between any point of the bearing curve in the driving body with the bearing curve in the impulse body can be determined as it is known from the geometry rules, that is, if we contact this point with different points of the curve of bearing in the impulse body, and by definition the shortest of one of these connection lines would be the distance. For coaxial bearing curves this distance will be the same for all points of both bearing curves. These conditions were not met in the case of bearing curves that are not coaxial and have different forms of regular helical lines. In fact, however, these mentioned coaxial ball screws can only be applied for the rotary movement of transformation to a linear displacement along a trajectory parallel to the axis of rotation, making them inapplicable in providing movements of degrees of freedom higher such as those along two or three dimensional trajectories; and due to such limitations this particular gear system has not generally become more applicable and extensive. The most extensive gear mechanism is trivially one that uses sprockets. It has numerous advantages and also many disadvantages. One of the disadvantages is that the coupling factor, that is, the number of teeth in simultaneous contact at any given time is relatively small and can not be significantly increased. This means that the mechanical load is concentrated in a small number of teeth of coupling and therefore, the maximum transmissible energy is relatively low compared to the size and space used, and difficult to increase significantly. In addition to the limitations for maximum transmittable energy, there is not much room for maneuver to vary the distance and angle between any of the driving and driving arrows. Another restriction for the design is that for a given structural configuration of the connecting wheels the relative direction of rotation for the wheels is predetermined. To change the relative direction of the rotation of an additional wheel, it must be inserted between the wheels. This, on the one hand, increases the size of the execution and, on the other, introduces additional losses of friction energy. One of the most important disadvantages of sprockets is the loss of friction energy that is presents the fact that the connecting teeth of the wheels slide together most of the time of their coupling. This causes a significant reduction in the efficiency of the power transmission even if the proper lubrication is applied. It is a primary objective of the present invention to provide a novelty transmission and gear mechanism, which is free from most of the aforementioned disadvantages and limitations of existing transmission and gear systems, which has an efficient power transmission. higher, which requires a smaller space and can transmit higher torsional forces. In order to solve this objective according to the invention, it has been recognized that a transmission mechanism and novelty bearing gear must be provided, wherein a pure rolling movement is realized between the driving, rolling and driving bodies. Accordingly, a mechanism for transmission and engorgement of the roller comprising a driving body has been provided, the roller means having respective centers or central axes, and a driving body, wherein the driving body is coupled to the driving body. Impulse body by means of roll media, the conduction and impulse body are guided by the movement that has a degree of freedom, the driving and driving bodies both define the paths of respective roller bearings of the roller therein, the roller paths make contact with the roller means and determine the relative movement of the roller means with respect to the associated body, the roller means make contact with the guide roller paths of the roller. roller along the respective bearing curves, the roller guide paths of the roller initiate and terminate in the driving and driving bodies at respective pairs of the boundary surfaces, the roller means move along their pathways. roller guides associated roller, wherein the functions of the driving bodies and the impulse bodies can be interchanged, where according to the invention, the distances defined between the respective points of the rolling curve in the driving body and the Bearing curve in the impulse body are different, the roller means move along the bearing paths The roller follows its entrances until it leaves the rolling paths substantially with the movement of pure rolling, and for all the point-pairs in the rolling curves when they are being contacted by the rolling means it is certain that the respective tangential planes handled in these pairs of points are substantially parallel to each other, the speeds of the pairs of points in contact when defined in the coordinated system of the roller means are substantially identical but have opposite signals, at the points of contact with the respective lines of action of the forces acting on the roller means passing through or intersecting the central axes or centers of the roller means, the lengths of the rolling curves of the driving body are substantially equal to the lengths of the bearing curves of the impulse body, and the bearing curves have tangential planes before and after the contact points that are angularly inclined with respect to each other. In this definition the term "degree of freedom" is not limited to movements along a straight line, but to any spatial movement that takes place along a line in general. The expression "substantially" used in various places means that the defined conditions do not need to be satisfied with mathematically perfect accuracy but small deviations around the perfect conditions are allowed as well as the design advantages that justify such tolerances. In several preferable embodiments the roller means are spherical bearing balls, or are rotationally symmetrical bodies such as barrel or cylindrical rollers. The transmission and gear mechanism of the roller may preferably comprise the return paths of the respective roller to guide the roller means after leave the roller guideways of the roller to return and re-enter the respective inlet openings of the roller guideways of the roller. It is preferable when at least one driving body and a driving body is rotationally symmetrical and has respective turning axes. In the above case it is more preferred when both the driving body and the driving body are rotationally symmetrical and have respective non-parallel rotary axes. For various applications it is preferable when at least one of the driving body and driving body has a rotationally symmetrical front surface, and the roller bearing paths are defined on the front surface, and the limiting surfaces are rings. In another preferred embodiment, at least one drive body and drive body are a set of runners for moving along a given line, and the roller guide paths of the roller are defined on the flat surfaces of the runners. In a preferred embodiment, at least one plurality of roller guide paths of the roller is defined in at least one of the driving or driving bodies. In this case, it is preferable if the roller bearing paths of the roller in the same body are identical in shape and curvature and are angularly offset with respect to each other. another by the respective angular spacing about the rotational axis of the associated body. Even an angular distribution is obtained if the angle of displacement is 360 ° / n, where n is the number of roller bearing paths of the roller equally spaced in the body. In another preferred embodiment, the roller guide paths of the roller are defined on a flat surface of the associated body and are identical in shape and curvature and are spaced apart from each other along a predetermined direction. In another preferred embodiment any driving body and driving body comprises edges with respective lateral surfaces, and the other body defines the shaping of grooves in shape with the edges, so that the respective clearances are provided between each of the lateral surfaces of the edges and lateral surfaces of the grooves, the means of the roller are accommodated in at least one of the clearances, the rolling guideways of the roller are defined on the opposite lateral surfaces of the edges and grooves where the media of the roller are accommodated. roller. In another version of the latter embodiment, a plurality of roller bearing paths are defined in the clearances and the respective roller means are directed along each of the roller guide paths of the roller. For bi-directional loads it is preferable if the respective means of the roller are accommodated in both clearances.

It is also preferable if a plurality of pairs of edges and shaping grooves are accommodated in each of the bodies. In another preferred embodiment the roller means are tiny balls that substantially fill the clearances. In a preferred alternative embodiment the tiny balls are suspended in a lubricating fluid. In certain designs the rollers may deviate in the lateral directions relative to their respective guided trajectories. This can be prevented if the mechanism comprises the impediments that limit any displacement of the roller means in directions other than the path defined by the roller guide paths of the roller. The impediments are accommodated on the respective sides of the roadways. It is also preferred if the mechanism comprises spacers between the adjacent means of the roller to maintain a predetermined distance therebetween. In order to provide a circulation of the soft roller media and without noise the direction of movement of the roller means when they leave the roller bearing paths and their direction of movement when entering the return path, closes a cosine angle on the which is equal to the speed ratio of the roll media in the return path to the speed of the roll media when they leave the paths of roller guides, in addition the same angle is applied between the direction of the return path at the other end thereof and the direction of movement of the roller means when they enter the roller guide paths of the roller. An alternative solution for providing a smooth running return path is when a gradually reduced distance is provided between the adjacent roller guide pathways near the strict limit of the roll guide roller surfaces, and a gradually increased distance is it provides between the roller paths adjacent roller guides near the start of the roller guide boundary surfaces of the roller. Another additional way of providing a smooth transition to and from the return path of the roll guide tracks of the roller is gradually enlarged at the start and end portions of the track paths when approaching the boundary surfaces, so the forces which act on the roller means are reduced and the entry and discharge of the roller means are facilitated. The transmission and gear mechanism of the roller according to the present invention achieves all the stated objectives and provides a new solution to the transmission and gear tasks, where the direct transmission can provided in a small space between any of the locations relative to the driving and driving bodies, the force and torsional force that can be transmitted can be increased by increasing the coupling factor between the driving and driving bodies. The elimination of the sliding movement reduces the energy losses by friction and increases the efficiency of the power transmission. The advantages listed are far from exhaustive. The transmission and gear mechanism of the roller according to the present invention will now be described in connection with a number of exemplary embodiments thereof, wherein reference will be made to the accompanying drawings. In the drawings: Figure 1 is a schematic drawing of one of the basic designs for the transmission and gear mechanism of the roller according to the present invention; Figure 2 is a schematic drawing of the same design as in Figure 1, but without the first wheel 10 shown. The pair of impediments on both sides of the roller coupling channel are fully visible as well as the complete cycle of the rollers including the rollers in the coupling position within the roller coupling channel and those of the roller recycling channel; Figure 3 is a schematic drawing of the same design as that in Figure 1 without showing the recycling of the rollers; Figure 4 is the top side view of the design given in the figure 3; Fig. 5 is a schematic drawing of the same design as that in Fig. 1 but has only one roller guideway of the roller in each body and one roller in the coupling position; Figure 6 is a schematic drawing of the same design as that in Figure 1 but without the first wheel 10 shown.

Only one roller is shown which is in the coupling position within the roller coupling channel; Figure 7 is a schematic drawing of another example for the basic design similar to Figure 1 with the first wheel 10 made transparent. The rollers in the coupling position along the roller coupling path are only shown, but without roller recycling; Figure 8 is a schematic drawing of a design where one of the bodies is a ring with roller guide roller paths developed on its inner surface; Figure 9 is a schematic drawing of a design similar to that in Figure 8; Figure 10 is a schematic drawing of a design where the rotating axes of the bodies are parallel and the roller bearing paths develop on the front surfaces of the bodies; Figure 11 is a schematic drawing of a design similar to that in Figure 10; Figure 12 is a schematic drawing of a design where one of the bodies is a rotationally symmetrical body and the other is a slider. Roller recycling is not shown; Figure 13 is a schematic drawing of a design where one of the bodies is a slide and the other is a ring with a rotary axis perpendicular to the plane of the slide. The roll guide roller paths develop on the front surface of the ring and on the side of the face slide relative to each other. Roller recycling is not shown; Figure 14 is a schematic drawing of the same design as that in Figure 13 without the ring 10 shown. The rollers in the coupling position along the roller coupling path are all fully visible. Roller recycling is not shown; Figure 15 is a schematic drawing of a design where the two bodies are sections of sphere executed to rotate around the rotating axes of intersection. Figure 16 is a schematic drawing of a design similar to that in Figure 15; Fig. 17 is a schematic drawing of a design where one by one of the guide roller paths of the roller is developed on both sides of the matching grooves and edges in the drive wheel and drive wheel; Figure 18 is a schematic drawing corresponding to the design shown in Figure 17 showing the profile in cross-section of a groove and an edge with one to one of the roll guide roller paths developed on its both sides. The rollers are also shown; Fig. 19 is a schematic drawing of a design where two pairs of roller bearing paths develop on both sides of the matching grooves and edges in the driving wheel and the driving wheel; Figure 20 is a schematic drawing corresponding to the design shown in Figure 19 showing the cross-sectional profile of a groove and an edge with two roller guide paths developed on both sides thereof. The rollers are also shown; Figure 21 is a schematic drawing of a design where a large number of microscopically small rollers are used and the corresponding rolling curves determine the surfaces of both sides of the matching grooves and ridges on the driving wheel and the driving wheel; Figure 22 is a schematic drawing corresponding to the design shown in Figure 21 and showing the cross-sectional profile of two of two slots and edges. The rollers are too small to be shown in the figure while the fall of the roller bearing paths in the rolling curves of a single line determines the complete profiles of the grooves and edges; Figure 23 is a schematic drawing of a design where cylindrical rollers are used; Figure 24 is a schematic drawing corresponding to the design shown in Figure 23 showing the cross-sectional profile of the roller bearing paths of the roller on the two wheels. The cylindrical rollers in the roller bearing paths of the roller are also shown; Figure 25 is the first schematic drawing to illustrate the principle of the transmission of the torsional force in the transmission and gear mechanism of the roller according to the present invention. In the example shown in this figure two rotationally symmetrical bodies z1 and z2 are used with their sets of rotary axes at an arbitrary angle; Figure 26 is the second schematic drawing to illustrate the example in Figure 25; Figure 27 is the third schematic drawing to illustrate the example in Figure 25; Figure 28 is the fourth schematic drawing to illustrate the example in Figure 25; Fig. 29 is the fifth schematic drawing to illustrate the example in Fig. 25. The views in three main directions are shown; Figure 30 is a schematic drawing of the kinematics of the transmission and gear mechanism of the roller according to the present invention. A roller, its coupling trajectory roller and two corresponding bearing curves are shown as well as the various speeds and angular velocity characteristic of the system; Figure 31 is a schematic drawing showing spacers between the rollers; Figure 32 is a schematic drawing of a line of rollers representing the configuration of the angle between the roller coupling channel and the roller recycling channel; Figure 33 is a schematic drawing of a wheel where the shape and separation of the roller guideways of the roller are adjusted to eliminate / lengthen the space between the rollers and eliminate / accumulate the force between the rollers and the guide track paths of the roller. roller while the rollers exit / enter the roller coupling channel; Figure 34 is a schematic drawing of a design showing one of the bodies and the complete cycle of the rollers. Section A of the figure is enlarged in Figure 33; Figure 35 is a schematic drawing of an example of a particular application: transmission and gear of the roller by bicycles; Figure 36 is a schematic drawing of an example of a particular application: transmission and gear of the roller by differential gears; and Figure 37 is a schematic drawing of an example of a particular application: transmission and gear of the roller that simultaneously drives two differential gears for vehicles with dual axles. In order to show the main parts and the main characteristics of the transmission and gear mechanism of the roller introduced in the present invention, an example for the basic design will first be shown where the two bodies are two rotationally symmetrical wheels configured with their rotating axes forming oblique lines with with respect to each other and that include an angle. Figure 1 shows a schematic drawing of this design including the first wheel 10 and second wheel 20 and their respective rotating axes 11 and 21. In the present description, "wheels" means rotationally symmetrical bodies that can rotate about their axes of symmetry but they are fixed along their axial directions. Each body has either an internally or externally rotationally symmetric surface centered on the rotating shaft of the body in which the roller bearing paths of the roller are developed. These surfaces will be referred to as raceway surfaces. The running surfaces are limited by two separate boundary surfaces that are normally but not always normal plane to the axis of rotation. In the example shown in Figure 1 both wheels 10 and 20 have externally rotationally symmetrical running surfaces in which the roller guideways 12 and 22 and all the boundary surfaces 14 and 15 for wheel 10 and 24 are developed and 25 for the wheel 20 they are normal planes towards the axis of rotation. The rotationally symmetrical running surface of the first wheel 10 is considered only between the boundary surfaces 14 and 15. The two boundary surfaces 14 and 15 make the two ends, i.e. the two front surfaces of the first wheel 10. Similarly, the second wheel 20 has boundary surfaces 24 and 25. In the example shown in Figure 1 the distance between the two rotationally symmetrical running surfaces of the first wheel 10 and the second wheel 20 is normally very small with all and the two bodies that They are never in direct contact with each other. In contrast, the first wheel 10 and the second wheel 20 are coupled via a number of rollers 30. In the present example, in fact, the rollers are spherical balls. The relative position of the two rotationally symmetrical bodies 10 and 20 and also the position of the rollers 30 are best seen in the schematic drawing of figure 5. For both of these two rotationally symmetrical bodies there is a dotted line on their running surfaces so that the distance between the tangential planes towards the running surfaces at these points is equal to the minimum distance between the running surfaces of the two bodies themselves. These two particular tangential planes cut through the rollers 30. Part of the body of each roller 30 is located on the side of the tangential plane of the first wheel 10 which is towards the body of the first wheel 1 0 and extends towards and fits into the rolling path of the rod 12 of the first wheel 1 0. Another part of the body of the same roller 30 is located on the tangential plane side of the wheel 20 which is towards the body of the second wheel 20 and extends towards and adjusts in the guideway path of the roller 22 of the second wheel 20. Between the two tangent planes separated by a very small distance as mentioned above , the rollers 30 have a very narrow section of their bodies that are outside the roller guideways of the roller 12 and 22 of the respective wheels 10 and 20. It is evident in figure 1 that the raceways Roller guides 12 and 22 are developed along a helical line on the rotationally symmetrical rolling surfaces of the respective wheels 10 and 20. The roller paths of the roller 12 and 22 in fact resemble each other. to the screw thread where the ratio of the number of separate threads on the rolling surfaces of the first wheel 10 and the second wheel 20 corresponds to the gear ratio. Since it will be shown in detail below, the number, shape and size of the rollers as well as the number, shape and curvature, and the cross-sectional profile of the rolling paths guiding the roller 12 and 22 on the respective wheels 10 and 20 are the detailed design results and quantitative dimensioning.

The rollers 30 fitted on the corresponding roller guide rollers in the first wheel 10 and in the second wheel 20 establish a rigid coupling between the two wheels. In this way, the rollers do not allow the two wheels to rotate independently of each other. In the case of the basic design shown in Figure 1 the two wheels 10 and 20 are the rotationally symmetrical bodies where a pair of impediments 31, 32 are placed in the free space between the running surfaces of the two bodies on both sides and directly next to the roller coupling channel. The impediments 31, 32 are for protecting the rollers 30 from deflecting in the lateral directions relative to the coupling channel of the roller. Note, that the application of impediments is not always necessary for all the cases of the various designs of the transmission and gear mechanism of the roller according to the present invention, because the roller coupling channel in many cases supports the rollers in your channels naturally without the help of external devices. This is the case, for example, for most designs with two parallel rotating axes where the roller guides run on the front surfaces as in Figures 10-11 and also for most designs with the slots and edges on their running surfaces such as those shown in Figures 17-22. Looking at the example in figure 1, when we turn (driving) for example the first wheel 10 with certain angular velocity, the rollers 30 will roll along the rollers guides of the roller 12 and 22 and at the same time transmit the torsional force from the first driving wheel 10 to the second drive wheel 20. The length of the guide tracks of the roller 12 and 22 is limited and equal. When the rollers 30 reach the end of the roller guide rollers at the boundary surfaces of the wheels, they exit the roller coupling channel and disengage from the coupling between the wheels 10 and 20. To maintain a continuous coupling between the wheels 10 and 20 and to be sure that the roller coupling channel is never empty at any point in time, the new rollers 30 need to enter the roller guides of roller guides 12 and 22 on the other end surfaces of the wheels and the roll towards the end of the raceways in a new coupling cycle. The new rollers enter the rolling paths of the roller guide at the boundary surfaces of the wheels when the roller paths guide the roller in one wheel and the corresponding roller guide tracks in the other wheel together open an entrance to the channel of the roller. roller coupling. To continuously feed the roller coupling channel with the rollers, a continuous and closed loop for the rollers has been executed to recycle the rollers leaving the coupling channel of the roller returning to the beginning of the channel. For accentuate the continuous nature of the recycling of the rollers 30 a continuous line of rollers was shown in figure 1. The roller line determines the recycling channel of the roller 33. The position of the recycling channel of the roller 33 should be such that avoid the wheels 10 and 20. For the roller recycling channel 33 the simplest solution is to use a well-positioned tube or a basket as a tubular guide inside which the rollers form a continuous line that pushes each other as they move throughout the recycling path. In figure 2, the first wheel 10 is not present and only the second wheel 20 is shown. In the second wheel 20 the guide rollers of the roller 22 can be seen as they are placed side by side to each other and in a angle in relation to the rotary axis of the wheel 21. In the figure we can see eight rollers 30 seated one by one on the adjacent roller guide raceways 22 with their centers aligned along the roller coupling path. The distance between the adjacent roller guide raceways 22 (and also 12) is apparently larger than the diameter of the rolls. It can also be seen in Figure 2 that the two impediments 31 and 32 are placed on the two sides of the roller coupling path to help keep the rollers in their roller engaging path and on their roller paths roller guides 12 and 22. The impediments 31, 32 are placed directly after The roller coupling channel and its edges closest to the roller coupling channel are made to hold and follow according to the line of the roller coupling channel. It can be seen from the figure that a roller denoted by 30a is just entering the coupling channel of the roller and the two corresponding guideways of rod guides 12 and 22 at the boundary surfaces of the two wheels 10 and 20. Other The roller denoted by 30b is just disengaging from the coupling and exit from the coupling channel of the roller and the two corresponding roller guide rollers 12 and 22 at the other boundary surfaces of the two wheels 1 0 and 20. After traveling the trajectory complete of the roller recycling channel 33 the rod 30b re-enters the roller coupling channel again at the entry point of the channel where currently the roller 30a can be seen in the figure and reestablish the coupling between the two wheels 10 and 20 Figs 3 and 4 show the respective upper and front side views of the same design as that of Fig. 1. It is evident in the upper side view in Figure 4 that in the case of this design there is a multiple of guideways of roller guides 12 and 22 developed in the first wheel 10 and the second wheel 20, against six taxiways 12 on the first wheel 1 0 and twelve taxiways on the second wheel 20. The front surfaces of both wheels show a multiple of openings for the roadways guideways of the roller evenly distributed along the perimeters that make the frontal areas look like polygons. In the openings of the rolling tracks guideways of the roller on the front surfaces that we see, there are the cross sections of the profiles of the roller guideways of the roller made by the planes of the front surfaces of the wheels, and between the openings of the cross sections of the rolling paths of the roller also made by the same planes. In Figure 4, we can see both impediments 31 and 32 while in Figure 3 we can only see the impediment 31 because the first wheel 10 covers the other 32. The rollers 30 do not exert any significant force or pressure in the impediments 31 and 32 because plates are used only to keep the rollers in their roller paths roller guides. Since the interaction between the rollers and the impediments is insignificant, the loss of friction energy that originates between them will be insignificantly small. In FIG. 5 a simplified schematic drawing of the first wheel 10 and the second wheel 20 coupled by the single roller 30 is shown to illustrate the shape and characteristic features of the guideways of the rod guides. 12 and 22 developed in the respective two wheels 10 and 20. This is the same design as that shown in Figure 1. In the coupling position the roller paths of roller 12 and 22 return to face each other and together create a roller coupling channel containing the single roller 30 shown in figure 5. The center line of the roller coupling channel defined by the path of the center points of the rollers (in the exemplary case which is the roller 30) is referred to as the roller coupling path and illustrated by the reference number 34. Two curves: one on the first wheel 10 and the other on the second wheel 20 along where the roller 30 makes contact with the two paths The respective roller guides 12 and 22 are called the rolling curves and are denoted respectively by 13 and 23 in Figure 5. Obviously, the rolling curves 13 and 23 are part of the roller guideways of the roller 12 and 22 respective. In each wheel, the roll guides roll start and end at the two opposite end surfaces of the associated wheels and in this way these end surfaces limit the surfaces containing the raceways. The rollers enter the roller tracks roller guides on a first boundary surface where the rolling paths start, then roll guides along the rolling curves along the roller guides, and finally roller guides run off on the other boundary surface where the rolling paths end. Such a coupling factor can be defined which is the number of the rollers 30 that are in the position of simultaneous coupling and along the the coupling path of the roller 34. In the case of figure 2 the coupling factor is eight while in the case of a similar design shown in figure 7 it is eighteen but in principle, this number may be higher and in certain much higher applications. Figure 6 is similar to Figures 1 and 2 but for a better illustration only the second wheel 20 and a single roller 30 is shown. The roller coupling path 34 is evident in this figure along which the center of the roller 30 travels while maintaining its mating position between the wheels. Based on Figures 1 to 6, the operation and operating conditions of the transmission and gear mechanism of the roller according to the present invention will be explained as follows. In the driving operation one of the two wheels is the driving wheel which provides the incoming torsional force and the other is the driving wheel which receives the transmitted torsional force. Any first wheel 10 is the driving wheel and the second wheel 20 is the driving wheel or vice versa. When the driving wheel returns around its own rotary axis, as a result of the incoming torsional force, the rolling paths of the roller in the driving wheel exert the force on the rollers 30. The rollers pass the force towards the paths Rolling roller guides on the impulse wheel and thus produce a torsional force that returns to the impulse wheel around its own rotating axis. While the driving and driving wheels rotate, the rollers 30 retain their engagement positions and roll along the two corresponding roller guide paths 12 and 22 on the respective wheels 10 and 20. The rollers 30 contact the the two roller paths guide the roller at the single points and thus define the two rolling curves 13 and 23. While the rollers 30 roll along the rolling curves 13 and 23, the centers of the rollers 30 travel to along the coupling path of the roller 34. The rollers 30 roll to the end of the roller tracks and during their travel transmit the force from the driving wheel to the driving wheel. When they reach the end of the roller tracks roller guides on the boundary surface, they are disengaged from the coupling and exit the raceways. After, in most cases, they are taken back to the beginning of the coupling path of the roller 34 on the other boundary surface of the wheels through the recycling path of the roller 33. Here, the rollers 30 re- they enter the roller guides again and re-establish the coupling between the driving wheel and the driving wheel. They initiate a new coupling cycle where they transmit the force from the driving wheel to the driving wheel. The cycles are repeated continuously.

It should be noted here based on figures 1 to 6 that in the case of the transmission and gear mechanism of the roller according to the present invention the direction of rotation of the driving wheel in relation to that of the driving wheel is simply determined by the particular shape and curvature of the roller tracks roller guides on the surfaces of the wheels. That is, given the same two rotary axes for the driving and driving wheels, when applying a different set of roller paths roller guides on the surfaces of the wheels: different in shape and curvature, we can change the direction of rotation of the Impulse wheel in relation to the driving wheel. This freedom to freely change the direction of rotation is not the case in conventional gear gears because there the relative direction of rotation for the driving and driving wheels for a given structural execution of wheels is fixed. This can only be changed by the introduction of a new idler wheel between the drive and drive wheels which cause potential problems such as the expanded size of the system and increased friction energy loss. Before describing the conditions for a frictionless, never slidable operation of the transmission and gear mechanism of the roller according to the present invention, the large variety of possible structural designs will be illustrated by showing some examples.

In Figure 7 an embodiment for the transmission and gear mechanism of the roller according to the present invention is shown where the axes of the two wheels form oblique lines. The first wheel 10 is shown using the contour of the profile of the guide tracks of the roller 12 but shown otherwise as transparent. The second wheel 20 can be seen behind the first transparent wheel 10 as well as all the rollers 30 that are in the coupling position. The centers of the rollers 30 outline the coupling path of the roller 34. The roller coupling path 34 is defined only between the boundary surfaces 24 and 25, and 14 and 15. The recycling channel of the roller 33 for the rollers 30 does not it shows. It is evident from Figure 7 that the coupling between the first wheel 10 and the second wheel 20 is established via a large number of rollers 30 against eighteen rollers. The number and size of the rollers 30 are not directly determined by the diameter or ratio of the diameters of the two wheels 10 and 20 (as is the case with respect to the number of teeth in the conventional gear wheel driving) but they can be fixed in a relatively flexible way. In other words, for the same two wheels 10 and 20, various numbers and sizes of rollers 30 can be selected within a relatively wide range of values, and the coupling path of the corresponding roller and the set of guide tracks Roller can be calculated. Note that the largest number of rollers 30 is, that is, the larger coupling factors, the larger the transmissible torsional force. The ratio of wheel diameters does not directly determine the relationship of the language. In other words, two wheels with different ratios of the wheel diameter can still produce the same mechanism ratio. In fact, the shape and size of the wheels, and the shape, size and number of the rollers, together with the shape, curvature and number of the roadways guide the roller collectively specify the system . These parameters as variables can be flexibly varied within a relatively wide range of values to make the most optimal structural execution that satisfies the required system specifications. Figures 8 and 9 show two additional examples of the mechanisms of transmission and engorgement of the roller according to the present invention where the rolling paths guiding the rod 22 in the second wheel 20 develop on the surface g. symmetric of the wheel 20, and the wheel 20 is in fact a ring in this case. The first wheel 10 has its rolling paths guiding the roller 12 developed on its external surface similar to the previous modes, and is placed inside the second wheel 20 in the shape of a ring. In these two figures the second wheel 20 (similar to Figure 7) is represented using the contour of the profile of its rolling paths guiding the roller 22 and its external contours, but represented otherwise transparently. The rollers 30 in the coupling positions and the coupling path of the roller 34 are also shown in FIGS. 8 and 9. In the two examples shown in FIGS. 8 and 9 there is a different number of rollers 30 used and the The lengths of the roller coupling paths are different, too. Consequently, the transmissible torsional force as well as the gear ratio is different for the two executions. Figures 10 and 1 1 show two examples for the transmission and gear mechanisms of the roller according to the present invention where the rotary axes of the two wheels 1 0 and 20 are parallel. The second wheel 20 is represented using the contour of the profile of its raceways guides of the rod 22 and its outer contours and otherwise made transparent type. Thus, the rollers 30 and the coupling path of the roller 34 become visible through the second wheel 20. In these two examples, the guide rollers of the roller develop on the respective front surfaces of the wheels 10 and 20. These facing surfaces are normal planes for the respective rotating axes of the wheels and are joined by the boundary surfaces 14 and 15 and also 24 and 25. The boundary surfaces are rotationally symmetric surfaces concentric with Collinear axes with turning axes. As a result of their particular curvatures the corresponding roller guide raceways on the two wheels 10 and 20 safely hold the rollers 30 within the associated roller coupling channels. This means that the rollers 30 are not at risk of deviating in lateral directions relative to their associated roller coupling channel and, therefore, the application of impediments or other external devices to maintain the rollers in their roller coupling channels. It is not necessary. The main difference between the two examples shown in Figures 10 and 11 is that the driving wheels 20 rotate in different relative directions in these two modes compared to the rotating directions of the driving wheels 10. In other words, in one of the examples the direction of rotation for the driving wheel 20 is the same as that of the driving wheel 10 while in the other mode it is the opposite. This is achieved by the application of a different system of rolling paths roller guides: different in shape and curvature. In figures 12 to 14 two additional embodiments are shown, one in figure 12 and another in figures 13 and 14, where a given oscillatory movement is transformed into movement along a given line or vice versa. In Figure 12, similarly to the majority of the cases shown above, the first wheel 10 has its running paths guides of roller 12 developed on its rotationally symmetric external surface (not the front surface). The wheel 10 rotates about its axis of rotational symmetry 11 but the longitudinal position thereof is fixed along the axial direction of the rotating shaft. Aligned with the direction of a tangential plane of the wheel 10 there is a slider 40 placed a small distance away from the wheel 10. The slider 40 is executed to be able to move along a parallel line given to a tangential plane of the wheel 10. There are guide tracks of the roller 42 developed on the surface of the slide 40 closest to the wheel 10. This can be seen in figure 12 that where the wheel 10 and the slide 40 are coupled by the rollers 30 since the rollers make simultaneous contact with the raceways guides the roller 12 of the wheel 10 and the raceways guides the roller 42 of the slide 40.

Considering that the surface of the wheel 10 is curved away from the surface of the slide 40 and thus the free space is open between the two surfaces, the application of the impediments becomes possible to keep the rollers 30 on their running paths roller guides and on the roller coupling path. The impediments are not shown in Figure 12 but would be very similar to those discussed above. The roller recycling path leading to the rollers 30 back from the end of the roller coupling path to its beginning is also not shown in Figure 12.

Returning to the wheel 10, the guide rolling paths of the roller 12 in the wheel exert force on the rollers 30 which subsequently exert force on the roller paths guides the roller 42 in the slide 40. This finally makes the slide 40 move along a specific given line by the execution of the slide. The direction of movement of the impulse slide 40 depends, on the one hand, obviously in the direction of rotation of the driving wheel 10 and, on the other hand, also on the particular shape and curvature of the roller guides of the roller. 12 on the wheel 10 and the rolling tracks guide the roller 42 in the slide 40. Naturally, the roles of the wheel 10 and slide 40 as driving and driving body are interchangeable. Figures 13 and 14 show another example for the mechanism of transmission and gear of the roller according to the present invention where a given rotary movement is transformed into a movement along a given line. Here, however, the rotary axis of the wheel 10 is normal to the flat surface of the slide 40 and the rolling paths of the roller on the wheel are located on the front surface of the wheel. Figure 14 is the same as Figure 13 except that the wheel 10 has been removed to show the rollers 30 directly while aligning along the coupling path of the roller 34. The driving wheel 10 in this embodiment similar to of figures 10 and 11: it is a ring with concentrically rotationally symmetric boundary surfaces 14 and 15, and the rolling guides of the roller (not visible) are developed in its frontal surface similar to those of figures 10 and 11. The roller paths guide the roller in the ring 10 and the raceways roller guides on the slide 40 are coupled, similarly to the cases above, by a set of rollers 30. The rolls 30 are shown directly in figure 14. Returning to ring 10 about its axis vertical, the rollers 30 cause the slide 40 to move along a specific given line by the particular execution of the slide 40. The direction of movement of the slide 40 depends on, on the one hand, obviously in the direction of rotation of the driving wheel 10 and, on the other hand, also the particular shape and curvature of the roller guides of the roller in the wheel 10 and in the slide 40. In figures 15 and 16 another Structural design class has been shown, where the rotary axis of the driving wheel 10 and the driving wheel 20 intersect each other. The resulting shapes of the running surfaces for the driving wheel 10 of the driving wheel 20 are both ball sections where the centers of the spheres for both wheels are located at the intersection point of the rotating axes of the wheel. driving 10 and the driving wheel 20. In the two modes shown in figures 15 and 16, respectively the two transmissions exhibit the same operational characteristics so that the ratio of the gear, the maximum transmissible energy and the relative directions of the turn even through its structural designs differ in terms of the relative position of the driving wheels 10 with respect to the driving wheels 20. This example highlights the flexibility of the transmission mechanism according to the invention, since a variety of structural designs can be used to achieve the same operational characteristics. In figures 17 and 18 an example for a new structural design class for the transmission and gear mechanism of the roller according to the present invention has been shown, wherein both the driving body 10 and the driving body 20 comprise slots and helical edges on their running surfaces similar to conventional screw threads, and edges on a body that extends freely in the slotted holes in the other body and vice versa. The roller guide rollers are formed on the two sides of the grooves and edges on both wheels as illustrated in the cross-sectional view in Figure 18. In Figures 17 and 18, the two wheels are denoted respectively by the reference numerals 10 and 20, wherein the groove 16 is defined in the first wheel 10, and two roller guides 17 and 18 are made on the two sides of the groove 16. Similarly, the edge 26 extends out of the second wheel having a profile complementary to the groove 16. The respective runways of the rod 27 and 28 are defined on the two sides of the edge 26 in the next wheel 20. A pair of rollers 30a and 30b are arranged to operate along the two guide tracks of the roller 1 7, 1 8 on the two opposite sides of the slot 16 and the edge 26. The roller path of the roller 17 in the slot 16 in the first wheel 10 and roller guide path of the roller 27 in the corresponding complementary edge 26 in the second wheel 20 are for the roller 30a on one side of the slots and edges, and similarly the rolling path The guide 18 of the roller 18 in the groove 16 and the guide path of the roller 28 at the edge 26 are for the roller 30b on the other side of the grooves and edges. Observe that any given direction of the workload of the rolls on only one side of the slots and edges, for example those denoted by 30a but not in 30b, which are in action to transmit the force of the driving wheel 10 towards the driving wheel 20 while the rollers on the other side of the grooves and edges, i.e. 30b in this example, they are inactive without force acting on them. On the other hand, when the direction of the workload changes, the functions of the wheels will also be changed and the rollers previously inactive ie the rollers 30b will become active to transmit the force from the driving wheel 10 to the pulse wheel 20, and the previously active rollers 30a will reach to be inactive without the action of force in them. Thus, if the direction of the workload is always the same as in the case of elevators or cranes, it is sufficient to use a set of the rollers that are active only in the coupling, for example the rollers 30a and the others that are inactive , that is, the rollers 30b can in principle be omitted. On the other hand, when designing a system with the variable direction of the workload, both sets of rollers ie 30a and 30b should be used even if one of the sets is always redundant at any given time. The same exchange of the rollers occurs when the functions of the wheels 10 and 20 are exchanged, that is, previously the driving wheel 10 will be the driving wheel and vice versa. It is relatively easy for this design with grooves and edges to develop a plurality of roller guide tracks arranged almost parallel on the surfaces of the driving body and the drive body, ie, along the surfaces of the grooves and edges. . Roller tracks guide the roller in this case, driven along a plurality of different roller coupling paths and roller coupling channels. An example for this case is shown in FIGS. 19 and 20 where the respective pairs of roller guide tracks 17a and 17c as well as 18b and 18d are developed along each of the sides of slots 16 in the driving body 10 and the roads of Rolling corresponding roller guides 27a and 27c as well as 28b and 28d are developed along each side of the edges 26 in the pulse body 20. These roller guideways guide the four roller sets. The roller guides 17a and 27a guide the roller 30a, the roller paths 17c and 27c direct the roller 30c, the roller paths 18b and 28b direct the roller 30b and the roller paths 18d and 28d direct the roller 30d as shown in the cross-sectional view of FIG. 20. It is also evident from FIGS. 19 and 20 that the roller guideways of the roller in each slot and edge in this case, are not copies exchanged parallel or rotated with accuracy. of another but are separate independent solutions of respective kinematic equations with their rights. This type of design for the transmission and gear mechanism of the roller with grooves and edges in the running surfaces of the driving body and the driving body has some special features and advantages when compared to other designs in the present invention. For example, the force of action perpendicular to the axes of the wheels and the effort to push them apart is relatively small in this case. Also, since the curvature of the rolling tracks of the roller in the driving wheel and in the driving wheel are with normally opposite signals, the rollers are not at risk of deviating in lateral directions and, therefore, there is no need for impediments or other external devices to keep the rollers in their respective roller coupling channels. It is relatively easy in this design to reduce the width of the roller tracks to one of the bodies until it is as narrow as a single line to form the corresponding rolling curve. This is usually very difficult or impossible to do in most cases of the other designs that do not have grooves and edges on their running surfaces. It is also relatively easy to use small size rollers here such as a single diameter or even smaller diameter and develop a relatively large number of roller guide raceways such as 5-10 of them or even more on the surfaces of the grooves and edges. Taking into account the rollers of small size at the end, this design resembles others that can also be executed to use microscopically narrow roller guideways and microscopically small rollers as discussed in detail below. Also, this design characterizes relatively high coupling factors. A special case for the above designs with the slots and edges is shown in Figures 21 and 22 where a very large number of microscopically small rolls are used with each roll having a diameter of a few microns only. In fact, a "deposit" of the rollers having a macroscopically large volume such as one liter of rollers which means that the number of rollers in the reservoir is in the order of thousands of billions or even more. The individual rollers are obviously not visible in the figures because they are too small to see but the volume of rollers can be imagined as a certain kind of "lubricating liquid" in which the area of wheel coupling, i.e. the volume of the roller coupling channels is submerged. Roller tracks roller guides corresponding to the rollers are microscopically narrow and practically collapse in the simple lines of the bearing curves. They are also very large in number, spaced tightly and cover the entire surface of both sides of the grooves and edges in fine detail. In other words, the complete profile as given in the cross-sectional view in Figure 22 as well as the shape and curvature of the grooves and edges in the conduit body 10 and the impulse body 20 as shown in Figure 21 is determined by the set of roller paths microscopically narrow roller guides. It may be possible to use a mixture composed of the spherical objects suspended in a lubricating liquid as described for example in U.S. Patent 5,549,743. In figure 22 in particular, the surfaces 17 and 18 of the groove 16 in the driving wheel 10 as well as the corresponding surfaces 27 and 28 of the edge 26 in the driving wheel 20 they define a very large number of microscopically narrow roller guide raceways spaced apart firmly, and the cross-sectional profiles of these raceways are so extremely narrow that in fact they almost collapse at the points of the bearing curves. The curves determined by the lines of the points of the rolling curves in the cross-sectional view in Figure 22 add and thus constitute the profiles of the grooves and edges. Note, in comparison to what figure 22 suggests, apparently, the grooves and edges are never in direct contact with each other but are separated by a very thin film of the rollers, again, not visible in figure 22 due to their thin size . It is also observed that the characteristic conditions of the transmission and gear mechanism of the roller according to the present invention (which will be described and defined in detail in a later part of the present specification, whereby the sliding between the opposing surfaces can not occur) are still present and ensure that the rollers perform pure oscillatory movement when in the coupling position between the conduit body 10 and the impulse body 20 resulting in extremely small frictional energy losses. In this particular case, there is no need for a roller recycling device as described above because the driving body and the driving body are making contact with each other only while it is submerged in a roller tank. All that needs to be done is to ensure that a sufficient amount of rod, "liquid" is constantly available to "lubricate" the system. Regressing again the rollers with normal size, it should be noted that in the preceding embodiments of the transmission and gear mechanism of the roller according to the present invention the rollers were spherical balls. In fact, however, other rotationally symmetrical bodies such as indian cylindrical rollers and barrel rollers can also be used as rollers. Cylindrical and barrel rollers are normally useful in the case of exceptionally heavy workloads. Such an embodiment is shown in FIGS. 23 and 24 where the rollers 30 which engage the roller guideways of the roller 12 and 22 are inductive cylindrical rollers with spherically formed fronts. Figure 24 illustrates that rollers 30 can be divided into two groups, that is, rollers 30a and 30b, which have axes 31 a and 31 b, respectively. Their cylindrical surfaces 32a and 32b are limited by spherical bushes 33a and 33b. The first driving wheel 10 and the second driving wheel 20 have parallel rotary axes as shown in Figure 23. Figure 24 shows that the cross-sectional profiles of the two guide raceways of the roller 12 and 22 on wheels 10 and 20 each includes two straight lines 12a and 12b for the road of roller guide 12 as well as 22a and 22b for the roller guide path of the roller 22. One half of the rollers such as rollers 30a on their cylindrical surfaces 32a contact with one of the straight sides 12a of the guide path of the roller 12 in the wheel 10 and 22a of the guideway of the roller 22 in the wheel 20. The angle between the axes 31 a of the rollers 30a and the g Wheel is the same for all these rollers 30a. The other half of the rollers 30b on their cylindrical surfaces 32b makes contact with the other straight side 12b of the guideways of the roller 12 in the wheel 1 0 and 22b of the roller path of the roller 22 in the wheel 20. The angle between the axes 31 b of these rollers 30b and the axis of rotation of the wheel is the same for all these rollers 30b but different from the first half of the rollers 30a. For a given direction of the workload, only one half of the rollers such as, for example 30a, is active in transmission force and coupling between the two wheels and the other half 30b thereof is inactive without acting force in them. For the opposite direction of the work load the second half of the rollers 30b is active and the first half 30a thereof is inactive. In the case of a design where the direction of the workload never changes, it is enough to use only one set of rollers that are active in engagement such as for example the rollers 30a and only one corresponding straight line in the profile of the roads of Rolling roller guides such as for example 12a in the wheel 10 and 22a in the wheel 20 will then come into contact with the rollers 30a. In this case, all the rollers come into contact with the wheels on a single straight side of the profile and all contribute to coupling in the same way all the time. Normally the front surfaces of the rollers such as 33a for the rollers 30a and 33b for the rollers 30b are never in direct contact with the wheels and even if they temporarily or occasionally make contact at the apex points of the rollers, the force transmitted and power of such coupling will remain insignificantly small. The lines 12a and 22a or 12b and 22b of the profiles of the rolling tracks of the roller where the main contacts with the rollers need to occur are not necessarily straight in each mode, and in some special applications may have a slight curvature depending on the load of applied work and current design force requirements. The mechanism runs similarly for cases of barrel rollers as well. In connection with figures 25 to 29, certain basic characteristic properties of the invention will be explained by showing a schematic contour of the characteristic forces acting between the rolling tracks of the roller and the rollers as a torsion force transmitted from the driving body to the driving body. impulse body. Figure 25 shows a driving body z1 rotated with an angular velocity of? 1. Part of the driving body z1 is a roller path of the roller which is in contact with the roller G. The roller is represented by a spherical ball. The rolling path guide of the roller and the roller G are in contact with each other at a single point that forms part of the rolling curve defined in the driving body z1. At this point the tangential plane on the rolling surface of the roller guideway and the tangential plane on the surface of the roller G coincide. This tangential plane is denoted by the reference symbol E1 and represented by a small quadrate in the drawing. Similarly, in Figure 25, the pulse body z2 is rotated with an angular velocity of 22. In the most general case the rotary shaft of the impulse body z2 is an oblique line with respect to the rotary axis of the driving body z1. The roller guide roller path in the pulse body z2 is in contact with the roller G at a single point. This is a point in the rolling curve in the thrust body z2 and at this point the tangential plane on the surface of the rolling track of the roller and the tangential plane on the surface of the roller G coincide. The common tangential plane for the roller and the roller guide roller path is shown in FIG. 25 by a small quad and is denoted by the reference symbol E2. Figure 26 corresponds to Figure 25 but for the sake of easier illustration the tangential planes E1 and E2 are parallel separated from the contact points. In the case of pure oscillatory movement without sliding and without loss of frictional energy, the forces acting on the roller G must point exactly to the center of the roller G. In this case the driving body z1 can be represented by a single force vector F which acts on the roller G at the contact point of the roller G and the rolling path guide of the roller, and points towards the center of the roller G as shown in figure 27. This is after the vector force is normal to the tangential plane E1. Following the same argument of no loss of energy by friction and non-slip it is evident that the force acting on the impulse body z2 must also be the same force of vector F as shown in figure 28. The force vector F is acting on the pulse body z2 at the contact point of the roller G and the roller path of the roller in the pulse body z2. This is also after the force vector F must also be normal to the tangential plane E2. Fig. 29 shows the front-, top- and side views of the pulse body z2 based on Fig. 28 to illustrate the torsional force occurring in the impulse body z2 as a result of the force vector F acting on the impulse body z2. In the most general case, the force vector F is acting along a line that is an oblique line with respect to the rotary axis of the impulse body z2. He vector component of the vector force F which is in the plane perpendicular to the g iratory axis of the impulse body z2 multiplied by the distance between this component of the force vector vector F and the rotary axis of the impulse body that z2 gives the torsional force that is present in the impeller body z2.

In the most general case, the force vector F may also have a component of the vector that acts parallel to the rotary axis of the impulse body z2. This component of the force vector vector, however, carries no signifi- cance in terms of basic operation of the roller transmission and engorgement mechanism according to the present invention because it does not produce torsional force. This component of the force vector provides only additional stress and tension acting on the impulse body z2 which is counteracted by a force acting on the bearings of the impu lso body z2. We have previously shown the torsional forces and force acting on the impulse body z2 by considering a single roller G in a given coupling position along the path of the rod coupling. In Figure 30 the kinematics of the mechanism that considers the same roller G in the same position has been illustrated. The conduction body z1 has an angular velocity vector of? 1 . The contact point P 1 of the rod G and the roller path of the roller in the guide body z1 has a velocity vector v 1. The contact point P 1 is part of the rolling bearing on the road The roller guide of the driving body roller z1 and its velocity vector v1 is therefore tangential to the rolling curve. Similarly, the impulse body z2 has an angular velocity vector of? 2. The contact point P2 of the roller G and the roller guide roller path in the impulse body z2 has a velocity vector of y_2. The point of contact of P2 is part of the rolling curve in the rolling path guide of the roller of the impulse body z2 and its velocity vector y_2 is therefore tangential to the rolling curve. The center of the roller G has a speed vector of v that in the case of pure oscillatory motion with the loss of energy by friction that equals the arithmetic average of the velocity vectors y_1 and y_2, which is v = 1/2 * ( vj + y_2). We can also observe the kinematics from the point of view of the coordinated system attached to the center of the roller G. In this case the velocity vector u_1 is the velocity vector of the contact point P1 and the velocity vector u2 is the velocity vector of the velocity. point of contact P2. Since the roller G in its own coordinate system performs a simple circular motion, the velocity vectors u.1 and u.2 are of the same magnitude and perpendicular to the radio vectors that point respectively to the contact points P1 and P2. Also since the contact points P1 and P2 are located diagonally opposite one another on the surface of the roller G the velocity vectors u_1 and u2 are parallel and pointing in opposite directions, that is u.1 = u.2. Fig. 30 also shows one of the bearing curves g1 created from the continuous set of contact points P1 between the roller G and one of the roller guide paths of the guide body z1. The rolling curve gl obviously follows the guide roller path of the corresponding roller in the driving body z1 and the roller G rolls along this rolling curve while making contact with the driving body z1. Similarly, FIG. 30 also shows the rolling curve g2 created from the continuous set of contact points P2 between the roller G and one of the roller guide paths of the drive body roller z2. The rolling curve g2 obviously follows the guide roller path of the corresponding roller in the impulse body z2, and the roller G rolls along this curve while making contact with the impulse body z2. Note that the roller G rolls simultaneously along two bearing curves g1 and g2 located in the respective driving body and the driving body z2. While the contact points P1 and P2 move along the respective bearing curves g1 and g2, the center point of the paths of the roller G along a different curve called the roller coupling path denoted as gp in figure 30. The coupling path of the gp roller as well as the bearing curves g1 and g2 located in the pathways of Rolling corresponding roller guides in the driving body z1 and the driving body z2 are finite in length. The start and end points of the curves and raceways are located on the two boundary surfaces of the driving and driving bodies, and these points determine the respective entrance and the exit locations for the G rollers on the roads of rolling bearings of the roller of the conduction and impulse bodies z1 and z2. These are the start and end points for the rollers G where the coupling between the driving and driving bodies z1 and z2 is respectively established and terminated. It should be noted that the contact points P1 and P2 move in synchrony along the respective bearing curves g1 and g2, in particular, they move without slipping. In Figure 30 it is evident that the two bearing curves g1 and g2 are so different in form and position. At the same time, following the above analysis, the same kinematic conditions for the frictionless movement without slip apply to both curves and, therefore, the tangential planes (ie E1 and E2) in the two curves at the simultaneous contact points P1 and P2 are always parallel. The velocity vectors u.1 and u.2 point in the direction of the tagential planes E1 and E2 and are therefore parallel therebetween; On the other hand, they have the same magnitude and are opposite in direction. In addition, since the G-roller enters the two paths of rolling guides of the roller in the driving and driving bodies z1 and z2 at the same time and also come out at the same time, the roller G passes exactly at the same time in the two bearing curves g1 and g2. Based on the same magnitude for the velocities u_1 and u_2 in which the two contact points for the roller G are traveling along the rolling curves and also based on the same time that the roller G passes in the bearing curves , after that although the two bearing curves g1 and g2 are apparently of very different shape and position they should have exactly the same lengths. Using the kinematic conditions for frictionless movement and also based on the specific requirements for the structural design including in particular the direction of the rotary axes of the driving and driving bodies z1 and z2, and also the number and size of the rollers G, the shape and size of the driving and driving bodies z1 and z2, the coupling path of the roller gp and the rolling curves g1 and g2 and the corresponding roller guiding the raceways in the driving and driving bodies z1 and z2 can be calculated. This means that the transmission and gear mechanism of the roller according to the present invention can be designed and dimensioned in complete detail. The reference will now be made to figures 31 and 32 and the way the rollers are returned after having disengaged from the coupling. As is evident in Figures 1, 2 and 6, after the rollers 30 have reached the end of the coupling path of the roller 34 in the coupling channel of the rod and have been disengaged from the coupling exiting the channel, these guided back to the beginning of the roller coupling channel through the roller recycle channel 33. The rollers 30 in the roller coupling channel are driven by the guide raceways of the roller 12 and 22 and segregated between Yes to a finite zero instability. The main reason for the different zero spacing between the rollers 30 is that the direction of the rolling paths guiding the roller 12 and 22 and the direction of the coupling path of the roller 34 on the rollers of the rollers implies a Angle what is not a right angle. The speed of each roller 30 within the roller coupling channel is determined by the guidewire paths of rod 12 and 22 which will be with wheels 1 0 and 20, respectively. Obviously, as the angular speeds of the two wheels 10 and 20 change, the speeds of the rollers 30 also change. On the other hand, for the constant angular velocities given for the wheels, the speeds of the rollers 30 in the position of the coupling within the roller coupling channel are narrow to persist along the rod coupling channels and are also very similar for each rod. Within the recycling channel of the roller 33, however, as illustrated in figures 1 and 2 the movement of the rollers 30 is not controlled by any external device and the rollers move because they push along the roller's recycle channel 33. As As a result, the distance between the rollers 30 disappears and the rollers form a continuous line in the recycling channel of the roller 33. Also, once the continuous line is formed, the rollers 30 are limited to move at the exact same speed in the Recycle channel of roller 33 while in direct contact with each other. However, since movement of the rollers is not controlled externally, there may be temporary opening of clearances and collisions occurring between the rollers that can introduce the uncontrolled potentially agitated movements of the rollers and noise in the system. This can be particularly the case in the area where the rollers make their transition from the roller coupling channel to the roller recycling channel (or vice versa roller recycling channel to the roller coupling channel) where the control disappears and external openings between the rollers suddenly (or appears). In the examples below we provide some solutions to this problem where it is ensured that the movements of the rollers remain smooth and controlled in both, by the roller coupling channel and by the roller recycling channel, and so a feeding Continuous roller in the roller coupling channel is provided.

One idea is, as shown in Figure 31, to introduce the spacers 35 between the adjacent rollers 30c and 30d to maintain a constant distance therebetween. The length of the spacers 35 is equal to the distance between the rollers measured while they are in the coupling position within the coupling channel of the roller. The spacers 35 are placed between the rollers 30d and 30c and follow the entire form along their entire trip in the system. An alternative idea is shown in Figure 32. Here, the distance between the centers of the consecutive rollers 30c and 30d in the roller recycling channel is equal to the diameter of the rollers 30c and 30d while the rollers make contact with each other and in the roller coupling channel the distance h between the rollers is the same to the diameter of the rollers D plus the clearances between the rollers in the roller coupling channel. Thus the speed of the rollers within the roller coupling channel should be higher than the speed of the rollers in the roller recycling channel. To bring down the highest speed to the level of a lower one we have introduced an angle between the starting section of the roller recycling channel and the final section of the roller coupling channel as shown schematically in Figure 32 so that the The cosine of this angle is equal to the ratio of the speeds of the rollers in the respective sections of the channels. In this way a smooth transition for the rollers of the coupling channel of the Roller to roller recycling channel is secured. Similarly, an angle should be provided between the end section of the roller recycling channel and the start section of the roller coupling channel, where the cosine of this angle is equal to the ratio of the speeds of the rolls within the sections. respective channels. Figures 33 and 34 show another way to optimize the transition for the rollers of the roller coupling channel to the roller recycling channel where, in the final section of the roller coupling channel, we gradually remove the space between the rollers by gradually reducing the distance between the roller tracks adjacent roller guides. Such end section A of the wheel 10 is shown in Figure 34 and is also illustrated in Figure 33 in an enlarged view. As can be seen in Figure 33, at the moment when the rollers reach the end of the roller coupling channel, the gap between the rollers disappears and the rollers enter the roller recycling channel forming a continuous line. Thus, the occasions for the rollers to collide with each other and move in an uncontrolled manner are significantly reduced. In a similar manner, in the starting section of the roller coupling channel at the other end of the wheel 10 where the rollers make their way from the roller recycle channel to the roller coupling channel, a gap between the rollers is introduced gradually enlarging the distance between the rollers guide tracks of the roller 12. As the rollers form a continuous line with no gaps between them as they leave the roll recycling channel, they gradually separate in the starting section of the roller coupling channel so that its separation reaches the ideal level of opening required by the operating conditions for the mechanism. In FIGS. 33 and 34 only one wheel is shown but obviously similar adjustments are made for the roller guides of the roller in the other wheel as well as corresponding directly to the adjustments made in the wheel in the figures. Changing the direction of rotation for the wheels the mechanism operates in exactly the same way as above except that the movement of the rollers changes the direction and the start and end sections of the wheels exchange. Adjustment of the distance between the roller guideways could result in slight deviation to the system from the ideal operating conditions such as for pure oscillatory movement. The deviation is usually very small, although it should not alter the characteristic features of the mechanism significantly. In addition, the idea below can also be used among other things to completely eliminate the effect of the deviation. Figures 33 and 34 show that in this example we adjust not only the distance between the guide raceways of the roller 12 in the start and end sections of the raceway channel. roller coupling but also the profile of the cross section of the roller guides roller guides at the same time. In particular, in the final section of the roller coupling channel, the cross-sectional profile of the roller raceways is gradually enlarged in a manner such that the corresponding points in the two bearing curves in the two raceways Roller guides where the rollers make simultaneous contact with the two wheels are gradually moved further apart and finally re-separated by a distance greater than the diameter of the rollers. As a result, the rollers gradually lose contact with the wheels and the forces acting between the rollers and the wheels gradually disappear. In this way, the rollers are gradually disengaged from the coupling while they are still inside the final section of the roller coupling channel. This has at least two important advantages. On the one hand, the disengagement of the soft coupling rollers without major shocks during the process. On the other hand, this method reduces and finally eliminates the negative effects that arise from the adjustment of the spacing between the roller guides as indicated above. The adjustment of the spacing and the adjustment of the cross-sectional profile of the rolling guides of the roller should be simultaneously (and gradually) to achieve the most effective effect. large: on the one hand, we gradually move the rollers closer to each other and finally eliminate the distance between them by radically shortening the distance between the roller paths of the roller and, simultaneously with this, we gradually disengage the rollers of the coupling and finally we decoupled them from the wheels by gradually enlarging the cross-sectional profile of the rolling tracks guiding the roller. In this way, the rollers make their transition from the roller channel to the roll recycling channel in a smooth and orderly manner causing much less frequent collisions between them and consequently much less rumble in the system. At the same time, ideal operating conditions for the mechanism such as those of pure oscillatory movement are maintained. This procedure works in exactly the same manner however in opposite order at the other end of the wheel where the rollers exit the roller recycling channel and enter the rod coupling channel. Gradually we introduce a hole between the rollers in the start section of the roller coupling channel, gradually increasing the distance between the roller guide ways of the roller and, simultaneously with this, we gradually introduce a coupling between the rollers. rollers and wheels by radially tightening the cross-sectional profile of the rolling tracks guiding the roller around the rollers and accumulating the contact and force between the rollers. rollers and wheels. In this way the rollers gradually re-engage in the coupling within the roller coupling channel in a smooth and orderly manner that causes much fewer collisions between the rollers and much less noise in the system. The same adjustments apply to both ends of both wheels in the mechanism. Changing the direction of rotation for the wheels, the mechanism operates in exactly the same way except that the movement of the rollers changes the direction and the start and end sections of the wheels exchange. As illustrated in the examples above, the transmission and gear mechanism of the roller according to the present invention can provide one or more alternative solutions for most of the transmission and gear tasks and problems that are apparently superior to the solutions existing with numerous advantages and comparative benefits. It is characteristic of the mechanism that either or both of the driving and driving bodies between which the coupling is established by the rollers run to rotate about a given rotary axis or move along a line or a combination of these. The characteristic axes, that is to say the rotary axes and / or given lines of the movement, can be executed in practically any relative angle that includes perpendicular, parallel and other angles. The characteristic axes can intersect each other in a plane or they can also be evasive In typical cases of practical applications of the driving and driving bodies are rotationally symmetrical bodies or wheels and the rollers are ball bearings. In some cases, however, either or both bodies can be slidable and also the rollers can sometimes be non-spherical rollers such as cylindrical rollers or barrel rollers. The transmissible torsional force can be increased if the coupling factor, that is, the number of rollers in the simultaneous coupling is increased. A normal feature of the transmission and gear mechanism of the roller according to the present invention is that the relative direction of rotation between the driving and driving bodies can be changed arbitrarily by simply applying a different pair of bodies with a different set of paths. of rolling ura gias of the roller. No need to introduce a wheel additional (third inactive) in the system as in the case of gear cogwheels. One of the main advantages of the transmission and gear mechanism of the rod according to the present invention is that it offers extremely low energy loss efficiency due to friction and high efficiency in the transmission of energy as a result of the pumping oscillatory movement carried out by the rollers that connect to the conduction and impulse bodies. This remains true even in the case of systems with high transmissible torque and high gear ratios. In the case of Energy dissipation of pure oscillatory motion due to friction energy losses is extremely small, in fact it is much smaller than in the case when bodies in motion slide along surfaces that contact each other typical for the majority of the existing transmission and information systems. The transmission and gear mechanism of the roller according to the present invention provides the solutions for practically all the problems and tasks of transmission and gear currently existing. For the purpose of illustrating the possible applications of the invention, three respective examples for the applications will be shown in Figures 35 to 37. Figure 35 shows a bicycle where the new mechanism of transmission and rolling of the roller according to the present invention. invention is applied at two points H 1 and H2. The gear ratio of H 1 is 2,625: 1 and H2 is 1: 1. The coupling factor for both pipes is approximately 9. The application of the new mechanism in H 1 and H2 makes the handling of the bicycle simple, compact and robust. No teeth loss without chains at the discretion of the entire bicycle that is practically driven now. As a result, the operation is smooth and reliable. The size of each line H 1 and H2 is smaller than the size of the conventional tooth wheel because due to the high coupling factor the torsional force is applied to 9 ball bearings simultaneously in comparison to the sprocket where it is only applied to a sprocket at the same time. Since there is no chain, the size of the complete system is smaller too, and it can be conveniently covered to make it more compact, protected and reliable. To make it even more compact, the axis 43 that connects conduits H1 and H2 can be placed inside the frame of the bicycle. The new driving mechanism can also be advantageous for bicycles with folding frames because due to the simplicity and compactness of the system the bicycle can be bent easily and quickly when necessary. This is not the case for conventional designs because the chain makes the procedure complicated and dirty. Fig. 36 illustrates how the new transmission and gear mechanism of the roller according to the present invention can be applied in the case of differential gears. Half of the axes kt 1 and kt2 in the figure are the axes of the wheel for the vehicle. The driving arrow ht rotates about its axis and supplies the torsional force that comes from the motor to drive the wheel hk. The driving wheel hk directs a driving wheel hk according to an appropriate mode of the new transmission and gear mechanism of the roller according to the present invention. The driving wheel hk corresponds to the wheels 10 and the driving wheel tk to the wheels 20 shown in several previous modes. The diameter of the wheel hk is relatively small and the guideways of roller guides are developed on its outer surface while the diameter of the wheel tk is relatively large and the rolling paths of the roller are developed on its front surface. The axis of the impeller wheel tk is perpendicular to that of the driving wheel hk and the two axes form oblique lines with respect to each other. This new solution to reduce the speed of the differential gears is compared against conventional bevel gears with normal gears for current differential gears. The connecting teeth of the wheels in the bevel gear are under great tension in the conventional design even if the arc gears are applied. In addition, the problem with jagged bevel gear gears is that they tend to exhibit the efficiency of power transmission which is much lower than even that of normal cogwheels with straight teeth. This is because their teeth in addition to the "normal" radial slip along the profile of the teeth also slide along the arches of the teeth that introduce significant additional friction energy losses. Applying the new mechanism of transmission and engorgement of the roller according to the present invention these problems can be solved naturally. On the one hand, the transmittable torsional force can be greatly increased by increasing the coupling factor in the system without putting much additional stress on the the structure, the wheels or the individual rollers in them. On the other hand, the efficiency of the power transmission remains extremely high since the conditions for the pure bearing movement remains to be in effect in exactly the same way as for applications of torsional force. The design of differential gears is particularly difficult in the case of vehicles with two rear axles of impulse. For the driving of both axes simultaneously, the gears with axes that form oblique lines must be applied. Using conventional cogwheels, these designs exhibit particularly low energy transmission efficiency. The new transmission and gear mechanism of the roller according to the present invention provides a very advantageous solution as shown in the schematic drawing of Figure 37. The first axis consists of two halves of the axis kt 1 and kt 2 They are driven by the differential gear dm 1 and the second axis consists of two halves of axes kt3 and kt4 which are driven by the differential encoding dm2. Both differential gears dm 1 and dm2 are driven by the same driving arrow ht simultaneously. The differential axes of the two differential axes, that is, the axes of the two halves of axes kt 1 and kt2 and also kt3 and kt4, are both oblique lines with respect to the rotary axis of the condtion arrow ht. The driving arrow ht first connects to the first driving wheel hk 1 and then to the second driving wheel hk2. Between the two driving wheels hk1 and hk2 the driving wire ht goes through a connection of the kcs gimbal. The two driving wheels hk1 and hk2 are the first driving wheels in two gears designed according to the transmission and gear mechanism of the rod according to the present invention where the wheels tk1 and tk2 respectively drive. The first driving wheels hk 1 and hk2 correspond to the first wheels 10 of the previous examples and the second driving wheels tk 1 and tk2 correspond to the second driving wheels 20. The driving wheel hk1 and the driving wheel tk 1 as well as the wheels hk2 and tk2 are coupled by one of the various embodiments of the transmission and gear mechanism of the roller according to the present invention. All wheels including hk1 and hk2 as well as tk1 and tk2 exhibit rolling paths for roller guides on their surfaces. The drive wheels tk 1 and tk2 are directly connected to the differential gears dml and dm2 respectively. By applying this design, the differential gears and half of the connected shafts can be driven by a single driving arrow continuing simultaneously while at the same time the system can benefit from the transmission and gear mechanism of the roller according to the present invention which includes the efficiency of the high energy transmission due to the oscillating movement pu ro for the rollers of coupling and potentially very high mechanism ratio. In fact, this design can be extended to an arbitrary number of sequentially placed differential gears where a single driving shaft drives a series of gears with axes that form oblique lines with respect to each other. The extreme efficiency of the high energy transmission and other benefits provided by the transmission and gear mechanism of the roller according to the present invention can still be maintained even in extreme cases like this. In addition to the three examples shown above the transmission and gear mechanism of the roller according to the present invention has parts of other potential applications in practically the whole area of the machinery industry, especially in handling machine, vehicles and transportation, machine of precision tools and machinery, and also in several other fields of the industrial engineering industry. The potential applications include a great variety of structural designs and executions that show the great flexibility for the different positions and angles, shapes, forms and dimensions for the conduction and impulse bodies, also different kinds of rollers, a great variety of relationships of gears, turning directions, transmissible energy etc. We believe that the new mechanism can provide superior solutions for probably all the existing transmission and gear tasks and problems currently show important benefits and advantages compared to the mechanisms and designs that currently exist. The benefits and advantages include a high energy transmission efficiency and mechanism ratio, compact size and reliability, exact movements and changeable direction of rotation. In addition, we also believe that a new mechanism that can also provide solutions in such areas of applications where currently existing systems are not practically applicable is so fundamental. As a result of its main benefits and advantages we apparently believe that the new transmission and gear mechanism of the roller according to the present invention has a great potential to spread over a wide area of applications in the various fields of different industries. Due to production inaccuracies inescapable in practice, the conditions determining the transmission and gear mechanism of the rod according to the present invention include, in particular, those which for the oscillating movement can be coupled to the coupling rollers. it can only satisfy a certain degree of accuracy but never perfectly. In addition to the undesired but inescapable "natural" inaccuracies, one can imagine possible applications for the mechanism of transmission and engorgement of the rod according to the present invention where for various reasons the Operating conditions are made to deflect the deliberately perfect ie inaccuracies that are "desired." In both desired and undesired cases, however, for a relatively wide range of inaccuracies the characteristic features of the transmission and gear mechanism of the roller according to the present invention can be maintained even partially and moderately. The present invention is, therefore, not restricted to the transmission and gear mechanism of the roller that satisfies the mathematically perfect operating conditions but also covers those of a certain degree of imperfection. We can measure the degree of imperfection in the transmission and gear mechanism of the roller according to the present invention, for example, looking at the two tangential planes of the two bearing curves at the two points where the rollers simultaneously make contact with the paths Roller guides the roller in the driving and impulse bodies and measures how close the parallel of the angle is between these two planes. In perfect conditions it must be exactly parallel. Another equivalent measure of imperfection can be the amount by how much the lengths of the two bearing curves differ. In perfect conditions they must be exactly the same, without difference. A moderate amount of imperfection such as a deviation of 5-10 ° from the parallel of the tangential planes mentioned above or a difference of 5-10% between the lengths of The bearing curves mentioned above do not significantly affect the main characteristics of the roller transmission and lubrication mechanism according to the present invention. In particular, the conditions for pumping oscillating movement for the coupling rollers do not deteriorate significantly and the main advantages and benefits of the system are maintained. Thus, the present invention is not restricted to the mechanism of transmission and gear of the roller that works in perfect conditions of operation with mathematically exact precision but also covers the designs, conditions and situations where although the operating conditions are diverted to a certain degree of the perfect ones determined by the mathematical equations, the main characteristics of the perfect system include the benefits that arise from the oscillating movement pu ro for the coupling rollers can be at least partially and moderately maintained.

Claims (14)

1. Mechanism of transmission and gear of the roller, comprising a driving body, means of the roller having respective centers or central axes, and a pulse body, wherein the driving body is coupled to the driving body by means of the means of roller, the driving and driving body are guided by the movement having a degree of freedom, the driving and driving bodies both define the roller paths respective roller guides therein, the raceways make contact with the means of the roller and determine the relative movement of the means of the roller with respect to the associated body, the means of the roller make contact with the roller paths roller guides along the respective bearing curves, the roller paths roller guides start and end in the conduction and impulse bodies in respective pairs of the boundary surfaces, roller means moving to the or along their associated roller guides, where the functions of the driving and driving bodies are interchangeable, characterized in that the distances defined between the respective points of the rolling curve in the driving body and the curve of rolling in the pulse body are different, the lengths of the rolling curves of the impulse body are substantially equal to the lengths of the rolling curves of the impulse body; and for all even points in the rolling curves when being contacted by the roller means the respective tangential planes handled by these pairs of points are substantially parallel to each other, the velocities of the pairs of points in contact when they are defined in the coordination system of the roller means are substantially identical, but have opposite signals, at the points of contact the respective action lines of forces act on the roller means intersecting the central axes and centers of the roller means, so that the roller means are moved along the roller tracks roller guides following their inlets until they exit the raceways substantially with pure oscillatory movement.

2. Mechanism of transmission and gear roller according to claim 1, characterized in that the means of the roller are ball bearings spherical.

3. Mechanism of transmission and gear roller according to claim 1, characterized in that the means of the roller are rotationally symmetrical bodies.

4. Mechanism of transmission and gear roller according to claim 1, characterized in that it comprises the respective paths of return of the roller to guide the roller means after leaving the raceways Roller guides to return to roller tracks roller guides. 5. Mechanism of transmission and gear of the roller according to claim 1, characterized in that at least one driving body and the driving body are radially symmetrical defining the respective axes of rotation. 6. Mechanism of transmission and gear of the roller according to claim 5, characterized in that both the driving body and the driving body are rotationally symmetrical and have respective non-parallel turning axes. 7. Mechanism for transmission and engorgement of the roller according to claim 5, characterized in that at least one driving body and the driving body have a rotationally symmetrical front surface, and rolling paths guiding the roller that are defined on the front surface, and the limiting surfaces are rings. Transmission mechanism and roller gear according to claim 1, characterized in that at least one driving body and the driving body are a set of runners for moving along a given line and have a flat surface, and the roller guideways of the roller are defined on the flat surfaces of the sliders. 9. Mechanism of transmission and gear of the roller according to claim 1, characterized in that a plurality of pathways of guidewires of the rod are defined in less a conduction and impulse body. Transmission mechanism and roller gear according to claim 9, characterized in that the plurality of roller guides of the roller in the same body is identical in shape and curvature and is angularly positioned with respect to each other by respective angular spacings around the rotary axis of the respective body. Transmission mechanism and gear roller according to claim 10, characterized in that the angle of displacement is 360%, where n is the number of roller paths roller guides equally spaced in the body. Transmission mechanism and roller gear according to claim 9, characterized in that the roller guides are defined on a flat surface of the associated body and are identical in shape and curvature and are spaced from each other. Transmission mechanism and roller gear according to claim 1, characterized in that any driving and driving body comprises edges with respective lateral surfaces, and the other body defines the grooves that conform in shape with the edges, so that the respective clearances are provided between each of the lateral surfaces of the edges and the lateral surfaces of the grooves, the means of the roller are accommodated in at least one of the clearances, of the guide raceways roller which are defined on the opposite lateral surfaces of the edges and of the slots where the roller means are accommodated. 14. Mechanism of transmission and gear of the roller according to claim 13, characterized in that a plurality of roller paths guide the roller, is defined in the respective gaps and median of the roller that are guided along each of the rolling paths of the roller guides.

5. Transmission mechanism and roller gear according to claim 1, characterized in that both clearances are accommodated for the roller means of the respective bidirectional loads. 1

6. Mechanism for transmitting and rolling the roller according to claim 1, characterized in that a plurality of pairs of edges and shaping grooves are arranged in each of the bodies.

7. Transmission and gear mechanism of the roller according to claim 1 3, characterized in that the means of the roller are tiny balls that substantially fill the grooves. 1

8. Mechanism of transmission and gear roller according to claim 17, characterized in that the tiny balls are suspended in a lubricating fluid. 1

9. Mechanism of transmission and gear roller according to claim 1, characterized in that it comprises impediments limiting the displacement of the roller means in directions other than the path defined by the roller tracks, the impediments are arranged on the respective sides of the raceways. 20. Gear transmission and gear mechanism according to claim 1, characterized in that it comprises spacers between the adjacent roller means to maintain a predetermined distance between them. 21. The transmission and gear mechanism of the roller according to claim 4, characterized in that the direction of movement of the roller means when the roller paths leave the roller guides and their direction of movement when they enter the return path closes a cosine angle which is equal to the ratio of the speed of the roller means in the return path to the speed of the roller means when it leaves the roller paths roller guides, in addition the same angle is applied between the direction of the return path at the other end thereof and the direction of movement of the roller means when it enters the roller paths roller guides. 22. Gear transmission and gear mechanism according to claim 1, characterized in that a gradually reduced distance is provided between the adjacent roller guide raceways near the roller guide roller path terminating at the boundary surfaces, and a gradually increased distance is provided between the adjacent roller guide raceways, near the roller path, the roller guide starting at the limit surfaces to provide smooth movement of the roller means along its return paths and paths Rolling associated roller guides. 23. The transmission and gear mechanism of the roller according to claim 1, characterized in that the rolling paths of the roller are gradually enlarged in the start and end portions of the raceways when they approach the boundary surfaces in order to reduce the forces acting on the roller means and to facilitate its entry and discharge. SUMMARY Disclosed is a transmission and gear mechanism of the roller with a driving body, roller means and a driving body; the driving body is coupled to the driving body by means of the roller means, the bodies are guided with a degree of freedom, and the respective roller guide paths of the roller are defined therein, the raceways make contact with the wheels. means of the roller and determine the movement of the roller, which makes contact with the roller tracks roller guides along the rolling curves, the roller guides roll paths start and end at the respective pairs of boundary surfaces, and the functions of the conduction and impulse bodies can be interchanged, in addition the distances between the points of the bearing curve in the driving body and in the impulse body are different, the rolling means move with the pure oscillatory movement, and for all the points-pairs in the bearing curves the respective tangential planes are parallel to each other, the speeds of the pairs that make Contact with the pairs of points are identical but have opposite signals, at the points that make contact with the action lines of forces intersect the central axes of the roller means, and the lengths of the bearing curves of the driving bodies and impulse are iguals, and before and after the contact points the bearing curves have tangentially inclined planes.