WO2010126394A1

WO2010126394A1 - Hydromechanical device for converting reciprocal motion into rotary motion with a continuous change in the transmission ratio

Info

Publication number: WO2010126394A1
Application number: PCT/RU2009/000634
Authority: WO
Inventors: Николай Владимирович ГОРБАЧЕВ
Original assignee: Gorbachev Nikolai Vladimirovich
Priority date: 2009-04-30
Filing date: 2009-11-19
Publication date: 2010-11-04

Abstract

The invention relates to engine construction, specifically to hydromechanical devices for converting reciprocal motion into rotary motion with a continuous change in the transmission ratio. The proposed invention has the technical result of eliminating the need to include gearing mechanisms and a gearbox in the design of vehicles and of eliminating, in the case of an infinitely variable transmission, slippage arising from a discrepancy between the angular and linear velocities, which entails limitation of the amount of torque transmitted, loss of power and increased wear of the moving elements of the arrangement. The technical result is achieved through the use of a hydromechanical device for converting reciprocal motion into rotary motion which comprises at least one piston pump (1), the piston of which is connected to a control mechanism, wherein the piston pump (1) is in communication with a cyclic hydraulic drive, the angular motion of the shaft of said cyclic hydraulic drive being converted into rotation of the driven shaft by means of a mechanical transmission.

Description

Hydromechanical device for converting reciprocating motion into rotational movement with stepless gear ratio change

FIELD OF THE INVENTION A utility model relates to engine-irrigation, namely to hydromechanical devices for converting reciprocating motion into rotational motion with stepless gear ratio change.

The patented solution is compatible with any piston engines and can be applied directly to their design instead of the crank mechanism. Also, the proposed device can be used as a transmission of vehicles, in particular, driven by muscular power, in power drives and actuator actuators.

Throughout the time since the drive mechanisms appeared, attempts were made to find solutions aimed at reducing the costs of forces, energy and losses during the operation of such mechanisms (as well as the most rational ways to change the gear ratio).

State of the art

The following patented solutions are known in the art.

From the description of the USSR author's certificate N ^Q 808746 (published 02.28.1981), a hydrostatic transmission is known that contains drive and driven shafts, two adjustable axial piston machines, each of which contains an inclined washer, the axis of which is perpendicular to the axis of the drive shaft, cylinder block and mounted between them a distributor and two pairs of gears connecting the drive and driven shafts, and the gears of the driven shaft are rigidly connected to it. In this case, the cylinder blocks are fixedly mounted on the drive shaft, each of the inclined washers is connected with the corresponding the drive shaft gear, the distributor is split, and each gear is connected to its corresponding part, and the pairs of gears have different gear ratios.

In addition, a stepless mechanical transmission is known, which contains input and output shafts connected by a planetary gear set, two hydraulically connected volumetric hydraulic machines, each of which is connected to the corresponding planetary gear unit, one of which is reversible and adjustable, a feed pump connected to hydraulic lines of hydraulic machines and kinematically connected to the input shaft of the transmission, two controlled gear clutches interlocked with each other. At the same time, the other hydraulic machine is reversible and adjustable and connected to the ring gear, and the first hydraulic machine is connected to the sun gear, the input and output shafts are installed with the possibility of interconnecting one of the controlled clutch gears. The planetary carrier drove kinematically connected to the input shaft, and one of the links of this series is kinematically connected to the output shaft through the inclusion clutches (USSR AS N ^Q 1194715, published on 02/07/1987). Also, from the description of the patent of the Russian Federation N ^Q 2133895 (published July 27, 1999), a continuously variable transmission with the possibility of controlling a torque of the strip type — groove wheels containing a control unit controlled by a driver or other operator (by means of a control element) that changes the gear ratio of a component containing at least one strip in driving contact with two pulley assemblies having parallel but spaced apart from one another axis of rotation and lying substantially radially in common a plane in which each pulley assembly has a shaft and two grooved wheels mounted on it with the possibility of changing the distance between the axes of the grooved wheels, a torque-sensitive connection between at least one pulley assembly and its shaft, and means for generating axial force between them, which is a function of the magnitude and direction of the torque transmitted by the pulley assembly, and load means acting on the pulley assemblies to exert a loading force on the groove wheels, naya to the torque At the moment, the connection on one of the shafts contains a ball screw coupling between it and the groove wheel.

Presently known hydraulic transmission designs are most suitable for transmitting high torques at low rotational speeds of driven shafts. The disadvantages of the known devices used to continuously change the gear ratio in vehicles with internal combustion engines are the mismatch of the angular and linear speeds (slippage), which entails restrictions on the magnitude of the transmitted moment, power loss and increased wear of moving structural elements.

Disclosure of invention

The patented solution is workable in conditions for transmitting high torques at low speeds of rotation of the driven shafts, but can also be used to create overdrive gears. The technical result achieved by using the patented solution is, firstly, eliminating the need to use clutch and gear mechanisms in the design of vehicles, and secondly, creating a transmission design that eliminates the slippage effect associated with the mismatch of angular and linear speeds , which entails a limitation in the magnitude of the transmitted moment, power loss and increased wear of moving structural elements, in addition, when using edlagaemogo device all advantages of the layout of hydraulic transmissions are stored in the design of actuators and propulsors actuators.

In addition, the technical result is to simplify the design of the device and eliminate the “imbalance” arising from the rotation of the crankshaft, the moments leading to the misalignment of the pistons in the cylinders, which require crossheads and similar devices to be eliminated, as well as reducing material consumption by eliminating the need to create large internal crankcase crankcase volumes. Also, the use of a patented solution leads to a stepless change in the gear ratio, which is controlled by a completely new design of the control mechanism, the use of which will increase the productivity of the device and reduce losses during its operation. The patented solution can be used in the design of piston engines instead of a crank mechanism, the fundamental disadvantages of which, such as “imbalance” arising from the rotation of the crankshaft, moments leading to distortion of the pistons in the cylinders, requiring crossheads and similar devices to eliminate them the layout need to create large internal volumes of the crankcase crankshaft and, accordingly, high material consumption are well known.

In addition, when used, for example, in the construction of a bicycle, in comparison with the used chain gears with a change in the gear ratio, the following result is achieved:

- weight reduction due to the exclusion of systems such as leading and driven sprockets, calipers in the chain; the absence of phenomena similar to a skew of chain transmission, which lead to a decrease in KPD and increased wear;

- stepless gear ratio change, controlled by one actuator; - layout advantages, consisting in increasing ground clearance due to the lack of a large drive sprocket and rear caliper and the possibility of creating front-wheel and all-wheel drive muscular vehicles;

- the possibility of implementing the proposed solution in the crankcase, which protects it from mechanical stress and contamination with constant lubrication in an oil bath, providing increased operational life.

Since the device can be made both in one unit with the engine, and in the embodiment in which only the pump is blocked with the engine, and the hydraulic drive and mechanical transmission are made in the unit with the propulsion (wheel, rotor of the aircraft, etc.) and interconnected only by flexible sleeves - hydraulic lines, the possibility of changing the thrust vector of the propulsion is achieved without the use of mechanical components (hinges of equal angular speeds, swashplate, etc.).

The claimed technical result is achieved through the use of a hydromechanical device for converting reciprocating motion into rotary, which contains at least one piston pump, the piston of which is connected to a control mechanism, while the piston pump is in communication with a cyclic hydraulic drive, the angular displacement of the shaft of which is converted into rotation of the driven shaft by means of a mechanical transmission. As a piston pump, piston pumps of various designs can be used, providing a change in productivity and the developed force when making one stroke.

To simplify the design and increase productivity, a pump can be used, the casing of which consists of two cylinders of various sections and is freely placed between two pistons of various diameters, one of which is fixed motionless, and the second is made with the possibility of making a stroke, while the inner diameter of the cylinders

D1 and D2 correspond to the diameters of the pistons D1 and D2.

In particular, a piston pump with one piston and a cylinder of constant diameter can also be used in the design, while the performance of one pump pumping stroke must be determined and controlled by the size of the piston stroke.

To control the movement of the pump, the device includes a control mechanism, which is made in the form of two articulated levers, one of the ends of which is pivotally mounted on the piston and cylinder, respectively, and the other ends are pivotally connected to each other and mounted on a carriage located on the guide and made with the possibility of reciprocating motion on it.

The carriage can reciprocate due to its implementation with the rollers. This design of the control mechanism will simplify the control of the pump and provide a stepless change in gear ratio.

The cyclic hydraulic drive of the device is made in the form of a σator, a rotor, a drive shaft, while an annular cavity is formed between the σator and the rotor, filled with a working fluid and having (two fittings for communication with pumps or a pump and a container for an expelled working fluid).

The rotor and stator have protrusions that divide the annular cavity into two isolated volumes. The protrusions can be made in the form of a truncated prism.

The shaft and rotor can be made in one piece. To transform the angular displacement of the hydraulic drive shaft into the rotational movement of the driven shaft and finally determine the ratio of the number of hydraulic drive cycles and the number of revolutions of the driven shaft, a transmission is used - a mechanical gear transmission, which includes at least two gear pairs formed, respectively, by a pinion gear, placed on the drive shaft and driven gear placed on the driven shaft, while the gears forming pairs (based on the layout) are made of different diameters pa, but have the same gear ratio.

In order to reduce the friction of parts, the driven shaft with the gear is placed in the crankcase filled with grease.

The drive shaft of the transmission can also be the shaft of the vehicle propulsion.

In particular, the gears can be helical, and their gear ratio should be greater than or equal to 4: 1.

Using the patented transmission design eliminates the mismatch of angular and linear speeds and will lead to an increase in efficiency.

Brief Description of the Drawings

Next, the solution is illustrated by reference to the figures. So, figure 1 shows a diagram of a variant of the layout of a two-cylinder piston engine that combines all the nodes of the proposed design.

In Fig.2 - piston pump of variable capacity and stages of its operation In Fig.Z - design of the control mechanism 5 In Fig.4 - cyclic hydraulic drive

Figure 5 - mechanical transmission.

Preferred Embodiment

Hydromechanical reciprocating conversion device

Yu in the rotary, the design of which is shown in figure 1, contains two piston pumps 1 with a movable 2 and a stationary 3 pistons, a cyclic hydraulic actuator 4, made in the form of a stator 5, a rotor 6, and a drive shaft 7, a mechanical transmission, including a driven shaft

8, a gear pair formed by gear 9 located on the driven shaft 8 and gear 10 located on the drive shaft 7, between the stator 5 and the rotor 6

15, an annular cavity 11 is formed, filled with a working fluid, having two fittings communicating with the cavity of the bodies 12 of the piston pumps 1 and made in the form of a stationary piston 3 of the pump 1.

Considered in figure 1, the layout of a two-cylinder piston engine can be used in internal combustion engines, external combustion engines, including 20 steam engines, Erickson and Stirling engines.

The design of the variable displacement piston pump shown in FIG. 2 includes a variable-section cylinder 12 with inner diameters D1 and D2 and two pistons of different diameters corresponding to D1 and D2.

One of the pistons - the piston 13 with a diameter of D2 - is fixed motionless, and the second 25 - the piston 14 (2) with a diameter of D1 makes a working stroke A-A1. The cylinder 12 is freely positioned between the pistons with the possibility of axial displacement when the movable piston 14 (2) moves by a distance A-A1 to the same distance.

Thus, the pump productivity σ at a constant displacement (stroke) will be determined by the displacement (stroke) of the cylinder 12.

If the cylinder remains stationary during the piston stroke 14 (2) (stage 3), the volume of the displaced working fluid (oil or brake fluid analog) is proportional to the square of diameter D1 times A-A1.

If the cylinder moves A-A1 (stage 1), the volume of the displaced working fluid is proportional to the square D2 times A-A1.

If the cylinder moves by a part of the stroke of the piston 14 (2), the volume of the displaced working fluid is proportional to the stroke of the cylinder and lies between the stages 1 and 2.

Thus, the pump capacity is proportional to the magnitude of the stroke of the cylinder, and the force developed is directly proportional to the magnitude of the stroke of the cylinder. Productivity and the developed effort, in turn, are inversely proportional to each other and this ratio changes smoothly, without steps.

Without control action, the pump cylinder will make maximum movement. To control the pump, a control mechanism is introduced into the structure, the design and principle of operation of which are disclosed in Fig.Z. The control mechanism is pivotally connected by means of two (levers) to the movable piston of the pump and to the pump cylinder. Both (levers) are also pivotally connected to each other and mounted on the carriage, which performs reciprocating movements when the pump is running along the guide. The guide can be made in the form of a ruler with a slot, the size of which corresponds to the size (width) of the carriage.

Figure 4 shows a sketch of the design of the hydraulic actuator in cross section. Structurally, the hydraulic actuator 4 consists of a stator 5 with a cylindrical inner surface, shaft 7 and rotor 6. The rotor and stator have protrusions 15 made in the form of a truncated prism. An annular cavity 11 is formed between the stator and the rotor, which is filled with a working fluid. The protrusions divide the internal volume of the annular cavity 11 into two isolated volumes of variable size. The end ends of the stator are closed with caps with coaxial holes for installing sealed shaft bearings, which are not shown in the figure representing a transverse section of the device. The shaft 7 and the rotor 6 can be made in the form of a single part, since their longitudinal dimensions within the stator are equal or rigidly interconnected.

The isolated internal volumes of the stator through the fittings communicate with variable displacement piston pumps. Since there are two internal volumes of variable size, and for the stator and the shaft to move angularly, it is necessary to pump the working fluid through one nozzle and pump out an equal volume of fluid through the second, in the proposed hydromechanical device two variable-capacity pumps operating in antiphase can be used (Fig. one). One double-acting pump can also be used, or one of the fittings must communicate with the free volume for pumping and pumping out the working fluid.

When alternately supplying liquid to the isolated volumes of the stator, the rotor performs cyclic angular movements of up to 360 degrees. In this case, the amount of displacement is directly proportional to the volume of liquid supplied (pump capacity), and the moment on the drive shaft when using a pump of the described design is inversely proportional to the volume of liquid supplied.

To convert the angular displacement of the drive shaft (hydraulic drive shaft) into the rotational movement of the driven shaft and determine the ratio of the number of pump operating cycles and the number of revolutions of the driven shaft, a mechanical gear transmission with two overrunning clutches is shown, shown in Fig. 5. The transmission considered in this example constructively consists of two pairs of gears (preferably helical gears) with different diameters, but the same gear ratio (4: 1). Two the driving gears are located on the drive shaft (hydraulic drive shaft), two driven gears, respectively, on the driven shaft, which can also be the shaft of the vehicle propulsion. If it is necessary to achieve large gear ratios, a third and subsequent transmission stages can be introduced - simple pairs of gears. A larger pair of gears in the first stage of the transmission is directly coupled, and a smaller one through an additional (spurious gear), therefore, for any direction of rotation of the drive gears, the rotation of the driven gears remains unidirectional. Since both pairs of gears are constantly engaged, the transmission becomes operational only when two overrunning clutches, preferably cam, are used in the design. Overrunning clutches can be placed both inside the drive gears (with multidirectional freewheels of the couplings) and inside the driven gears (with the same direction of free play of the couplings). The choice of accommodation option depends on the layout conditions. In an overdrive, overrunning clutches are more appropriate to be placed in drive gears. In both versions of the layout, the direction of rotation of the driven shaft is given by the directions of free travels of the freewheels.

To reverse the direction of rotation of the driven shaft, a transmission option with two blocks of driving and driven gears can be used. In this case, the direction of free travels of overrunning clutches in these two blocks should be opposite.

In General, the device operates as follows.

When the movable piston and the cylinder of the first pump move towards the stationary piston, which is also a fitting, the volume of the working fluid is displaced, due to the pressure of which it moves to the protrusion of the rotor, reducing one of the isolated volumes in the annular cavity, creating an angular movement of the hydraulic drive shaft . Accordingly, the working fluid from a different volume enters the cylinder cavity of the second pump through the fitting and acts on the movable

Yu the piston and cylinder of the second pump, which begin to move in the opposite direction to the movement of the first pump.

At the next cycle of operation, the second pump works to discharge, the first pump - to pump the working fluid. In this case, the direction of the angular displacement of the hydraulic drive shaft changes to the opposite of the original one.

With a constant value of the working stroke of the movable pistons of both pumps, the performance of the pumps depends on the amount of displacement of the cylinders controlled by the control mechanism. If the ruler of the control mechanism is parallel to the axis of movement of the movable piston and cylinder, the cylinder makes a movement at a distance equal to the stroke of the piston. If the ruler is deflected by a certain angle, the movement of the cylinder will be less than the stroke of the pump piston.

At each stroke - alternately pumping and pumping the working fluid into the isolated volumes of the hydraulic drive, the hydraulic drive shaft makes angular movements, which are converted into rotational motion of the driven shaft using a mechanical transmission.

Claims

USEFUL MODEL FORMULA

1. A hydromechanical device for converting a reciprocating motion into a rotary one, characterized in that it contains at least one piston pump, the piston of which is connected to a control mechanism, while the piston pump is in communication with a cyclic hydraulic actuator, with the possibility of converting cyclic angular movements of the hydraulic shaft in the rotational movement of the shaft of a mechanical transmission.

2. A piston pump for a device according to claim 1, characterized in that the pump casing consists of two cylinders of different sections and is freely placed between two pistons of different diameters, one of which is fixed motionless, and the second is made with the possibility of making a stroke, while the inside the diameter of the cylinders D1 and D2 corresponds to the diameters of the pistons D1 and D2.

3. The control mechanism for the device according to claim 1, characterized in that it is made of two levers, one of the ends of which is pivotally mounted on the piston and cylinder, respectively, and the other ends are pivotally connected to each other and mounted on a carriage located on the guide and configured to reciprocate on it.

4. The control mechanism according to p. 3, characterized in that the carriage is made with rollers.

5. The cyclic hydraulic actuator for the device according to claim 1, characterized in that it is made in the form of a stator, a rotor, a drive shaft, while an annular cavity filled with a working fluid is formed between the stator and the rotor,

6. The cyclic hydraulic actuator according to claim 5, characterized in that the rotor and stator have protrusions that divide the annular cavity into two isolated volumes.

7. The cyclic hydraulic actuator according to item b, characterized in that the protrusions are made in the form of a truncated prism.

8. The cyclic hydraulic actuator according to claim 5, characterized in that the shaft and rotor are made in one piece.

9. The mechanical transmission for the device according to claim 1, characterized in that it includes at least two gear pairs formed, respectively, of the drive gear located on the drive shaft, and the driven gear placed on the driven shaft, while the gears, forming pairs are made of different diameters, but the pairs have the same gear ratio.

10. The transmission according to claim 9, characterized in that a pair of gears having a smaller diameter is connected through a spurious gear.

11. The transmission according to claim 9, characterized in that the driving or driven gears are placed on the shaft using overrunning clutches.

12. The transmission according to claim 9, characterized in that the driven shaft with the gear is located in the crankcase filled with grease.

13. The transmission according to claim 9, characterized in that the driven shaft is simultaneously the shaft of the vehicle propulsion.

14. The transmission according to claim 9, characterized in that the gears are helical.

15. The transmission according to claim 9, characterized in that the gear ratio of the gears is equal to or greater than 4: 1.