RU2844500C2 - Gearbox - Google Patents

Abstract

FIELD: mechanical engineering.

SUBSTANCE: invention relates to industry. Gearbox consists of assembled inner gearbox A, which is installed along axis on outer gearbox B, on which side gearbox C is fixed along axis. Inner box A consists of a driving drive shaft with a flange, by means of which the shaft is oriented and fixed on the casing, on which an intermediate casing is installed in the centre, which is rigidly fixed on the casing by screws. Satellite gears are installed in box A. Cylindrical wall is oriented and fixed on casing. One eccentric is rigidly fixed on the left side of each gear. Box B in assembly consists of casing oriented by means of bearing on drive shaft of engine from inner box A. Side box C in assembly consists of side casing having a hole along axis, in which bearing is installed, in which secondary shaft is installed. Box C assembly is oriented by bearing fitted in gear on engine drive shaft.

EFFECT: higher efficiency, reduced fuel consumption.

1 cl, 7 dwg

Description

The invention relates to a device for increasing the efficiency of any rotary power generating system by means of a progressive change in the variation used in any industry, with the aim of optimizing fuel consumption by continuously changing the gear ratio from the engine drive shaft to the driven shaft.

Gearboxes used in motor vehicles are known in which the gear ratio changes in steps. Their disadvantage is that due to the limited number of steps, the adaptation of the engine torque with a small variation to the resistance moment with a very large variation is intermittent, which leads to deterioration of dynamic characteristics and increased fuel consumption.

Gearboxes with continuously variable transmission are also known, the disadvantage of which is the use of drive belts, which leads to limitations in the operating mode and limitation of mechanical parameters.

Also known is a gearbox according to US Patent 3,447,398 A, which is a torque converter located between a driving shaft and a driven shaft and having a driving gear rotating about a primary axis and in connection with some planetary gears rotating about second axes parallel to the primary axis; the planetary gears are connected to eccentric weights also rotating about secondary axes in a predetermined phase relationship; the planetary gears and weights are connected to a driven gear, to which one or a pair of gears can be selectively connected; each gear is provided with a one-way clutch engaged with a torque shaft with limited rotation and essentially stationary; the clutches work in opposite directions; it is preferable that both the driving and driven shafts and the torque shaft are provided with torque dampers for smoothing out torque fluctuations.

There is also known a gearbox according to patent F 1588205, which relates to an automatic speed and torque converter with continuous variation, consisting of a hypocycloidal planetary gear, the internal toothed ring of which is removed, as a result of which the device remains consisting of - a shaft of a satellite drive motor, driving a satellite, which engages with a central gear, which must be mounted on an output shaft, this satellite having a certain mass fixed to its periphery; the entire unit rotates uniformly, with a certain and uniform input torque, so that if there is an increase in the resisting torque on the output shaft, this increase will lead to a proportional decrease in the speed of this shaft and, consequently, to a difference in speed between the input and output shafts; the difference in speed will cause the satellite to rotate on its own; during this rotation of the satellite, the mass attached to it will sometimes approach, sometimes move away from the axis of rotation of the device, and, consequently, its circular speed will change proportionally to its distance from this axis. At the moment of increasing the speed of the mass, the resulting increase in force will require an increase in power, which will be automatically obtained at this moment from the torque of the engine, then, at the moment of decreasing the speed of the mass, it will be transmitted to the secondary shaft, from which the torque will be increased to compensate for the increase in resistance to the torque that occurs on this shaft with the said decrease in speed. This transfer of energy from the engine shaft to the mass of the secondary shaft and the conversion of energy into torque vary proportionally to the difference in speed on the two shafts with the following characteristics: a) if the speeds of the two shafts are equal, the satellite gear does not rotate, and there is no conversion of speed into torque, b) if the speed of the secondary shaft decreases to zero while the speed of the driving shaft always remains the same, the speed is completely converted into torque, the output torque becomes infinitely high, but there is no energy on this secondary shaft, its speed is zero. The device then acts as a clutch, c) if the speed of the secondary shaft becomes higher than the speed of the driving shaft, and therefore the torque becomes less than on this shaft, the satellite gear and its weight begin to rotate, but in a direction opposite to the previous one, the additional power is then converted into speed to compensate for the difference in speed between the two shafts, and not converted into torque as in the previous case, d) finally, instead of reducing the speed to zero, the secondary shaft can also rotate in the opposite direction, automatically providing movement in the opposite direction if required. All these changes in speed and torque occur automatically without the need for any control device, the device acts exactly like a rotor torque balancer. On the other hand, taking into account the unevenness of the torque transmitted by the mass to the output shaft, not one but 4 planetary gears and 4 masses are installed on the periphery of the gear instead of one, and these 4 masses are placed on the periphery of the satellites in such a way that the forces transmitted by them balance each other, as a result of which the total force on the output shaft is ideally equalized. The transmitted power of the device is thereby increased fourfold. The number of these satellite gears and their masses can also be 3, 6, 8 or more depending on the requirements, provided that the forces transmitted to the secondary shaft are balanced between them. Other types of differential gears can be used, provided that they allow the use of the fundamental principles of the device. This device is applicable to cars, machine tools, tractors, motorcycles, rail transport, etc. The disadvantage of all these solutions is that they do not use the principle of energy accumulation in the steering wheel, and also that they use only part of the generated force.

Also known is a planetary gearbox with a progressive change of variation according to the patent RO 12966 A2, which allows for a continuous change in gear ratio. Due to the fact that the direction of rotation of the inner box coincides with the direction of rotation of the eccentric gears, a disadvantage arises in that the mechanism introduces an additional moment of inertia of the mass, which is expressed in additional resistance to rotation, which causes additional fuel consumption; In addition, the use of bevel gears to create a mechanical system causes additional costs and an increase in the complexity of adjustment during assembly.

The technical problem that the present invention solves is the reduction of fuel consumption required for engine operation.

The technical problem is solved by the invention by manufacturing a device for increasing the efficiency of any energy-generating rotary plant using a progressive change in variation, having a primary engine shaft (leading), which is inertial-centrifugal connected to a secondary (driven) shaft. This inertial-centrifugal connection ensures independent movement of the shafts and eliminates the disadvantages of the inventions listed in the previous paragraph, by eliminating the mechanical connection between the shafts. Also, by using the flywheel effect and fully using the generated force, this invention actually increases the efficiency in comparison with the devices presented in the inventions in the links above.

This invention has numerous advantages:

- The scope of application of this device is wide, from the automotive industry to any industry that requires continuous speed change;

- The device reduces power loss to a greater extent than any standard automatic transmission, increasing efficiency and acceleration by maintaining a constant engine speed;

- Automatic dynamic adaptation of the torque at the device output to the same amount of fuel of any type;

- Improved dynamics due to the absence of interruption of traction force;

- Improvement of dynamic and energy characteristics in transient modes;

- Improved driving comfort due to automatic clutch engagement and no need to change gear ratios;

- Improved control of pollutant emissions and reduced noise levels.

Below is an example of a device for increasing the efficiency of rotary power generating units using a progressive change in variation with reference to Figs. 1-7, which show:

- Fig. 1 - longitudinal section of a device for increasing the output power of any energy-generating rotary installation with a progressive change in variation, with the designation of torques and rotation at idle;

- Fig. 2 - explanation of the operating mode in a situation where the secondary shaft is subject to a moment of resistance MR1, completely blocking its movement (MR1=MI);

- Fig. 3 - explanation of the operating mode in a situation where the secondary shaft is subject to a resistance moment MR2, which is lower than MR1, the secondary shaft rotates at a speed t'11<11 of the leading shaft;

- Fig. 4 - view from point X; position of eccentrics at idle;

- Fig. 5 - view from point X; position of the eccentrics in a situation where the secondary shaft is subjected to a moment of resistance MR2, which is lower than MR1, the secondary shaft rotates at a speed t'II<tI of the driving shaft and through a unidirectional bearing transmits torque at a speed t6<tI to the intermediate gear, which through the gears transmits torque to the eccentrics, which, due to the torque, create an oscillating moment of inertia Mo;

- Fig. 6 - view from point X; position of the eccentrics in a situation when the secondary shaft is subjected to a moment of resistance MR2, which is lower than MR1, the secondary shaft rotates at a speed t'II<tI of the driving shaft and through a unidirectional bearing transmits a torque in the opposite direction at a speed t6<tI to the intermediate gear, which through the gears transmits a torque to the eccentrics, which, due to the torque, create an oscillating moment of inertia Mo;

- Fig. 7 - partial view of gears in gearbox C (solution with two gears).

An example of an embodiment of the invention is given below; in accordance with Fig. 1, the invention consists of an internal box A assembled, which is mounted along the axis in an external box B assembled, to which a side box C assembled is attached along the axis;

The internal box A in assembly consists of the drive shaft of the engine 1 with a flange by means of which the shaft is oriented and secured on the casing 2, in which the bearing 3 is mounted axially and radially, in some bosses (a), machined cylindrically, several bearings 4 with stops are mounted, on which, on the conventionally right side, several satellite gears 15 are rigidly fixed, on each of which, on the middle stop, a bearing 4' is mounted along the axis; on the bearing 3, an intermediate gear 6 is mounted, on which, to the left of its outer teeth, there is a second bearing 18 in assembly; in some bearings 19 (Fig. 4), which are fixed on the casing 2, gears 14 are mounted, which engage with gears 15 and with the outer teeth of the intermediate gear 6; on the casing 2, the intermediate casing 5 is centered, oriented on the bearings 4', 18 and 19, which is rigidly fixed on the casing 2 by several screws 13; on the casing 5, oriented and fixed on the cylindrical wall 2ft; on the standard left side of each gear 15, one eccentric 16 is rigidly installed (Fig. 1, Fig. 4, Fig. 5, Fig. 6);

after each eccentric 16, a bearing 4'' is installed on each gear 15; on each bearing 4'', another casing 21 is oriented, and on the cylindrical wall 20, another casing 21 is oriented and fixed, in the center of which a bearing 22 is installed, through which the intermediate gear 6 moves; the box B in assembly consists of a casing 23, oriented by means of a bearing 24 on the drive shaft of the engine 1, on the inner box A in assembly there is a casing 23, on which it is oriented and fixed by means of screws 25, on the conventionally right side there is an outer cylindrical wall 26, on which, on the conventionally left side, a casing 27 is oriented and fixed by means of screws 28;

a casing 27 which is oriented by means of a bearing 29 on the drive shaft of the engine 1, and on which several bearings 35 are radially mounted; a washer 30 is installed between the bearing 22 and the bearing 29 on the drive shaft of the engine 1; after the bearing 29 another washer 31 is installed after which a unidirectional bearing 7 and another washer 32 are installed;

the box C in assembly consists of a side casing 36, having an opening e along the axis, into which a bearing 34 is installed, into which a secondary shaft with a gear 11 is installed, in which a unidirectional bearing 12 can be rigidly fixed, acting in the direction opposite to the unidirectional bearing 7; radially, on the same diameter on which the bearings 35 are installed, but in mirror image, inside the side casing 36, in some bosses, several bearings 35' are installed, in which gears 9 can be installed, engaged with third gears 10, several bearings 37 are also installed, not shown in the figure and fixed radially on the side casing 36;

This side box C in assembly is oriented by means of a bearing 12, installed in a gear 11 on the drive shaft of the engine 1, and by means of intermediate gears 9 in bearings 35, and by means of third gears 10 in some bearings 37', installed in a casing 27 and fixed to the casing 27 by means of screws 38.

Working hours

In accordance with Fig. 1, when transmitting torque MI from the engine with rotation speed tI to the input shaft 1, at idle speed it is transmitted to the gearbox A as a whole, which, by means of internal connections consisting of gears 15, on which eccentrics 16 are rigidly fixed, which set in motion gears 14, which set in motion intermediate gear 6, which rotates with the same speed tI and in the same direction as the input shaft 1, sets in motion a unidirectional bearing 7, on which gear 8 is fixed, which meshes with intermediate gear 9, which sets in motion third gear 10, which sets in motion output shaft 11, since unidirectional bearing 12 is installed in the direction opposite to unidirectional bearing 7, eccentrics 16 will not move; the secondary shaft will rotate with the same speed tI, but in the opposite direction; this will reflect the situation in which, for example, the car is moving downhill without brakes, the engine is running at a speed tI, and the wheels receive a torque corresponding to this speed, without resistance; according to Fig. 2, in the situation when the output shaft 11 is acted upon by a moment of resistance MR1, which completely blocks (MR1=MI) its movement; on the input shaft 1, acting with the same torque MI at the same speed tII (MRI)=tI, by means of the unidirectional bearing 12 the intermediate gear 6 is locked, and, as a result, the gears 14, driving the gears 15, which will drive the eccentrics 16, creating a moment of inertia Mexc; as a result, the eccentrics 16 will rotate symmetrically with a maximum speed texemax; this will reflect the situation when, for example, the car has increased the engine speed to a speed tI and is completely braking; in accordance with Fig. 3, in a situation where the output shaft 11 is subject to a resistance moment MR2, which is smaller.

MR1, the output shaft 11 will rotate at a speed t'II<tI from the speed of the input shaft 1 and will transmit through the unidirectional bearing 12 a torque at a speed t6<tI to the intermediate gear 6, which will transmit the torque through the gears 14 and 15 to the eccentrics 16, which through the torque will create an oscillating moment of inertia Mo, in accordance with Fig. 5 and Fig. 6, which, through the same gears 15 and 14, will transmit the oscillating moment Mo to the intermediate gear 6, which will act alternately on the unidirectional bearings 7 and 12, while on the output gear 11, a continuous torque with the same speed t'II (MR2) will arise; during a full revolution of gear 15 with eccentric 16, due to their relative rotational movements relative to intermediate gear 6, in the first half of the revolution (Fig. 4) the first moment of inertia is created, which makes intermediate gear 6 move in one direction; in the second half of the revolution (Fig. 5) a moment of inertia with the opposite direction is created, which makes intermediate gear 6 move in the opposite direction; after the moment of resistance MR1 ceases to act, due to the centrifugal force acting on eccentrics 16, they will return to the equilibrium position along the radial axis in accordance with Fig. 3.

Claims (1)

A gearbox, characterized in that it consists of an inner box A assembled, which is mounted axially on an outer box B assembled, on which a side box C assembled is fixed axially; the inner box A assembled consists of a leading drive shaft (1) with a flange by means of which the shaft is oriented and fixed on a casing (2), on which a bearing (3) is mounted axially, and bearings (4) are mounted radially in bosses (a) machined cylindrically, on the stops of which satellite gears (15) are mounted on the right side, on each of which a bearing (4) is mounted on the middle stop; an intermediate gear (6) is mounted axially on the bearing (3), on which a second bearing (18) is mounted to the left of its outer teeth; gears (14) are mounted in bearings (19) fixed in the casing (2), which mesh with the gears (15) and the outer teeth of the intermediate gear (6); on the casing (2), oriented on the bearings (4', 18 and 19), an intermediate casing (5) is mounted in the center, which is rigidly fixed to the casing (2) by several screws (13); on the casing (5) a cylindrical wall (20) is oriented and fixed; on the left side of each gear (15) one eccentric (16) is rigidly fixed; after each eccentric (16) a bearing (4ʺ) is mounted on each gear (15); on each bearing (4ʺ) another casing (21) is oriented and on the cylindrical wall (20) another casing (21) is oriented and fixed, in the center of which a bearing (22) is mounted, through which the intermediate gear (6) moves; the assembled box B consists of a casing (23) oriented by means of a bearing (24) on the drive shaft of the engine (1) from the assembled inner box A, the casing (23) on which it is oriented and fixed by means of screws (25), on the right surface there is an outer cylindrical wall (26), from which on the left surface a casing (27) is oriented and fixed by means of screws (28); the casing (27) is oriented by means of a bearing (29) on the drive shaft of the engine (1), on which bearings (35) are radially mounted; a washer (30) is installed between the bearing (22) and the bearing (29) on the drive shaft of the engine (1); after the bearing (29) another washer (31) is installed, after which a unidirectional bearing (7) is installed, after which another washer (32) is installed; a side box C assembled, consisting of a side casing (36) having an axial opening (e), in which a bearing (34) is installed, in which a secondary shaft (c) of a gear (11) is installed, on which a unidirectional bearing (12) is rigidly fixed, rotating in a direction opposite to the unidirectional bearing (7); radially, on the same diameter on which the bearings (35) are installed, but mirror-image, inside the side casing (36), in some bosses (d) bearings (35') are installed, in which several intermediate gears (9) are installed, which engage with third gears (10), and several bearings (37) are also installed, fixed radially to the side casing (36); this box (C) in assembly is oriented by means of a bearing (12) installed in a gear (11) on the drive shaft of the engine (1), and by means of intermediate gears (9) in bearings (35), and by means of third gears (10) in bearings (37') installed on the casing (27) and fixed to the casing (27) by screws (38).