FIELD OF INVENTION
The invention relates generally to motors and more specifically relates to motors driven by permanent magnets.
BRIEF SUMMARY OF THE INVENTION
A device with mutually dependent systems of reciprocating movement of permanent magnets used as a working body and reciprocating movement of steel blocks used as magnetic flux conductors through a mechanism for transmitting mechanical energy. This mechanism transfers energy between two mechanisms of reciprocating motions in planes perpendicular to each other. At the same time, this mechanism locks the mechanism of reciprocating motion in one of the planes during the movement of the unlocked mechanism of reciprocating motion in a plane perpendicular to it and vice versa. This mechanism works together with a synchronization mechanism consisting of levers and rods.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a perspective view of an assembly drawing of the device.
FIG. 2 is a perspective view of an assembly drawing of the device.
FIG. 3 is a perspective view of an assembly drawing of the device.
FIG. 4 is a perspective view an assembly drawing of the device.
FIG. 5 is an exploded view of a carriage with frame.
FIG. 6 is an exploded view of a mechanism of magnetic fixation of the carriage in the extreme position.
FIG. 7 is an exploded view of a cheek of the traction mechanism.
FIG. 8 is an exploded view of a spring assembly.
FIG. 9 is an exploded view of a synchronization mechanism.
FIG. 10 is a perspective view of an assembly drawing of the main transmission mechanism.
FIG. 11 is a side view of an assembly drawing of the main transmission mechanism.
FIG. 12 is an exploded view of a main transmission mechanism.
FIG. 13 is a perspective view of an assembly drawing of the auxiliary transmission mechanism.
FIG. 14 is a side view of an assembly drawing of the auxiliary transmission mechanism.
FIG. 15 is an exploded view of an auxiliary transmission mechanism.
FIG. 16 is a perspective view of a power take-off mechanism.
FIG. 17 is an exploded view of a crankshaft with connecting rod and spring mechanism for fixing the position of the connecting rod.
FIG. 18 is exploded view of a carriage with installed two working and end magnets.
FIG. 19 is a perspective view of an assembly drawing of the carriage with installed two working and end magnets in a position where the distance E is maximal.
FIG. 20 is a perspective view of an assembly drawing of the carriage with installed two working and end magnets in a position where the distance E is minimal.
FIG. 21 is exploded view of a carriage with installed three working and end magnets.
FIG. 22 is a perspective view of an assembly drawing of the embodiment of the device.
FIG. 23 is a perspective view of an assembly drawing of the embodiment of the device.
FIG. 24 is a perspective view of an assembly drawing of the embodiment of the device.
FIG. 25 is a perspective view an assembly drawing of the embodiment of the device.
FIG. 26 is a perspective view of an assembly drawing of the embodiment of the device with parallel connection of traction mechanisms.
FIG. 27 is a perspective view of an assembly drawing of the embodiment of the device with serial connection of traction mechanisms.
FIG. 28 is a scheme describing the operation of the first embodiment of the device.
FIG. 29 is a scheme describing the operation of the second embodiment of the device.
FIG. 30 is a diagram of installation of the program disk relative to the ring gear with an internal partial s t of teeth.
FIG. 31. is a perspective view of the device with the method of installing the program disk rollers shown.
FIG. 32 is a side view of the device with installed program disks.
FIG. 33 is a program disk installed instead of the cover. Side view.
FIG. 34 is a program disk installed instead of the cover. Perspective view.
FIG. 35 is a method of installing the tensioner between the shafts.
FIG. 36. is a sun gear with a partial set of teeth interacts with the planet gears with a full set of teeth.
FIG. 37. is a spur gear with partial set of teeth interacts with the planet gears with a full set of teeth.
FIG. 38. is an exploded view of a spring clutch.
FIG. 39. is a perspective view of a spring clutch.
FIG. 40. is a perspective view of a spring with the bearings of the spring clutch.
FIG. 41. is a location of the internal tooth gaps relative to the outer edges in the gear ring with a partial set of teeth
FIG. 42. I installation of the gears with mutual angular movement of 60 degrees
DETAILED DESCRIPTION OF THE INVENTION
The device consists of five mechanisms shown in FIG. 1. Traction mechanism 100, transmission mechanisms 200, 250, synchronization mechanism 300 and power take-off mechanism 400.
The traction mechanism 100 uses the attractive and repulsive force of the permanent magnets 111, 121A, 121B, shown in FIG. 5 to drive all the rotating and reciprocating elements of the other three mechanisms 200, 250, 300, 400, shown in FIG. 1.
The traction mechanism 100 in FIG. 1 consists of a carriage 110 with a frame 120 with magnets 111, 121A, 121B, shown in FIG. 5, two cheeks 130, shown in FIG. 7, and a stand 140, shown in FIG. 6. Cheeks 130 in FIG. 7 consist of a base 131 in the form of a square frame with steel blocks 132 of cold-rolled iron plates fixed inside the frame 131 with plastic inserts 139. The thickness of the blocks 132 is not less than the thickness of the magnets 111, 121A, 121B installed in the carriage 110 in FIG. 5. Fasteners 231, shown in FIG. 17, of the transmission mechanisms 200, 250 in FIG. 1 are installed on the cheeks 130 through the fasteners 133 in FIG. 7. Also on cheeks 130 spring assemblies 160 are installed to compensate for the attractive forces of magnets 111, 121A, 121B, shown in FIG. 5, in steel blocks 132. Spring assemblies 160 in FIG. 8 consist of two springs 161 and 162 of different heights and stiffness fixed in the adjusting screws 163 by means of a nut 166 and 169 between the washers 164 and 165. The adjusting screws 163 are fixed on the base by means of two nuts 167 and 168. The nut 167 is used to clamp the adjusting screw 163. The nut 168 is used to be fixed by the screws 170 to the base 131 of the cheeks 130 in FIG. 7.
The base of the cheeks 131 with fasteners 133 made of non-metallic materials, such as all kinds of plastics, carbon fiber, fiberglass.
The carriage 110 with frame 120 consists of two elements in FIG. 5. Frames 120 and carriages 110. The carriage 110 with a frame 120 made of non-metallic materials, such as all kinds of plastics, carbon fiber, fiberglass. On the frame 120 are mounted magnets 121A and 121B with poles parallel to the plane of moving the carriage 110. This is for the case when the poles of magnets are considered as halves of magnets. If we describe using a vector the direction from the north pole of the magnet to the south, then in this the magnets 121A and 121B have the vector of the poles are perpendicular to the plane of moving the carriage 110. The poles of the magnets in the frame 121A and 121B in FIG. 5 are reversed relative to each other and the vectors of the poles of the magnets 121A and
121B are reversed relative to each other. On the carriage 110 installed the eight bearings or rollers 288 on axis 289 to hold the carriage 110. On the carriage 110 is mounted a magnet 111 with the poles parallel to the plane of moving the carriage 110. The magnet 111 have the vector of the poles are perpendicular to the plane of moving the carriage 110. In FIG. 5 the carriage 110 moves toward and away from the main shafts 208, 258 of the transmission mechanism 200, 250, shown in FIG. 12, FIG. 15 respectively.
In the FIG. 17 a fasteners 231 for connecting rods 205 of the crank mechanisms 230A, shown in FIG. 1, 6, are installed on the carriage 110, which are fastened with a screw 151 to the assembly unit 150.
The carriage 110 is additionally attached to the assembly unit 150 with screws 154 and the permanent magnet 153A, 153B with screws 154. Magnets 153A, 153B must be of sufficient power to hold the moving part of the carriage 110 in its extreme positions and must be at least more powerful than the magnets installed on the moving part of the carriage 110. Also, the magnets 153A, 153B have the ability to select the pole direction by selecting the mounting side on the assembly to balance the magnets 121A, 121B. The poles selection should be done as follows. For the case where magnet 121A is more powerful than magnet 121B, the following setting is used. The magnet 153A is installed with a poles direction perpendicular to the plane of movement of the movable part of the carriage 110 and opposite to the poles direction of the magnet 121A. The magnet 153B is installed with a poles direction perpendicular to the plane of movement of the movable part of the carriage 110 and coincides to the pole direction of the magnet 121B.
For the case where the power of magnet 121A is equal to or less than the power of magnet 121B, the following setting is used. Magnets 153A and 153B are installed with the poles direction parallel to the plane of movement of the movable part of the carriage
110. Also, in order to configure the device for maximum output power, it is possible to adjust the distance to the assembly unit by unscrewing screw 154. The distance D between the counter 121A and compensating 153A magnet must be maintained in the state of the moving part of the carriage 110 when the distance E is maximum shown in FIG. 19. The distance D is equal to at least the length of the counter magnet 121A when measured in the direction of the moving part of the carriage 110. In FIG. 1 the cheeks 130 reciprocate in a plane perpendicular to the reciprocating plane of the carriage 110.
Stand 140 in FIG. 1, 6 consists of four racks 141, bottom frame 142 with fasteners 143 for
the transmission mechanism 200, 250, shown in FIG. 1. In FIG. 6 the bottom frame 142, fasteners 143, racks 141 can be made of metal, as well as various plastics, fiber fiberglass. To fasteners 143, a flexible steel plate 145 is inserted into the notches, which is used in the mechanism for fixing the carriage 110 in one of the extreme positions and corresponding to the positions of the upper and lower dead points of the crankshaft 230A shown in FIG. 1.
The transmission mechanism 200, shown in FIG. 1, 10, 11, 12 is used to transfer power from the horizontal reciprocating mechanism to the vertical reciprocating mechanism and vice versa. At the same time, this mechanism blocks the reciprocating movement mechanism in the horizontal plane while the unlocked reciprocating movement mechanism moves in the vertical plane, and then this mechanism blocks the reciprocating movement mechanism in the vertical plane while the unlocked reciprocating movement mechanism moves in the horizontal plane.
The main transmission mechanism 200 in FIG. 12 is composed of an internal gear 201 with a internal full set of teeth, an internal gear with internal partial set of teeth 202, six
spur gears 203, 204A, 204B, 214, four auxiliary shafts 206, two cranks 230A, two cranks 230B, a main shaft 208, gear housing 209 consisting of two halves, three support rollers 210, six tie bolts 211, cap 212. Spur gears 203 are located on three auxiliary shafts 206 and a central gear 214 on the main shaft 208. Gear 214 on the main shaft 208 is fixed. All four gears 203, 214 interact only with the internal gear 201 with a internal full set of teeth. The internal spur gear 201 is aligned with the internal partial set of teeth gear 202. The two remaining spur gears 204 A, 204B are located on and fixed to the auxiliary shafts 206 and interact only with the internal partial set of teeth gear 202. All main and auxiliary shafts 208, 206 are located in the crankcase 209 on bearings or bushings. The crankcase is bolted to fasteners 143 shown in FIG. 6. At the ends of the auxiliary shafts 206 protruding outside the crankcase 209, cranks 230A, 230B. The cranks 230A, 230B in FIG. 17 is composed of the crankshafts 207 with connecting rods 205 mounted on bearings or bushings in notches in the connecting rods 205 are fixed. All connecting rods 205 are attached to the fixtures 231 on the bushings sitting on axis 234 and are centered by springs 218 in the upper or lower dead center in a position parallel to the planes of reciprocating movements. Support rollers 220 in FIG. 12 are mounted on three of the six pinch bolts 211 on bushings or bearings.
In the case when the auxiliary transmission mechanism 250 in FIG. 1 is used in the device, then the synchronization mechanism 300 is used, which is installed on the main shafts 208, 258 shown in FIG. 9.
The auxiliary transmission mechanism 250 in FIG. 1, 13, 14, 15 is shown in FIG. 15, 17 consists of a gear with a internal full set of teeth 251, a gear with a internal partial set of teeth 252, five spur gears 253, 254, 264, 274 four auxiliary shafts 256, 266, two crankshafts 207, two connecting rods 205, a main shaft 258, gear housing 259 consisting of two halves, three support rollers 260, six pinch bolts 261. Spur gears 253, 274 are located on three shafts 256, 258 respectively and the central 264 on the auxiliary shaft
266. The gear 274 on the main shaft 258 is fixed. The gear 254 on the auxiliary shaft 256
is fixed. All four gears 253, 264 interact only with the internal gear 251 with a internal full set of teeth. The 251 internal gear with full set of teeth is aligned with the internal gear 252 with partial set of teeth. The 254 spur gear interacts only with the 252 internal gear with partial set of teeth. The crankcase is bolted to fasteners 143 shown in FIG. 6. At the ends protruding outside the crankcase 259 of the auxiliary shaft 256, cranks 240. The cranks 240 in FIG. 17 is composed of the crankshafts 207 with connecting rods 205 installed on bearings or bushings. The bearings are fixed in notches in the connecting rods 205. All connecting rods 205 are attached to the fixtures 231 on the bushings sitting on axis 234 and are centered by springs 218 in dead center in a position parallel to the planes of reciprocating movements. All fasteners 231 are bolted to fasteners 133, shown in FIG. 7. Support rollers 260 in FIG. 15 are mounted on three of the six pinch bolts 261 on bushings or bearings.
The synchronization mechanism 300 in FIG. 9 consists of the levers 301 and rods 302. The levers 301 installed on one side of the main shafts 208, 258 of the transmission mechanisms 200, 250 shown in FIG. 1 are offset by 90 degrees relative to the levers 301 installed on the other side of the main shafts 208, 258. The levers 301 of the main transmission mechanism 200 in FIG. 1 are parallel to the levers 301 of the auxiliary transmission mechanism 250. The levers 301 in FIG. 9 on opposite sides of the main shafts 208, 258 of the main 200 and auxiliary 258 transmission mechanisms at the ends are connected by rods 302 on bearings or bushings located on the axis 303 and which are inserted into the notches in the rods 302.
All parts of the synchronization mechanism except for axis 303 can be made of metal, as well as various plastics, carbon fiber fiberglass. Axis 303 of metals.
The power take-off mechanism 400 in FIG. 1 consists of a large gear 401 shown in FIG. 16 fixed on the main shaft 208 shown in FIG. 1, 12 between the transmission mechanism 200 and the lever 301. In FIG. 16 the base 403 with the bearing or bushing is fixed to the bracket 407 by the bolts 405.
The spur gear 410 is fixed on the shaft 404. One of the end of the shaft 404 is inserted into the base 403 on bearing or bushing. On the opposite side of the shaft 404 on the shaft fixed clutch 406 for mounting the shaft of the geared generator with flywheel 409. The geared generator with flywheel 409 was screwed to the bracket 407 with two bolts 408.
Let us take as the reference point of the rotation of the gears 202, 252 in FIG. 12, 15, 28 the reference point of the rotation M, which is located at the top in the center. In FIG. 12, 28 for gear 204A, rotation reference point I is located on shaft 208. For gears 204B, 254 in FIG. 12, 15, 28 rotation reference points K are located on shafts 208, 258, respectively.
On FIG. 28 shows sections A-A and B-B, which correspond to the sections in the places indicated in FIG. 11, FIG. 14 respectively.
At the moment 2 in FIG. 28 when M in M2, K in K2, I in I2 and at the moment shown in FIG. 4 when the crank mechanisms 230A are at the top dead center, and the crank mechanisms 230B, 240 are at the top dead center, also the cheeks 130 are located at an equal distance from the carriage 110 with the frame 120 at a distance exceeding the thickness of the magnets 111, 121A, 121B, shown in FIG. 5, so that at this moment the carriage 110 moves from the static magnet 121A with coinciding poles of the magnet 111 to the magnet with opposite poles 121B. In this case, the main transmission mechanism 200 in FIG. 12 starts to rotate the internal gear 202 using the gear 204A fixed to the auxiliary shaft 206, which is driven clockwise by the crank mechanisms 230A. At the same time, the crank mechanisms 230B, 240 fixed on the shafts 206, 256 continue to be in the upper dead centers fixed by the springs 218 in FIG. 17, and the gears 204B, 254 fixed to the shafts 206, 256 fall into the gap of the internal gear 202, 252, in FIG. 12, FIG. 15 respectively, and do not rotate. Further rotation is transmitted from the internal gear 202 in FIG. 12 to the internal gear 201 which rotates the gear 214 through the gear 203.
Since the gears 214, 274 are fixed to the main shafts 208, 258, shown in FIG. 12, FIG. 15 respectively, the rotation is transmitted from the gear 214 shown in FIG. 12 to the gear 274 shown in FIG. 15 using the synchronization mechanism 300, shown in FIG. 9, and also to the gear 404 of the power take-off mechanism 400, shown in FIG. 16, through the gear 401 fixed to the main shaft 208, shown in FIG. 12. The movement of the carriage 110 shown in FIG. 1 continues until the teeth of the gear 202, 252 go into a gap at the point of interaction with the gear 204B, 254, which corresponds to position 3 in FIG. 28 when M is in M3, K is in K2, I is in I1. Thus, there is transition of M from M2 to M3, I from I2 to I1 which is shown in the diagram in FIG. 28 and externally depicted in FIG. 1. The levers 301 together with the main shafts 208, 258, are rotated 180 degrees counterclockwise.
When the carriage 110 completes the movement, in FIG. 1, 6 the permanent magnets 153B attracted to the flexible plate 145. In this case, the kinetic energy from the crankshafts 230A must be transferred to the tension force of the compressible plate 145 and then this force must be transferred to the next stroke. In addition to the plates, springs 155 are used, shown in FIG. 6. For the case when magnet 121A is more powerful than magnet 121B, distance D between magnet 153A and magnet 121A must be adjusted using screw 154 so that distance D is greater than distance Ft shown in FIG. 23-24. Also, magnet 153A using screw 154 must be adjusted so that both steel blocks 132 completely overlap the poles of magnet 153A on both sides, and the poles of magnet 153B should not be overlapped by steel blocks 132. When the distance E is maximum, the poles of compensating magnet 153A must be completely closed by steel blocks 132, while the auxiliary magnet 153B must be separated from the steel blocks 132 by at least a distance A, and when the distance E is minimum, the poles of auxiliary magnet 153B must be
completely closed by steel blocks 132, and at the same time, the compensating magnet 153A must be spaced from steel blocks 132 at least a distance of C. The distance A is equal to the distance C and equal to at least the halve of the length of the compensating magnet 153A when measured in the direction of the moving part of the carriage 110.
The spring 218 shown in FIG. 17 centering the connecting rod 205 are used to position of the top dead center of the crankshaft 230A and the fixing the carriage 110 shown in FIG. 1 in the extreme position.
Further, under the action of the force of attraction of the cheeks 130 to the magnets 111, 112A, 112B, shown in FIG. 5, the cheeks 130 move, which leads to the rotation of the crank mechanisms 230B, 240 from the top dead center to the bottom dead center shown in FIG. 2. It starts to rotate the internal gears 202, 252 using the gears 204B, 254 fixed to the auxiliary shafts 206, 256, which is driven clockwise by the crank mechanisms 230B, 240 in FIG. 12, FIG. 15 respectively. Next, the rotation is transmitted from the internal gears 202, 252 to the internal gears 201, 251, which rotate the gears 214, 264, through the gears 203, 253 respectively. Since the gears 214, 274 are fixed to the main shafts 208, 258, respectively, the rotation is transmitted from the gear 214, shown in FIG. 12 to the gear 264, shown in FIG. 15 using the synchronization mechanism 300 in FIG. 2 and also to the gear 404 of the power take-off mechanism 400 through the gear 401 fixed to the main shaft 208 in FIG. 2, 9, 16. The movement of the cheeks 130 continues until the teeth of the gear 202, 252 move into the gap at the point of interaction with the gear 204B, 254, in FIG. 12, FIG. 15 respectively, which corresponds to position 4 in FIG. 28 when M is in M4, K is in K1, I is in I1. Thus, there is a transition of M from M3 to M4, K from K2 to K1, which is shown in the diagram in FIG. 28 and in FIG. 2 where the crank mechanisms 230A are at the bottom dead center, the crank mechanisms 230B, 240 are at the bottom dead center. The spring 162 is used to remove kinetic energy from the crankshafts 230 B, 240 and transfer this energy to press the steel blocks 132 to the poles of the magnets 111, 121A, 121B. The levers 301 together with the shafts 208, 258, shown in FIG. 12, FIG. 15 respectively, are rotated 180 degrees counterclockwise.
At the moment shown in FIG. 3 when the cheeks 130 are attracted and pressed by the magnetic field close to the carriage 110 with the frame 120, the magnet 111 shown in FIG. 5 moves under the action of the stored energy on the flywheel of the generator 409 through the gears 404, 401, shown in FIGS. 16 and 214, 203, 201, 202, 204A through the rotation of the crank mechanisms 230A, shown in FIG. 12, moves from static magnet 121B with opposite poles to magnet 121A with matching poles shown in FIG. 5. In this case, the crank mechanisms 230B, 240 fixed on the shafts 206, 256, respectively, continue to be in the lower dead centers fixed by the springs 218 shown in FIG. 17, and the gears 204B, 254 fixed to the shafts 206, 256, respectively, fall into the gap of the internal gears 202, 252 in FIG. 12, FIG. 15, respectively and do not rotate. The movement of the carriage 110 in FIG. 3 continues until the teeth of the gear 202 move into the gap at the point of interaction with the gear 204A, which corresponds to position 1 in FIG. 28 when M is in M5, K is in K1, I is in I2. Thus, there is a transition of M from M4 to M5, I c I1 to I2 which is shown in the diagram in FIG. 28 and in FIG. 3 where the crank mechanisms 230A are at the top dead center, and the crank mechanisms 230B, 240 are at the bottom dead center. The levers 301 together with the shafts 208, 258, shown in FIG. 12, FIG. 15 respectively, are rotated 180 degrees counterclockwise. When the carriage completes its movement, looking at the FIG. 6 the permanent magnets 153B attracted to the plate 145 in this case, the distance Ft between the magnet 153B and the magnet 121B must be adjusted using the screw 154 so that the distance Ft is less than the distance D and the poles of the magnet 153B must be completely covered on both sides by the steel plates
132. In this case, the kinetic energy from the crankshafts 230A must be transferred to the tension force of the compressible plate 145 and then this force must be transferred to the next stroke. In addition to the plates, springs 155 are used, shown in FIG. 6. The spring 218 shown in FIG. 17 centering the connecting rod 205 are used to fix the carriage 110 in the extreme position and top dead center of the crankshaft 230A.
Let's consider a complex of forces F that includes the elastic force of springs F(0), the difference force F(d) which in turn consists of the difference between the forces F(1) and
F(4). F(4) is the force of attraction of steel blocks to magnets in position 4 in FIG. 28.
Accordingly F(1) is the force of attraction of steel blocks to magnets in position 1 in FIG. 28.
Further, under the influence of a complex of forces F the crank mechanisms 230B, 240, shown in FIG. 4 clockwise rotate from top dead center to bottom dead center and cheeks 130 move. On the FIG. 4 the movement of the cheeks 130 continues until the teeth of the gear 202, 252 move into the gap at the point of interaction with the gear 204B, 254,
which corresponds to position 2 in FIG. 28 when M is in M0, K is in K2, I is in I2. Thus, there is a transition of M from M5 to M0, K from K1 to K2, which is shown in the diagram in FIG. 28 and in FIG. 4 where the crank mechanisms 230A are at top dead center, and the crank mechanisms 230B, 240 are at top dead center. The springs 218 mounted on connecting rods 205 are used to receive kinetic energy from crankshafts 230B, 240 and transfer that energy to the next stroke. The levers 301 together with the shafts 208, 258, shown in FIG. 12, FIG. 15 respectively, are rotated 180 degrees counterclockwise.
Then the whole movement is repeated.
The device 700 in the FIG. 22 consists of traction mechanism 100, transmission mechanism 200 and power take-off mechanism 400.
The traction mechanism 100 uses the attractive and repulsive force of the permanent magnets 111, 121A, 121B, 153B to drive all the rotating and reciprocating elements of the other two mechanisms 200, 400.
The traction mechanism 100 consists of a carriage 110 with a frame 120 with magnets 111, 121A, 121B, two cheeks 130, shown in FIG. 7, and a stand 140, shown in FIG. 6.
Cheeks 130 in FIG. 7 consist of a base 131 in the form of a square frame with steel blocks 132 of cold-rolled iron plates fixed inside the frame 131 with plastic inserts 139. The thickness of the blocks 132 is not less than the thickness
of the magnets 111, 121A, 121B, 153A, 153B installed in the carriage 110 in FIG. 21. Fasteners 231, shown in FIG. 17, of the transmission mechanism 200 in FIG. 21 are installed on the cheeks 130 through the fasteners 133 in FIG. 7. In FIG. 23 connecting rods 255A, 255B are bolted on one side to fasteners 143B. The connecting rods 255A, 255B are attached to the fixtures 231 on the bushings sitting on the axis 234 shown in FIG. 22.
The power take-off mechanism 400 in FIG. 21 consists of a large gear 401 shown in FIG. 16 fixed on the main shaft 208 shown in FIG. 12.
The small gear 410 is fixed on the shaft 404. One of the end of the shaft 404 is inserted into the base bearing of bushing 403. On the opposite side of the shaft 404 on the shaft fixed clutch 406 for mounting the shaft of the geared generator with flywheel 409. The geared generator with flywheel 409 was screwed to the bracket 407 with two bolts 408.
Let us take as the reference point of the rotation of the gear 202 in FIG. 12, the reference point of the rotation M, which is located at the top in the center. In FIG. 12 for gear 204A, rotation reference point I is located on shaft 208. For the gear 204B in FIG. 12, rotation reference points K are located on shafts 208, On FIG. 29 shows section A-A, which correspond to the sections in the places indicated in FIG. 11.
At the moment 2 in FIG. 29 when M in M2, K in K2, I in I1 and at the moment shown in FIG. 25 when the crank mechanisms 230A are at the bottom dead center, and the crank mechanism 230B are at the top dead center, also the cheeks 130 are located at an equal distance from the carriage 110 with the frame 120 at a distance exceeding the thickness of the magnets 111, 121A, 121B, shown in FIG. 25, so that at this moment the carriage 110 moves from the static magnet 121A with coinciding poles of the magnet 111A to the magnet with opposite poles 121B. In this case, the main transmission mechanism 200 in FIG. 12 starts to rotate the internal gear 202 using the gear 204A fixed to the auxiliary shaft 206, which is driven clockwise by the crank mechanisms 230A. At the same time,
the crank mechanism 230B fixed on the shaft 206 continue to be in the upper dead centers fixed by the springs 218 in FIG. 17, and the gear 204B fixed to the shaft 206 fall into the gap of the internal gear 202, in FIG. 12, and do not rotate. Further rotation is transmitted from the internal gear 202 in FIG. 12 to the internal gear 201 which rotates the gear 214 through the gear 203. Since the gear 214 are fixed to the main shaft 208 shown in FIG. 12, the rotation is transmitted from the gear 214 to the gear 404 of the power
take-off mechanism 400, shown in FIG. 16, through the gear 401 fixed to the main shaft 208, shown in FIG. 12. The movement of the carriage 110 shown in FIG. 25 continues until the teeth of the gear 202 go into a gap at the point of interaction with the gear 204B,
which corresponds to position 3 in FIG. 29 when M is in M3, K is in K2, I is in I2. Thus, there is transition of M from M2 to M3, I from I1 to I2 which is shown in the diagram in FIG. 29 and externally depicted in FIG. 22. When the carriage 110 completes the movement, in FIG. 22 the permanent magnets 153B attracted to the flexible plate 145 in FIG. 6, 22. In this case, the kinetic energy from the crankshafts 230A must be transferred to the tension force of the compressible plate 145 and then this force must be transferred to the next stroke. In addition to the plates, springs 155 are used, shown in FIG. 6.
Moreover, for the case when magnet 121A is more powerful than magnet 121B, distance D between magnet 153A and magnet 121A must be adjusted using screw 154 so that distance D is greater than distance Ft. Also, magnet 153A using screw 154 must be adjusted so such that both steel blocks 132 completely overlap the poles of magnet 153A on both sides and the poles of magnet 153B should not be overlapped by steel blocks
132. The spring 218 shown in FIG. 17 centering the connecting rod 205 are used to position of the top dead center of the crankshaft 230A and the fixing the carriage 110 shown in FIG. 22 in the extreme position.
Further, under the action of the force of attraction of the cheeks 130 to the magnets 111, 121A, 121B, shown in FIG. 22, the cheeks 130 move, which leads to the rotation of the crank mechanisms 230B, 240 from the top dead center to the bottom dead center shown in FIG. 23. It starts to rotate the internal gear 202 using the gear 204B fixed to the auxiliary shaft 206 which is driven clockwise by the crank mechanism 230B in FIG. 12.
Next, the rotation is transmitted from the internal gear 202 to the internal gear 201, which rotate the gear 214, through the gear 203. Since the gear 214 are fixed to the main shaft 208, the rotation is transmitted from the gear 214, shown in FIG. 12 to the gear 404 of the power take-off mechanism 400 through the gear 401 fixed to the main shaft 208 in FIG. 9. The movement of the cheeks 130 continues until the teeth of the gear 202 move into the gap at the point of interaction with the gear 204B in FIG. 12, which corresponds to position 4 in FIG. 29 when M is in M4, K is in K1, I is in I2. Thus, there is a transition of M from M3 to M4, K from K2 to K1, which is shown in the diagram in FIG. 29 and in FIG. 23 where the crank mechanisms 230A are at the top dead center and the crank
mechanism 230B are at the bottom dead center. The spring 162 shown in FIG. 8 is used to remove kinetic energy from the crankshafts 230B and transfer this energy to press the steel blocks 132 to the poles of the magnets 111, 121A, 121B.
At the moment shown in FIG. 23 when the cheeks 130 are attracted and pressed by the magnetic field close to the carriage 110 with the frame 120, the magnet 111 shown in FIG. 19, 20 moves under the action of the stored energy on the flywheel of the generator 409 through the gears 404, 401, shown in FIG. 16 and 214, 203, 201, 202, 204A through the rotation of the crank mechanisms 230A, shown in FIG. 12, 23, moves from static magnet 121B with opposite poles to magnet 121A with matching poles shown in FIG. 19, 20. In this case, the crank mechanism 230B fixed on the shafts 206, continue to be in the lower dead centers fixed by the springs 218 shown in FIG. 17, and the gear 204B fixed to the shaft 206, fall into the gap of the internal gear 202 in FIG. 12 and do not rotate. The movement of the carriage 110 in FIG. 23 continues until the teeth of the gear 202 move into the gap at the point of interaction with the gear 204A, which corresponds to position 1 in FIG. 28 when M is in M5, K is in K1, I is in I1. Thus, there is a transition of M from M4 to M5, I from I2 to I1 which is shown in the diagram in FIG. 29 and in FIG. 24 where the crank mechanisms 230A are at the bottom dead center, and the crank mechanism 230B are at the bottom dead center. When the carriage completes its movement, looking at the FIG. 6 the permanent magnets 153B attracted to the plate 145 in this case, the distance Ft between the magnet 153B and the magnet 121B should be such that the distance Ft is less than the distance D as shown in FIG. 20 and the poles of magnet 153B must be completely covered on both sides by steel blocks 132, as shown in FIG. 24.
In this case, the kinetic energy from the crankshafts 230A must be transferred to the tension force of the compressible plate 145 and then this force must be transferred to the next stroke. In addition to the plates, springs 155 are used, shown in FIG. 6. The spring 218 shown in FIG. 17 centering the connecting rod 205 are used to fix the carriage 110 in the extreme position and top dead center of the crankshaft 230A.
Let's consider a complex of forces F that includes the elastic force of springs F(0), the difference force F(d) which in turn consists of the difference between the forces F(1) and
F(4). F(4) is the force of attraction of steel blocks to magnets in position 4 in FIG. 29.
Accordingly F(1) is the force of attraction of steel blocks to magnets in position 1 in FIG. 29.
Further, under the influence of a complex of forces F the crank mechanism 230B shown in FIG. 25 clockwise rotate from top dead center to bottom dead center and cheeks 130 move. On the FIG. 25 the movement of the cheeks 130 continues until the teeth of the gear 202 move into the gap at the point of interaction with the gear 204B which corresponds to position 2 in FIG. 18 when M is in M0, K is in K2, I is in I1. Thus, there is a transition of
M from M5 to M0, K from K1 to K2, which is shown in the diagram in FIG. 29 and in FIG. 25 where the crank mechanisms 230A are at bottom dead center, and the crank mechanism 230B are at top dead center. The springs 218 mounted on connecting rods 205 are used to receive kinetic energy from crankshafts 230B and transfer that energy to the next stroke.
Then the whole movement is repeated.
Let's look at the device in FIG. 18-20 in which two working magnets 111A, 111B with alternating poles are installed on the movable part of the carriage 110, while the auxiliary magnet 153B has a poles direction that matches the poles direction of the end magnet 121C, and also the compensating magnet 153A has a poles direction different from the poles direction of the counter magnet 121A.
Thus, looking at the moving part of the carriage 110, all the magnets installed on it come with alternating poles.
In this case, the power of the working magnet 111A should not be greater than the auxiliary magnet 153B. The power of working magnet 111B must be greater than the power of working magnet 111A.
Also installed on the stationary part of the carriage 120 are two end magnets 121B, 121C with alternating polarities, wherein the end magnet 121A has a poles direction opposite to the poles direction of the counter magnet 121A.
Thus, looking at the stationary part of the carriage 120, all the magnets installed on it come with alternating poles.
In this case, the power of each of the end magnets 121B, 121C should be less than the power of the counter magnet 121A.
Let's look at the device in FIG. 21 in which three working magnets 111A, 111B, 111C with alternating poles are installed on the movable part of the carriage 110. In this case, the auxiliary 153B has a poles direction that matches the poles direction of the end magnet 121C, and the compensating magnet 153A has a different polarity from the counter magnet 121A.
Thus, looking at the moving part of the carriage 110, all the magnets installed on it come with alternating poles. The power of the working magnet 111A should not be greater than the compensating magnet 153A and the auxiliary magnet 153B.
The powers of all other
working magnets 111B, 111C must be greater than the power of working magnet 111A. And also on the specified stationary part of the carriage 120, three end magnets 121B, 121C, 121D are installed with alternating polarity, while the specified end magnet 121B has a poles direction opposite to the direction of the poles of the counter magnet 121A.
Thus, looking at the stationary part of the carriage 120, all the magnets installed on it come with alternating poles. The power of each of the end magnets 121B, 121C, 121D must be less than the power of the counter magnet 121A.
Let's look at the device 900 in FIG. 27, which uses a series connection of several traction mechanisms 100.
The compensating magnet 153A-2 from the movable part of the carriage of the second traction mechanism is attached to the auxiliary magnet 153B-1 of the movable part of the carriage 110 of the first traction mechanism 100.
The fasteners 133 is connected to the subsequent cheeks 130 and a gap L is formed between the steel blocks 132 in FIG. 7 with a width equal to the summary width of the magnets 153A-2 and 153B-1.
The two fasteners 133 of the upper cheeks are connected to the connecting rods 205, shown in FIG. 17, from the crankshafts 230B, 240 of the transmission mechanisms.
The two fasteners 133 of the lower cheeks are connected to the connecting rods 205, shown in FIG. 17, from the crankshafts 230B, 240 of the transmission mechanisms.
Consider device 800 in FIG. 26, which uses parallel connection of several traction mechanisms. The carriages are located one above the other on common racks 141. All upper cheeks 130 are attached to the lower ones using fasteners 135, which are bolted to fasteners 133. The compensating magnet 153B-2 from the movable part of the carriage of the second traction mechanism is attached to the compensating magnet 153B-1 of the movable part of the carriage of the first traction mechanism using fastening 136. The two fasteners 133 of the upper cheeks of the first traction mechanism are connected to the connecting rods 205, shown in FIG. 17, from the crankshafts of the transmission mechanism 230B, 240. The two fasteners 133 of the lower cheeks of the first traction mechanism are connected to the connecting rods 205, shown in FIG. 17, from the crankshafts of the transmission mechanism 230B, 240.
To bring the device settings to the starting position, as well as to operate the device in emergency modes, it is proposed to use the program disk 1000 shown in FIG. 31-32.
FIG. 31 shows the installation method for program disk rollers 1001A, 1001B and 1002A, 1002B, which are mounted on rods 1003, 1004. Rollers 1001A, 1001B and 1002A, 1002 B must be installed with a minimum clearance to all surfaces of contact with the program disk 1000. Rods 1003, 1004 must be bolted to fasteners 133.
In the case of using two transmission mechanisms 200250, the disks must be installed as shown in FIG. 32 with mutual angular movement. The program disk 1000 can be installed instead of cover 212, 262 on a gear ring with a partial set of teeth 202 shown in FIG. 12,
15. In Fig. FIG. 32 shows the installation angle between two program disks 1000. Also in FIG. 30 the installation angle of the program disk 1000 is shown in relation to the ring gear with a partial set of teeth 202. All marks MO-M11 applied to the program disk 1000 must coincide with marks MO-M11 applied to the ring gear with a partial set of teeth 202.
To bring the device settings to the starting position, as well as to operate the device in emergency modes, the minimum gaps P1, P2 are used between the fasteners 133 and the gear 202, 252, as well as the minimum gaps 01, 02 between the carriage 110 and the gears 202, 252 as shown in FIG. 41, 42. The location of the internal tooth gaps relative to the outer edges in the gear ring with a partial set of teeth 202 is shown in FIG. 41. In the case of using two transmission mechanisms 200250, gears 202, 252 should be installed as shown in FIG. 42 with mutual angular movement of 60 degrees.
It is possible to use the program disk 1000 as the main transmission mechanism from reciprocating to rotary motion and at the same time it is possible to remove the crankshafts 230A, 230B, 240, as shown in FIG. 33-34.
It is also necessary to use double-sided program disks 1000. In this case, the main disadvantage will be the increased friction force, at least 8 times greater in comparison with crankshafts and 16 times the weight of the flywheel. There will also be increased wear on rollers 1001A, 1001B, 1002A, 1002B.
Also, the program disk 1000 can be fixed on the shaft 208. In this case, gears 201, 202, 203, shafts 206, rollers 210 with screws 211, shown in FIG. 34, may not be used.
The following configuration is also possible when, instead of ring gears with a partial set of teeth the sun gears 220 with a partial set of teeth are used mounted on shafts 208 as shown in FIG. 35, 37. In this case, the gears 204A, 204B interact with the sun gear with a partial set of teeth 220.
Also, in order to eliminate cases of teeth jumping from gears 202, 252 onto the teeth of gears 204A, 204B, 254A, 254B shown in FIG. 12, 15, a tensioner is used between the bearings of shafts 206, 208 as shown in FIG. 35. Springs 221 in this configuration push the bearings of the shafts 206 from the center to the periphery. Shaft bearings 206 are inserted into pendulums 238, which are installed at the top point on axes 239. Axes 239 are fixed to the crankcase 209. The shaft 206 sit in the backlashes of the crankcases 209 and move freely strictly along the horizontal axis as shown by the arrows in FIG. 35. In the case of using sun gears 220 with a partial set of teeth mounted on shafts 208, the following tensioner configuration is used. The springs 221 tighten the bearings of the shafts 206 from the periphery to the center to the bearing 208. The bearings of the shafts 206 sit in the backlashes of the crankcases 209 and move freely strictly along the horizontal axis as shown by the arrows in FIG. 35. In this case, the shaft bearing 206 mus1t5 move in such a range that in the extreme position the gear 204A, 204B with its teeth does
In some cases, instead of the tensioners shown in FIG. 35 it is possible to use tensioners on the internal gear ring with a partial set of teeth 202-1 as shown in FIG. 36 where cut of internal gear ring with partial set of teeth 202-1 which is installed on the screw 211 and interacts with release spring 1201. Gear 202 has gaps in which the release spring 1201 is installed. Gear 202 is fastened in three places
with screws 211 and rotates freely at the fastening points. Additionally, the casing 1200 is secured to the screws 211 on the fasteners 1203. Tension springs 1202 are installed between the casing 1200 and the gear 202-1. The arrows indicate the direction of action of each spring on the gear 202-1. Clutch 406 shown in FIG. 16 can be made in the form of a hydraulic clutch. If the engine
has low power, it is more advantageous to use a spring clutch shown in FIG. 38-40 instead of a hydraulic clutch. This clutch consists of an output crankshaft 406-1 with a main shaft 406-11, a spring with bearings 406-2, a spring bearing 406-6 in the form of a rolling or sliding bearing, a spring bearing 406-7 in the form of a rolling or sliding bearing, an input crankshaft 406-3 with a main shaft
406-33, a cover 406-4, a one-way clutch 406-5. On the main shaft 406-11 of the output crankshaft 406-1, the shaft of the motor-reducer-flywheel 409 is secured. The spring 406-2 shown in FIG. 38-40 is installed with one of its bearings 406-6 on the knee of the crankshaft 406-1, and with the other bearing 406-7 it is installed on the knee of the output crankshaft 406-3. The main bearing of the output crankshaft 406-3 is installed in the cover 406-4. The cover 406-4 is screwed to the output crankshaft 406-1. The outer ring of the one-way clutch 406-5 is secured on the cover 406-4,
the inner ring of which is secured on the main shaft 406-33 of the input crankshaft 406-3.
On the main shaft 406-33 of the input crankshaft 406-3, the shaft 404 is fixed. The one-way clutch 406-5 can be from any third-party manufacturer and can be a clutch of the following type . . . freewheel clutch WO1992006313A1, U.S. Pat. No. 8,459,424B2 The mass of
the input crankshaft 406-3 must be selected so that at the moment of undermining the locking magnets 153A-153B on the movable part of the carriage 110 from the locking plates 145, the least number of clicks in the one-way clutch 406-5 occurs. One-way clutch 406-5 is installed in such a way that when the rotation of the main shaft 406-11 of the output crankshaft 406-1 lags behind the main shaft 406-33 of the input crankshaft 406-3, clutch 406-5 must lock.
REFERENCE SIGNS LIST
121A—counter
- magnet
121B—end magnet
111A—working
- magnet
153A—compensating magnet
153B—auxiliary magnet
110—movable part of the carriage
120—stationary part of the carriage 132
- —steel
- block
160—spring
205—connecting rod
207—crankshaft
1206—auxiliary shaft of the main transmission mechanism
- 256—auxiliary shaft of the auxiliary transmission
- mechanism
- 208—first main shaft
- 258—second main shaft
- 401—power take-off gear
- 202—first gear ring with partial set of teeth 252—
- second gear ring with partial set of teeth 204A—
- first planetary gear
- 204B—second planetary gear
- 254—third planetary gear
- 201—first gear ring with a full set of teeth 251—
- second gear ring with a full set of teeth 203—
- planetary gear of the main gearbox
- 253—planetary gear of the auxiliary gearbox 214
- —first sun gear
- 264—second sun gear
- 206, 256—axis
- 230—lever
- 302—rod
- 143—mounting on a stand 409
- —generator
- 406-1—Output crankshaft
- 406-3—Input crankshaft
- 406-6—Spring bearing
- 406-2—Spring with bearings
- 406-5—freewheel clutch
- 406-4—cover
- 1201—release spring
- 211—screw
- 202-1—cut of internal gear ring with partial set of teeth
- 1000—program disk
- 1001—program disk roller
- 1003—program disk rod
Patent Application
20250233479
