GB2411932A

GB2411932A - Mechanical torque converter with oscillating flywheels

Info

Publication number: GB2411932A
Application number: GB0405369A
Authority: GB
Inventors: Russell Pearson Howard
Original assignee: Individual
Current assignee: Individual
Priority date: 2004-03-10
Filing date: 2004-03-10
Publication date: 2005-09-14
Also published as: GB0405369D0

Abstract

A mechanical torque converter transmits torque by inertia of oscillating flywheels 5.1, 5.2, 5.3 which are oscillated by crankshafts 3.1, 3.2 fixed to the flywheels by eccentric pivots and links 4.1-4.4. The crankshafts 3.1, 3.2 and links 4.1-4.4 are driven by planetary gears which receive torque from an input 1 via a sun gear. All of the components are contained in a structure and, where necessary, supported by bearings some of which are eccentric bearings that encompass a principle axis. There are three embodiments, a light duty, a heavy duty and one having high stiffness for a bicycle which is incorporated in a bicycle hub and has flywheels (5.1-5.4, fig 6) of shallow cones of sheet material and extra ring of mass to hold them together. For balanced action the torque converter in one form has four flywheels and two crankshafts and the flywheels are constructed from two parts, a ring of material with mass and two tabs for fixing to spokes, and a hub with two spokes which fix to the two tabs.

Description

1 241 1932 Mechanical Torque Converter It is well known that Inertia can

be used as a way of converting energy as in the use of a hammer for driving in nails, but at a cost of much unwanted vibration. Rotary motion can be turned in to vibration and back into rotary motion again. This invention does this in a smooth and relatively vibration free efficient way.

I will describe three embodiments of the mechanical torque converter; a light duty torque converter Figure 2 side view, and Figure 3 end view, a heavy duty torque converter Figure 4 side view, and Figure 5 end view, a bicycle torque converter side view of main shaft Figure 6, end view of shaft and side of bicycle Figure 7, and side view of bicycle Figure 8, and principle diagram showing motion of parts in a three dimensional view Figure 1. The reference numbers are re-used to indicate parts with same function in different embodiments.

According to the present invention a number of parts are connected in a specific way. An input shaft to which is axed a gear wheel ret No 1. A structure is on the same axis as the input shaft and has bearings to make it so ret No 2. This structure also has bearings to hold shafts parallel equidistant and symmetrical to the main axis of the input shaft and output shaft. This structure is fixed to the output shaft. Within this structure the out put shaft bears the flywheels. The shafts parallel to the main shaft comprise a gearwheel and a crankshaft the four cranks of which are of equal radius and degrees rotation from each other ret No 3. 1/3.2. These shafts are on opposite sides of the main axis. Links are provided to link crankshaft cranks to pivots on the flywheels ret No 4. 114.214.314.414.514.614.714.8. Flywheels are ratably and freely mounted on main shaft within structure 2 have a special shape a two spoked wheel, with two pivots a small distance from the main axis in line with the spokes. The pivot may be an eccentric bearing encompassing the main shaft. The flywheel may be constructed in two parts; the ring of mass, and the spokes and pivot bearings ret No 5.115.215.315.4.

The whole of the above mechanism may be encased in a suitable structure to keep the input shaft and output shaft in line and provide an oil bath ret No 6.

The proportions of the mechanism are as follows; the radius of the cranks shall be one unit, the pivot's distance from the centre of the flywheel will be 42 units, the radius of the rim of the flywheel will be approximately 7 units, the shafts 3.1/3.2 will be approximately 4 units from main axis, the links 4.114.214.314.414.514.6/4.714.8 will be the same as above approximately 4 units. The size of the gear wheels depends on the stiffness required from the mechanical torque converter. The invention could be made very large or very small depending on power and speed required from it.

All bearings are to be anti friction; oil bearings, ball bearings, or roller bearings.

The light duty embodiment of invention Figures 2 and 3 is as described above with a light structure 2.

The heavy duty embodiment of invention Figures 4 and 5 uses eccentric bearings for crankshafts 3.1/3.2 and eccentric bearings for the pivots on the flywheels 5.115.215.315.4. All this is contained in a cylindrical structure 2. The whole mechanism is contained in a cylindrical structure 6.

The bicycle embodiment of invention Figures 6, 7, and 8 has extra reference numbers to describe it. The input shaft and gear wheel is ret No 1.1. The input cog wheel is ret No 1.2 and there is a one way clutch between them.

The structure 2 is extended to be the bicycle wheel. This is made from two sub assemblies. The structure of the mechanism is made from parts ret No 2.1 and ret No 2.2, which slide in to the hub of a spoked wheel made from a disk with holes in the circumference with a central hole ret No 2.4. A ring with holes in the circumference and holes to fix to mechanism will be ret No 2.5.

Pillars cum slides will join the two sides together ret No 2.3. The spokes and rim of wheel are not numbered. The flywheels are extended with shallow cones of sheet material and extra ring of mass to hold them together at circumference for a light weight construction ret No 5.115. 215.315.4. The bicycle frame is ret No 8.2. The tying axil through the mechanism is ret No 8.1. The bicycle has retained the front portion of the derailleur gear and chain tensioning device ret No 9.

How this mechanical torque converter works To describe the functioning the reader has to follow a chain of reaction couples. The torque of input shaft 1 through gears, either turns structure and shaft 2, or turns crankshafts 3.1/3.2. These crankshafts 3.1/3.2 being linked 4.114.214.314.414.514 614.714.8 to flywheels 5.115.215.315.4 experiences a limiting of speed because of the inertia or mass of the flywheels. The stored energy creates a reactionary force which transfers back into crankshafts 3.1/3.2. This bridges the gap between input 1 and output 2. The oscillating inertia of first flywheel 5.1 is balanced by flywheel 5.3 thereby cancelling angular vibration in structure 2. The oscillating inertia in second flywheel 5.2 is balanced by flywheel 5.4 there by cancelling vibration in structure 2. The degrees difference in phase of oscillation between flywheels 5.1/5.3 and flywheels 5.2/5.4 covers the dead centres of each other respectively, giving a very smooth reaction in structure 2. The mass of links 4.114214.314.414.514.614.714.8 and crankshafts 3.1/3.2 balance each other around main axis and when crankshaft s 3.1/3.2 is turning balance is also there. Thus the vibration is resolved and contained within the parts of structure of the invention.

With no load shaft 3.1/3.2 is still relative to structure 2, that is a one to one input to output, the whole structure and flywheels turn together.

With load shaft s 3.1/3.2 rotates relative to structure 2 and torque transferred increases in proportion to the difference between the input and output speeds.

The proportions of torque and rotation speed can change instantly for coping with variable loads.

The stiffness" of the torque converter can be adjusted in three ways; 1 by changing the gear ratio between shaft 1 and shafts 3.1/3.2, the higher ratio for higher stiffness, 2 by the changing of the mass of the flywheels 5.115.215.315.4, heavier for higher stiffness, 3 the amplitude of oscillation of flywheels by the changing of the proportion of crank radius to pivot radius.

The amplitude in this embodiment is 90 degrees.

The torque is gathered for the output by the bearings of crankshafts 3. 1/3.2 into structure 2, this avoids the problem of finite steps of one way clutches, thus this embodiment is good for low output speeds.

The input and output shafts can swap functions and still function properly.

How this mechanical torque converter can be used Motors must have higher speed r.p.m. than output speed r.p.m. to transmit torque, there for transmitions must be made with that torque generating factor taken into account.

Electrical motors may simply be attached to the input shaft 1. Many electrical motors generate low torque at low speeds, this torque converter will prevent them stalling at slow speeds. For electrical motors forwarding and reversing of them is no problem, the invention works in forward or reverse.

Internal combustion engines also generate low torque at low speeds. This torque converter will prevent them stalling at slow speeds. As internal combustion engines require flywheels to operate and this torque converter is a composite flywheel, attaching structure 2 to motor and shaft 1 to output may give this torque converter a double function and save weight. For forward and reverse a gearbox is required.

Bicycle Torque converter requires high "stiffness" torque converter because of the large wheels. That means a high gear ratio from shaft 1 to shafts 3.1/3.2 and large expanded fly wheels, for light weight high oscillation inertia. Also for choice three levels of "stiffness" can be created by retaining the front portion of derailleur gear and chain tensioner 9.

Propeller driven aeroplanes could use this torque converter as it is not affected by the direction of gravity.

Torque converter could be made any size for ships or small models.

Claims

Claims 1. A mechanical torque converter which transmits torque by the

inertia of oscillating flywheels along one principle axis using gear wheels to turn parallel equidistant symmetrical crankshafts whose cranks are also equal and rotationally symmetrically arranged and linked to said flywheels by eccentric pivots and a structure to hold it all together for a smooth continuous directional output.
2. A mechanical torque converter as claimed in claim 1 made with 4 flywheels and 2 crankshafts for balanced action.
3. A mechanical torque converter as claimed in claim 1 and claim 2 of these proportions; the size of crank radius being one unit, the radius of pivot on flywheel from principle axis being 42 units, the ring of mass of flywheels being approximately at a radius of 7 units from principle axis, links being approximately 4 units centre to centre, and the distance of crankshafts from principle axis being the same as the links approximately 4 units.
4. A mechanical torque converter as claimed in claim 1 claim 2 and claim 3 the flywheels being constructed in two parts; part one, a ring of material with mass and two tabs for fixing to spokes, part two, a hub with two spokes opposite each other with two pivots either side of hub and in line with spokes, and holes at ends to fix to tabs on ring.

A mechanical torque converter as claimed in claims 1 to 4 having eccentric bearings encompassing principle axis and hub of flywheel (instead of pivots) for greater strength of construction. The proportions of crank radius and pivot radius will be halved for this to fit in.

6 A mechanical torque converter as claimed in claims 1 to 5 having a gear train from input shaft to crankshafts for greater "stiffness" of torque converter.

7 A mechanical torque converter as claimed in claims 1 to 5 being encased in a container providing an oil bath and bearings to keep input shaft and output shaft in line.

8 A mechanical torque converter as claimed in claims 1 to 5 incorporated in the hub of a bicycle's rear wheel.

9 A mechanical torque converter as claimed in claims 1 to 5 and 8 a structure to hold spokes made from a ring with holes around circumference and a disk with holes around circumference held apart by two pillars cum guides for fitting and securing around invention for constructing wheel.

A mechanical torque converter as claimed in claims 1 to 5 and 8 to 9 having a tying axle through the centre of the main shafts with bearings to bear the main shaft and to fix to frame of bicycle.

11 A mechanical torque converter as claimed in claims 1 to 5 and 8 to 10 having extended flywheels for lighter weight for their function.

12 A mechanical torque converter as claimed in claims 1 to 5 and 8 to 11 having a chain cog wheel and one way clutch for usual behaviour of pedals.

13 A mechanical toque converter as claimed in claims 1 to 5 and 8 to 12 retaining front portion of derailleur gears and chain tensioning device for three levels of "stiffness" of torque converter for the benefit of the bicycle rider.

14 A mechanical torque converter as substantially described herein with reference to Figures 1 to 8 of accompanying drawings.