WO2017182848A1

WO2017182848A1 - Transmission

Info

Publication number: WO2017182848A1
Application number: PCT/IB2016/052297
Authority: WO
Inventors: Shukhrat MUKHAMEDJANOV
Original assignee: Mukhamedjanov Shukhrat
Priority date: 2016-04-22
Filing date: 2016-04-22
Publication date: 2017-10-26

Abstract

A transmission comprising: a central input shaft (14); a large input gear/wheel (12), mounted on said shaft (14); two or more pairs of shafts (14/16, 18/20, 22/24) wherein said pairs having input and output shafts; a frame/wall to mount bearings for said pairs of shafts (4/16, 18/20, 22/24); and spiral tooth/helix/screw (4, 6) on each said input and out shafts of each pair of shafts.

Description

The new method/type of transmission to gain multiple increases of speed/RPM without decreasing Torque/Mechanical advantage

The present invention relates to a new method of mechanical transmission of power where multiple increase of speed occurs without loss of Mechanical Advantage/torque. Contrary to the traditional method, the present invention uses different method allowing increase of speed/RPM and maintaining torque at the same time - the ratio of spiral tooth/screw/helix on multiple shafts perpendicular to a large input gear/wheel’s mechanical advantage. The distinguishing and peculiar feature of the present invention from traditional method is the method of increasing RPM through input shaft and not from the rim of a gear. In all of history of mechanics, speed/RPM has never been drawn from the shaft of input wheel/gear using angular ratio of spiral teeth/screw. So far speed has been drawn from the rim of a large gear with greater diameter and tooth number used as input gear that drives output gear with smaller diameter and fewer tooth number.

The conventional method uses gear ratio to define the mechanical advantage. A gear ratio can increase the output torque or output speed of a mechanism, but not both. The conventional principle of gear ratio is to transmit input force through the rim of gears or gear train and it is the basic method for transmission systems of most if not of all transportation vehicles and devices starting from bicycles and ending with helicopters and marine vessels.

For example, sprockets on a bicycle. One can use low gear that allows one to pedal easily uphill, but with a lower bicycle speed. Conversely, a high gear provides a higher bicycle speed, but more torque is required to turn the pedal. Similar process occurs in vehicle transmissions where gears are used. With the conventional method of gear ratio it is evident that one cannot gain both speed and torque at the same time. Due to the fact that in a conventional method speed is drawn from the rim of a large input gear with many teeth driving the output smaller gear with fewer teeth, a tradeoff between speed and torque occurs. A force applied at a right angle to a lever multiplied by its distance from the lever’s fulcrum is its torque. So by the conventional method the difference in diameter that defines moment arm and teeth number doesn’t allow increasing both speed and torque simultaneously and only overdriving or gear reduction occurs. Hence the conventional transmission systems trade off speed for torque or vice versa and consume more power or fuel to accelerate and losing torque or gain torque and lose speed. The tradeoff between speed and torque occurs not because of the law of conservation of energy, but because of gear ratio that doesn’t allow gaining speed and torque simultaneously as gear diameter changes accordingly, so the conventional system presupposes speed and torque to be inversely proportional. When the system allows maintaining or conserving/preserving greater moment arm or mechanical advantage and acts as a long lever, then the amplification of the potential force by the lever and nonconventional approach to gain multiple increases of RPM in the present invention can be used to avoid tradeoff.

Since the present invention doesn’t use gear ratio in order to gain speed and uses different approach, it solves the issue of trade off between speed and torque and helps to power devices, vehicles and crafts with less fuel or power, similar to the case when one uses moderate force to lift a car with mechanical screw jack thanks to greater mechanical advantage, and helps to achieve faster RPM at the same time thanks to helical/spiral teeth/screw of different spiral ratio on multiple shafts.

The present invention can be used in transmission systems of practically any device and transport vehicle. For instance, power stations of any type to achieve better efficiency in driving generators and producing electricity, in light and heavy transportation vehicles, trucks, marine and submarine boats, cruise liners, heavy cargo ships, trains, helicopters and aircrafts. It can also be used in any pedal powered devices to help boost speed and torque simultaneously so that person pedaling the device doesn’t exhaust his/her energy. For instance, with 3 (three) stage system of the present invention installed on a bicycle, the rear wheel of a bicycle will spin 27 times faster for 3 complete revolutions of pedals and with greater mechanical advantage provided that rear sprocket is three times bigger in diameter than the front pedal sprocket. In conventional bicycles the rear sprocket/s is smaller than the front sprocket. Hence with moderate force and slow rotation of the pedals, a person would travel greater distance and exert less power than on any conventional bicycle.

It should be noted that the present invention doesn’t create energy but amplifies the input force. The force of the present invention is amplified through Mechanical Advantage of the lever that is conserved/preserved and doesn’t change throughout the system unlike in a conventional method when overdrive or gear reduction is needed. A large input gear/wheel in the present invention acts as a lever as it is in the case of mechanical screw jack. A large wheel/gear in the present invention applies its mechanical advantage to all shafts in the system since all shafts are linked to a large input wheel/gear through small gears of the same size. According to the Law of the Lever, proven by Archimedes, if the distance from the central shaft to where the input force applied is greater than the distance from the central shaft to where the output force is applied, then the lever amplifies the input force, although no additional force is created. So the law of the lever is the basis for the present invention since the lever not only conserves/preserves the input force but even amplifies it thanks to greater mechanical advantage of a large input wheel.

Since spiral tooth/screw on multiple shafts is of smaller diameter than the input wheel/gear and transmit motion at 90 degrees/perpendicular to the rotational vector of a large input wheel, the mechanical advantage remains constant for all multiple shafts. It is the amplification of the input power by the lever or mechanical advantage of input wheel/gear that gives its potential force to counter rotate multiple shafts with tooth/screw of different spiral ratio. The high torque in the input shaft allows the input force to push tooth/screws of different spiral ratio on several pairs of shafts and do this in multiple stages so that they create faster RPM of the force coming from a large input wheel/gear giving greater lever/moment arm. Spiral tooth/screws give speed and constant greater lever of the input wheel/gear gives torque.

There are numerous gear train devices. For example, U.S. Pat. No. 2,783,657 to Kohlhagen Walter; U.S. Pat. No. 106,360 to B. Hamlin; U.S. Pat. No. 1,067,144 to Charles R. Schilling; U.S. Pat. No. 4,550,629 to Mutsumi Kawamoto; U.S. Pat. No. 2,513,217 to Thomas F.I. Tomlines; U.S. Pat. No. 3,812,739 to Yoichi Mori; U.S. Pat. No. 4,395,925 to Hermann Gaus.

Kohlhagen Walter (U.S. Pat. No. 2,783,657) discloses constant torque drive that is constant in magnitude despite intermittent power input in the drive.

Mutsumi Kawamoto (U.S. Pat. No. 4,550,629) discloses a continuously variable speed transmission for motor vehicles.

While conventional transmission systems and gear trains may be suitable for the particular purpose to which they address, they are not suitable to gain multiple increases of speed/RPM without decreasing Torque/Mechanical advantage.

None of the prior art discloses an invention which can provide multiple acceleration of rotational motion without decreasing Mechanical Advantage/torque.

The present invention preserves mechanical advantage and transmits it to the output shaft generating multiple acceleration of the output speed.

In these respects, the present invention departs from the conventional concepts and devices of prior art and in so doing, provide a device primarily developed for the purpose of multiple acceleration of rotational motion while preserving Mechanical Advantage.

The invention pertains to the new method/type of transmission to gain multiple increases of speed/RPM without decreasing Torque/Mechanical advantage and comprises a large input gear/wheel mounted on a central input shaft. The shaft has a spiral tooth/helix/screw thread stretching along the shaft making one full spiral circle along this shaft. The spiral tooth on the central input shaft runs over a spiral tooth on the second output shaft mounted close enough to the central shaft. The second output shaft has a spiral tooth that makes more spiral circles along its shaft, for instance, 3 full spiral circles. The direction of spiral teeth on input shaft and output shaft should be opposite. The exact same pair of input and output shafts is repeated in a circular manner around central input shaft, hence central input shaft being the center of the system and other pairs of input and output shafts are in the periphery. Enough spacing is left between each pair of shafts and only input and output shafts of each pair engage with each other. Each pair of input and output shafts is connected to each other through small gears of the same diameter and teeth number on one end of shafts.

To the accomplishment of the above details, this invention may be embodied in the form illustrated in the accompanying drawings, attention being called to the fact, however, that the drawings are illustrative only, and that changes may be made in the specific construction illustrated and described within the scope of the appended claims.

Fig.1

is a top plain view of the present invention.

Fig.2

is a linear view of the present invention

Fig.3

is a side view of the circular arrangement of pairs of input and output shafts.

Turning now descriptively to the drawings, in which similar reference characters denote similar elements throughout the several view, FIG.1 through 3 illustrate the new method/type of transmission to gain multiple increases of speed/RPM without decreasing Torque/Mechanical advantage which comprises a large input gear/wheel 12 mounted on a central input shaft 14, a spiral tooth 6 as shown in FIG.2 makes one full spiral circle at 360 degrees along its shaft 14. Each shaft of the present invention is mounted on bearings on both ends and sit on the walls of the frame.

To better understand the present invention, FIG.2 shows the arrangement of pairs of shafts in a linear way, although the original arrangement is in a circular way.

As shown in FIG.2, upon one full revolution of a large input gear/wheel 12, the spiral tooth 6 on the central input shaft 14 runs over the spiral tooth 4 on the output shaft 16 that is close enough to the central input shaft 14. The spiral tooth 4 on the output shaft 16 makes 3 full spiral circles along its shaft 16 but at the same length as the first spiral tooth 6 on its central input shaft 14. Hence, when rotational force is applied on a large input gear/wheel 12, the spiral tooth 6 on central input shaft 14 runs over the spiral tooth 4 on the output shaft 16 pushing and making the spiral tooth 4 on the output shaft 16 slip away and rotate the output shaft 16 three times faster than central input shaft 14. These two input 14 and output 16 shafts make up the first pair of shafts in the present invention. The output rotational motion from output shaft 16 is simultaneously transmitted through small gears 2 to the second pair of shafts that is identical to the first pair of shafts, except for the input shaft 18 is of the same length as output shaft 20.

The input shaft 18 of the second pair of shafts receives acceleration gained from the first pair of shafts through small gears and in its turn multiplies rotational motion by three. The output shaft 20 of the second pair of shafts now transmits rotational motion 9 (nine) times faster than the central input shaft 14 of the first pair of shafts.

As shown in FIG. 2, the input shaft 22 of the third pair of shafts now receives 9 (nine) times faster acceleration of rotational motion than central input shaft 14 of the first pair of shafts and multiplies this acceleration by three (9 x 3 = 27) thus generating rotational motion 27 times faster than input central shaft 14 of the first pair of shafts. The input shaft 26 of the fourth pair of shafts receives 27 times faster rotation from output shaft 24 of the third pair of shafts and can be the final shaft and have chain, belt or pulley attached to the desired output device.

If the same pair is repeated as the fourth pair of shafts further in the system, the acceleration would be equal to (27 x 3 = 81) 81 rotations.

Hence, upon one full rotation of a large input gear/wheel 12 that has greater mechanical advantage than all shafts throughout the system as shown in FIG. 1, the present invention having 3 stages ( 3 pairs of shafts) will generate 27 times faster output rotational motion with Mechanical advantage of a large input gear/wheel 12.

As shown in FIG.3 the original arrangement of pairs of shafts is in a circular way.

Claims

The new method/type of transmission to gain multiple increases of speed/RPM without decreasing Torque/Mechanical advantage:
a central input shaft;
a large input gear/wheel, mounted on said shaft;
2 or more pairs of shafts wherein said pairs having input and output shafts;
a frame/wall to mount bearings for said pairs of shafts;
spiral tooth/helix/screw on each said input and out shafts of each pair of shafts;
The device of claim 1, further comprising: said central input shaft and its said output shaft make up the first said pair of shafts or the first stage of the system and other pairs of shafts make up other stages correspondingly wherein all other pairs of shafts are arranged in a circular manner around said central input shaft.
The device of claim 1, further comprising: said spiral tooth on each said input shaft of each pair of shafts is of different ratio or of different pitch than that of the output shaft of each said pair of shafts wherein said spiral tooth on each said input shaft makes one full spiral circle whereas said spiral tooth on each said output shaft of each pair of shafts makes advantageously 3 full spiral circles along its shaft.
The device of claim 1, further comprising: said spiral tooth on each said input shaft of each pair of shafts runs over said spiral tooth on each said output shaft of each pair of shafts pushing and forcing said output shafts of each pair of shafts rotate three time faster than the previous pair of shafts.
The device of claim 1, further comprising: each said pair of shafts is connected to each other through small gears of the same size mounted on one end of said output shaft of each pair of shafts and said input shaft of the next pair of shafts.
The device of claim 1, further comprising: the new method to gain multiple increase of speed/RPM is achieved through said pairs of shafts mounted perpendicular to said input wheel/gear wherein said spiral tooth/screw of different angular ratio on each pair of shafts interact by pushing one another and generating such multiple increase of speed.