CA2504057C - Selective leverage technique and devices - Google Patents
Selective leverage technique and devices Download PDFInfo
- Publication number
- CA2504057C CA2504057C CA 2504057 CA2504057A CA2504057C CA 2504057 C CA2504057 C CA 2504057C CA 2504057 CA2504057 CA 2504057 CA 2504057 A CA2504057 A CA 2504057A CA 2504057 C CA2504057 C CA 2504057C
- Authority
- CA
- Canada
- Prior art keywords
- gear
- gears
- torque
- gear train
- slt
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H35/00—Gearings or mechanisms with other special functional features
- F16H35/02—Gearings or mechanisms with other special functional features for conveying rotary motion with cyclically varying velocity ratio
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H35/00—Gearings or mechanisms with other special functional features
- F16H2035/003—Gearings comprising pulleys or toothed members of non-circular shape, e.g. elliptical gears
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
Abstract
A non linear torque altering transmission is used in combination with an input or output device having a pulsating torque cycle characteristic. The transmission has a gear train of cooperating gears that during each cycle produce a varying leverage effect. This varying leverage effect is matched to the input/output device to improve the performance thereof. This combination is beneficial with many devices including a reciprocating piston engine, an AC compressor and wind driven turbines.
Description
TITLE: SELECTIVE LEVERAGE TECHNIOUE AND DEVICES
FIELD OF INVENTION
The present invention relates to improved performance of a device having a pulsing input or output such as combustion engines, AC generators, compressors and other cyclically varying devices.
BACKGROUND OF THE INVENTION
Structures to enhance the performance of internal combustion engines continued to be proposed including my own designs as set forth in Canadian Patent 2,077,275, Canadian application 2,450,542 and PCT application PCT/CA2004/001989.
These designs use a rotary design as opposed to a reciprocating piston engine, to alter the transfer of the combustion force of the engine to its output shaft. Rotary engines require significant changes to the accepted manufacturing process and have not been readily adopted.
The present invention provides an intermediate solution that provides some of the advantages of my earlier structures for conventional cyclically varying input or output devices. This intermediate solution includes a SLT
(Selective Leverage Technique) gear train that uses a well known leverage principle to improve the performance of engines, AC motors and generators, compressors etc.
SUMMARY OF THE INVENTION
According to the present invention a non linear torque altering gear train is used in combination with a device having a pulsating torque cycle characteristic. The gear train comprises a gear train having a cyclic torque variation selected to cooperate with the pulsating torque characteristic of the device to improve the performance thereof by non linearly modifying during each cycle the net torque of the combination.
According to an aspect of the invention the device is an input to the gear train.
In a different aspect of the invention the gear train is an output of a piston type four stroke motor and said gear train increases the net torque output during the power stroke and decreases the net torque required during the combustion stroke. The motor may be a single cylinder or a multi-cylinder engine.
In a preferred aspect of the invention the piston type engine is a two or four cylinder engine and preferably, the gear train is defined by 2 elliptical-like gears.
In yet a further aspect of the invention the gears cooperate to provide a maximum increase in peak torque of at least 2Ø
The device can also be a driven device and in this case the gear train modifies the input force to improve the output of the driven device. This has particular application with AC generators and piston type compressors.
A further embodiment of the invention includes steam and wind turbines providing the input force for the gear train and a connected AC generator. The gear train is a varying speed cyclic transmission and the AC generator is driven at increased torque during part of its cycle to increase the power output. The gear train preferably includes two elliptical-like gears.
In a further aspect of the invention the gear train is a varying speed cyclic transmission paired to cooperate with a cyclically varying torque requirement or torque output of the device.
FIELD OF INVENTION
The present invention relates to improved performance of a device having a pulsing input or output such as combustion engines, AC generators, compressors and other cyclically varying devices.
BACKGROUND OF THE INVENTION
Structures to enhance the performance of internal combustion engines continued to be proposed including my own designs as set forth in Canadian Patent 2,077,275, Canadian application 2,450,542 and PCT application PCT/CA2004/001989.
These designs use a rotary design as opposed to a reciprocating piston engine, to alter the transfer of the combustion force of the engine to its output shaft. Rotary engines require significant changes to the accepted manufacturing process and have not been readily adopted.
The present invention provides an intermediate solution that provides some of the advantages of my earlier structures for conventional cyclically varying input or output devices. This intermediate solution includes a SLT
(Selective Leverage Technique) gear train that uses a well known leverage principle to improve the performance of engines, AC motors and generators, compressors etc.
SUMMARY OF THE INVENTION
According to the present invention a non linear torque altering gear train is used in combination with a device having a pulsating torque cycle characteristic. The gear train comprises a gear train having a cyclic torque variation selected to cooperate with the pulsating torque characteristic of the device to improve the performance thereof by non linearly modifying during each cycle the net torque of the combination.
According to an aspect of the invention the device is an input to the gear train.
In a different aspect of the invention the gear train is an output of a piston type four stroke motor and said gear train increases the net torque output during the power stroke and decreases the net torque required during the combustion stroke. The motor may be a single cylinder or a multi-cylinder engine.
In a preferred aspect of the invention the piston type engine is a two or four cylinder engine and preferably, the gear train is defined by 2 elliptical-like gears.
In yet a further aspect of the invention the gears cooperate to provide a maximum increase in peak torque of at least 2Ø
The device can also be a driven device and in this case the gear train modifies the input force to improve the output of the driven device. This has particular application with AC generators and piston type compressors.
A further embodiment of the invention includes steam and wind turbines providing the input force for the gear train and a connected AC generator. The gear train is a varying speed cyclic transmission and the AC generator is driven at increased torque during part of its cycle to increase the power output. The gear train preferably includes two elliptical-like gears.
In a further aspect of the invention the gear train is a varying speed cyclic transmission paired to cooperate with a cyclically varying torque requirement or torque output of the device.
With the present invention, the gear train has a cyclically varying torque characteristic matched to a cyclically varying requirement or output of the device.
The present invention is also directed to using a SLT gear train to cyclically vary torque characteristics to match a cyclically varying requirement or output of a device.
BRIEF DESCRIPTION OF THE DRAWINGS
Preferred embodiments of the invention are shown in the drawings, wherein:
Figure 1 is a perspective view of the SLT gear train of two spur gears mounted with offset axis of rotation;
Figure 2 is a top view of the SLT gear train using two elliptical shape gears;
Figure 3 is a top view of the SLT gear train using two gears with three distinct gear segments;
Figure 4 is a top view of the SLT gear train using two gears having four distinct gear segments;
Figure 5 is a perspective view of the SLT gear train of Figure 1;
Figures 6, 7, 8 and 9 are schematics of the SLT
gear train used in combination with an output shaft of a piston type internal combustion engine;
Figure 10 shows the SLT gear train that includes additional gears to allow the same direction of rotation of the input shaft to the output shaft;
The present invention is also directed to using a SLT gear train to cyclically vary torque characteristics to match a cyclically varying requirement or output of a device.
BRIEF DESCRIPTION OF THE DRAWINGS
Preferred embodiments of the invention are shown in the drawings, wherein:
Figure 1 is a perspective view of the SLT gear train of two spur gears mounted with offset axis of rotation;
Figure 2 is a top view of the SLT gear train using two elliptical shape gears;
Figure 3 is a top view of the SLT gear train using two gears with three distinct gear segments;
Figure 4 is a top view of the SLT gear train using two gears having four distinct gear segments;
Figure 5 is a perspective view of the SLT gear train of Figure 1;
Figures 6, 7, 8 and 9 are schematics of the SLT
gear train used in combination with an output shaft of a piston type internal combustion engine;
Figure 10 shows the SLT gear train that includes additional gears to allow the same direction of rotation of the input shaft to the output shaft;
Figure 11 is a torque/ degree of rotation graph;
and Figure 12 is a schematic showing the use of the SLT
gear train attached to the output shaft of an AC motor.
Detailed Description of the Preferred Embodiment Figures 1 through 4 show different SLT gear train arrangements where rotation of one of the gears at a constant input/output speed produces a cyclically varying at a speed of the other gear and cyclically varying torque characteristics. These SLT gear trains have particular application with a powered device having a cyclically varying characteristic or pulsating characteristic or with a driven device having a pulsating characteristic.
The SLT gear train 10 of Figure 1 has two circular gears 11 and 12 secured with offset axis of rotations 13 and 14. These gears are simple to make and are preferred for many of the application of the SLT gear train with a pulsating device.
The SLT gear train 20 of Figure 2 has similar cyclically varying characteristics but uses elliptical-like gears 21 and 22 rotating about axes 23 and 24. This SLT
gear =train and the gears of Figure 1 can be used with single or double piston engines or compressors to improve the output as will be discussed with respect to the later Figures.
The SLT gear train 30 of Figure 3 has two gears 31 and 32 with each gear having three changing speed segments 33 located 120 degrees apart. This SLT gear train is useful with devices having a pulsing sequence every 120 degrees.
The SLT gear train 40 of Figure 4 includes gears 41 and 42 with each gear having four gear segments 43. This SLT gear train is useful with devices having a pulsing sequence every 90 degrees.
Each of the SLT gear trains of Figures 1 through 5 provides a changing mechanical advantage or "lever" during each cycle. This advantage is matched or paired with cyclically varying characteristics of a driven or a drive device.
Figure 5 is a sectional view of a SLT gear train 50 having gears 52 and 54. Gear 52 is rotated by drive shaft 51 such as an output shaft of an engine. Gear 54 is driven by gear 52 and rotates the new output shaft 53. The SLT
gear train of Figure 5 is advantageous with a two cylinder engine. The gears are elliptical-like, rotating around focal point with parameters: A = distance between centers, a = ellipse axis, c = ellipse focal distance.
Figures 6 to 9 show the SLT gear train 60 paired with a one cylinder assembly 61, crankshaft 62, primary gear 63, secondary gear 64 and output shaft 65. These figures will also be explained relative to the graph of Figure 11.
The cylinder assembly 61 of Figure 6 has the piston starting the combustion stroke after compression of working media. The force exerted on the piston is transmitted through the connecting rod and rotates the crankshaft 62.
During the next 180 degree shaft rotation, variable torque is produced as generally shown on Figure 11.
Curve 111 indicates maximum torque being produced at about 90 degree shaft rotation. From Figure 6 it can be understood that, if engine shaft 62 with gear 63 rotates clockwise, the torque at shaft 64 is increased due to the multiplying or leverage affect produced by the gears 63 and 64. The maximum leverage occurs at 90 degree engine shaft and gear 63 key position (assuming that ellipse bigger axis "a" Figure 5 is perpendicular to key axis) is vertical.
and Figure 12 is a schematic showing the use of the SLT
gear train attached to the output shaft of an AC motor.
Detailed Description of the Preferred Embodiment Figures 1 through 4 show different SLT gear train arrangements where rotation of one of the gears at a constant input/output speed produces a cyclically varying at a speed of the other gear and cyclically varying torque characteristics. These SLT gear trains have particular application with a powered device having a cyclically varying characteristic or pulsating characteristic or with a driven device having a pulsating characteristic.
The SLT gear train 10 of Figure 1 has two circular gears 11 and 12 secured with offset axis of rotations 13 and 14. These gears are simple to make and are preferred for many of the application of the SLT gear train with a pulsating device.
The SLT gear train 20 of Figure 2 has similar cyclically varying characteristics but uses elliptical-like gears 21 and 22 rotating about axes 23 and 24. This SLT
gear =train and the gears of Figure 1 can be used with single or double piston engines or compressors to improve the output as will be discussed with respect to the later Figures.
The SLT gear train 30 of Figure 3 has two gears 31 and 32 with each gear having three changing speed segments 33 located 120 degrees apart. This SLT gear train is useful with devices having a pulsing sequence every 120 degrees.
The SLT gear train 40 of Figure 4 includes gears 41 and 42 with each gear having four gear segments 43. This SLT gear train is useful with devices having a pulsing sequence every 90 degrees.
Each of the SLT gear trains of Figures 1 through 5 provides a changing mechanical advantage or "lever" during each cycle. This advantage is matched or paired with cyclically varying characteristics of a driven or a drive device.
Figure 5 is a sectional view of a SLT gear train 50 having gears 52 and 54. Gear 52 is rotated by drive shaft 51 such as an output shaft of an engine. Gear 54 is driven by gear 52 and rotates the new output shaft 53. The SLT
gear train of Figure 5 is advantageous with a two cylinder engine. The gears are elliptical-like, rotating around focal point with parameters: A = distance between centers, a = ellipse axis, c = ellipse focal distance.
Figures 6 to 9 show the SLT gear train 60 paired with a one cylinder assembly 61, crankshaft 62, primary gear 63, secondary gear 64 and output shaft 65. These figures will also be explained relative to the graph of Figure 11.
The cylinder assembly 61 of Figure 6 has the piston starting the combustion stroke after compression of working media. The force exerted on the piston is transmitted through the connecting rod and rotates the crankshaft 62.
During the next 180 degree shaft rotation, variable torque is produced as generally shown on Figure 11.
Curve 111 indicates maximum torque being produced at about 90 degree shaft rotation. From Figure 6 it can be understood that, if engine shaft 62 with gear 63 rotates clockwise, the torque at shaft 64 is increased due to the multiplying or leverage affect produced by the gears 63 and 64. The maximum leverage occurs at 90 degree engine shaft and gear 63 key position (assuming that ellipse bigger axis "a" Figure 5 is perpendicular to key axis) is vertical.
The cyclically varying gear multiplier or leverage is varied from 1.2 to 2 (90 degree) and then back to 1.2; but depending on ellipse parameters, these numbers could vary. With 180 degree rotation of engine shaft 62, secondary shaft 65 rotation is less than 180 degree, and for those particular parameters equal to 110 degrees. With analysis of curve 112 Figure 11 shows that maximum torque is produced during maximum gears leverage and in this particular case average torque magnification is approximately 60%.
Figure 7 shows gears position after combustion and before the exhaust stroke. During exhaust rotation (inertia) of secondary shaft 65 is pushing gases out of cylinder with higher speed and torque, because gear ratio allows to reduce energy required for exhaust.
Figure 8 shows gears position after exhaust before suction. During suction the suction stroke the gear ratio is working as a disadvantage and in this example requires 60% more energy for suction.
Figure 9 shows gears position after suction. During compression inertia of shaft 65 continues to provide the necessary force for compression. The gear ratio is now favorable and 60% less energy for compression is required.
Figures 6 to 9 provide an explanation with respect to a four stroke engine, however this advantage can also be used for two stroke engines.
For two cylinder four stroke engines with gears as described in Figures 1 and 5, the average leverage is between 50 and 75%.
It is important for efficiency of the present method to find point of engine maximum torque and key the leading gear of the SLT gear train to provide the cyclically varying mechanical advantage.
In some cases direction of rotation and alignment of the SLT gear train output shaft with the original engine output shaft may be necessary or desired. Figure 10 shows one for this purpose. In this case engine shaft 101 coupled with coupling 102 to external/internal primary shaft 103 having special gear 104 connected to satellite shaft 106 having special gear 105 and regular gear 107 transmitting rotation to regular gear 108 and shaft 109 which is aligned with original engine shaft/crankshaft. This arrangement could be incorporated into the engine, into a stationary housing or into a clutch.
In preliminary tests of a two cylinder engine using the present invention, the average torque increase is approximately 50% and with the same rpm (rotation per minute) allows 50% engine power increase. Similar or increased benefits may be realized for 4, 6 and 8 cylinder engines.
For increased understanding the following specific examples are provided. With a four cylinder engine, combustion is performed every 180 degree (four stroke) and the configuration of gears pitch line as shown in Figure 2 is advantageous. In this case leading special gear keyway alignment should be around 55 degrees clockwise or counterclockwise depending of direction of rotation (for maximum gear ratio 2) and not 90 degrees as on Figure 6.
In case of six cylinder engines, a special gear is shown on Figure 3, having three equal sections every 120 degrees.
Keyway angle deviation in this case is around 35 degrees.
In case of an eight cylinder engine special gear is shown on Figure 4, having four equal sections every 90 degrees, with keyway angle deviation in this case should be around 27 degrees.
Figure 7 shows gears position after combustion and before the exhaust stroke. During exhaust rotation (inertia) of secondary shaft 65 is pushing gases out of cylinder with higher speed and torque, because gear ratio allows to reduce energy required for exhaust.
Figure 8 shows gears position after exhaust before suction. During suction the suction stroke the gear ratio is working as a disadvantage and in this example requires 60% more energy for suction.
Figure 9 shows gears position after suction. During compression inertia of shaft 65 continues to provide the necessary force for compression. The gear ratio is now favorable and 60% less energy for compression is required.
Figures 6 to 9 provide an explanation with respect to a four stroke engine, however this advantage can also be used for two stroke engines.
For two cylinder four stroke engines with gears as described in Figures 1 and 5, the average leverage is between 50 and 75%.
It is important for efficiency of the present method to find point of engine maximum torque and key the leading gear of the SLT gear train to provide the cyclically varying mechanical advantage.
In some cases direction of rotation and alignment of the SLT gear train output shaft with the original engine output shaft may be necessary or desired. Figure 10 shows one for this purpose. In this case engine shaft 101 coupled with coupling 102 to external/internal primary shaft 103 having special gear 104 connected to satellite shaft 106 having special gear 105 and regular gear 107 transmitting rotation to regular gear 108 and shaft 109 which is aligned with original engine shaft/crankshaft. This arrangement could be incorporated into the engine, into a stationary housing or into a clutch.
In preliminary tests of a two cylinder engine using the present invention, the average torque increase is approximately 50% and with the same rpm (rotation per minute) allows 50% engine power increase. Similar or increased benefits may be realized for 4, 6 and 8 cylinder engines.
For increased understanding the following specific examples are provided. With a four cylinder engine, combustion is performed every 180 degree (four stroke) and the configuration of gears pitch line as shown in Figure 2 is advantageous. In this case leading special gear keyway alignment should be around 55 degrees clockwise or counterclockwise depending of direction of rotation (for maximum gear ratio 2) and not 90 degrees as on Figure 6.
In case of six cylinder engines, a special gear is shown on Figure 3, having three equal sections every 120 degrees.
Keyway angle deviation in this case is around 35 degrees.
In case of an eight cylinder engine special gear is shown on Figure 4, having four equal sections every 90 degrees, with keyway angle deviation in this case should be around 27 degrees.
In some conditions for six and eight cylinder engines it is more economical to have extra pair of regular gears placed before pair of special gears multiplying engine rotational speed (rpm) in such way that leading special gear Figure 2 makes 180 degree rotation for 120/90 degree of engine shaft rotation with regular gears ratio 1.5/2 accordingly. After special gears could be placed another pair of gears to reverse multiplication in case of requirement. For a single cylinder engine, the speed can be reduced by pair of regular gears with ratio 2, in combination with the SLT gear train of Figure 1.
Figure 12 illustrates the desired selective cyclical amplification of a force to improve the performance of an AC motor. An average AC motor force Fav is shown relative to the modified output force 1204. The output force created using the combination of the present invention is curve 1204 with average force (and corresponding torque) F*
for a driven by AC motor device.
Figure 12 shows example of SLT effect when adding device having two special gears connected to output shaft of single phase AC motor. Special gear 1201 is connected to AC
motor shaft in such way that it creates a maximum torque for driven device connected to special gear 1202 when it required. Figure 12 shows induction curve = and current curve I and force curve F as a result of a load to AC
motor. Without SLT device Figure 12 shows average motor force Fav and 1204 is actual force curve created by SLT
device with average force (and corresponding torque) F* for driven device. If driven device is pulsing energy device (for example piston compressor) positive effect will be even greater if this device is aligned properly.
Figure 12 illustrates the desired selective cyclical amplification of a force to improve the performance of an AC motor. An average AC motor force Fav is shown relative to the modified output force 1204. The output force created using the combination of the present invention is curve 1204 with average force (and corresponding torque) F*
for a driven by AC motor device.
Figure 12 shows example of SLT effect when adding device having two special gears connected to output shaft of single phase AC motor. Special gear 1201 is connected to AC
motor shaft in such way that it creates a maximum torque for driven device connected to special gear 1202 when it required. Figure 12 shows induction curve = and current curve I and force curve F as a result of a load to AC
motor. Without SLT device Figure 12 shows average motor force Fav and 1204 is actual force curve created by SLT
device with average force (and corresponding torque) F* for driven device. If driven device is pulsing energy device (for example piston compressor) positive effect will be even greater if this device is aligned properly.
In case of AC generator, using SLT device, connected to its shaft, and driven by turbine or other source (engine, wind turbine and etc.) it will supply, if properly aligned, higher torque to rotor when required by load. Without load rotor will have maximum speed variation and with load increase this variation becomes negligent. Special gears Figure 2 are recommended.
If the driven device is a pulsing driven device (for example a piston compressor) the positive effect will be even greater if this device is aligned properly. In case of an AC generator, using the SLT gear train connected to its shaft, and driven by turbine or other input source (engine, wind turbine and etc.) it will supply, if properly aligned, higher torque to the rotor when required by the load. Without load, the rotor will have maximum speed variation and with load the speed variation becomes negligent.
The timed mechanical advantage of the present system has been particularly described with respect to modifying the output of a pulsating drive device but it is also useful altering the input to a driven device such as a piston compressor, an AC generator or other pulsating devices having changing torque characteristics.
Although preferred embodiments of the invention have been described herein in detail it is understood that variations may be made thereto without departing from the spirit of the invention or the scope of the appended claims.
If the driven device is a pulsing driven device (for example a piston compressor) the positive effect will be even greater if this device is aligned properly. In case of an AC generator, using the SLT gear train connected to its shaft, and driven by turbine or other input source (engine, wind turbine and etc.) it will supply, if properly aligned, higher torque to the rotor when required by the load. Without load, the rotor will have maximum speed variation and with load the speed variation becomes negligent.
The timed mechanical advantage of the present system has been particularly described with respect to modifying the output of a pulsating drive device but it is also useful altering the input to a driven device such as a piston compressor, an AC generator or other pulsating devices having changing torque characteristics.
Although preferred embodiments of the invention have been described herein in detail it is understood that variations may be made thereto without departing from the spirit of the invention or the scope of the appended claims.
Claims (6)
1. A non-linear torque altering transmission arrangement in combination with a device having a cyclic pulsating torque characteristic; said transmission arrangement comprises a gear train having two intermeshed gears, with one gear having a concave section that comprises multiple teeth blended into a unified pitch line and the second gear having a corresponding convex section; said gears being oriented such that the concave section of the first gear meshes with the convex section of the second gear;
said a unified pitch line design for the gears is optimised for a device having a cyclic pulsating torque characteristic.
said a unified pitch line design for the gears is optimised for a device having a cyclic pulsating torque characteristic.
2. The non-linear torque altering transmission arrangement according to claim 1 wherein each of the gears has at least one concave portion and one convex portion in the unified pitch line and the concave and convex portions of the first gear mesh with the corresponding convex and concave portions of the second gear.
3. The non-linear torque altering transmission arrangement according to claim 1 wherein each of the gears has a plurality of convex and concave sections in the unified pitch line and second gear having the required number of convex and concave sections.
4. A device comprising a non-linear torque altering transmission according to claims 1-3.
5. A method of optimising the performance of a combination of two power devices by coupling them to the device according to claim 4, with at least one of the power devices having cyclic pulsating torque characteristic.
6. A method of optimising the performance of a power device having a cyclic pulsating torque characteristic;
wherein a component of said power device is coupled to one gear of non-linear transmission according to claims 1-3 and a second gear coupled to power device component shaft.
wherein a component of said power device is coupled to one gear of non-linear transmission according to claims 1-3 and a second gear coupled to power device component shaft.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2504057 CA2504057C (en) | 2005-04-14 | 2005-04-14 | Selective leverage technique and devices |
| US11/375,198 US20060225690A1 (en) | 2005-03-17 | 2006-03-15 | Selective leverage technique and devices |
| PCT/CA2006/000526 WO2006108271A1 (en) | 2005-04-14 | 2006-04-05 | Selective leverage technique and devices |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2504057 CA2504057C (en) | 2005-04-14 | 2005-04-14 | Selective leverage technique and devices |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2504057A1 CA2504057A1 (en) | 2006-10-14 |
| CA2504057C true CA2504057C (en) | 2008-12-30 |
Family
ID=37086562
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2504057 Expired - Fee Related CA2504057C (en) | 2005-03-17 | 2005-04-14 | Selective leverage technique and devices |
Country Status (2)
| Country | Link |
|---|---|
| CA (1) | CA2504057C (en) |
| WO (1) | WO2006108271A1 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP3168156B1 (en) * | 2015-11-16 | 2019-04-10 | BRP-Rotax GmbH & Co. KG | Aircraft propeller drive system |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6165306A (en) * | 1998-06-01 | 2000-12-26 | Kimberly-Clark Worldwide, Inc. | Process and apparatus for cutting of discrete components of a multi-component workpiece and depositing them with registration on a moving web of material |
| EP1445510B1 (en) * | 2003-02-05 | 2012-09-12 | Colar s.r.o. | Gears with variable ratio |
-
2005
- 2005-04-14 CA CA 2504057 patent/CA2504057C/en not_active Expired - Fee Related
-
2006
- 2006-04-05 WO PCT/CA2006/000526 patent/WO2006108271A1/en active Application Filing
Also Published As
| Publication number | Publication date |
|---|---|
| CA2504057A1 (en) | 2006-10-14 |
| WO2006108271A1 (en) | 2006-10-19 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US20060225690A1 (en) | Selective leverage technique and devices | |
| US5673665A (en) | Engine with rack gear-type piston rod | |
| JP2005330963A (en) | Cylinder type rotary power transmission device | |
| US9777624B2 (en) | Improved-efficiency rotary engine with moveable baffle | |
| JP2013527355A (en) | Rotating piston steam engine with balanced rotary variable intake cutoff valve and second expansion with no back pressure in the first expansion | |
| KR101018243B1 (en) | Kinetic energy generation device | |
| WO2006102314A2 (en) | Hypocycloid device | |
| US9528585B2 (en) | Piston engine | |
| CN110296197A (en) | Piston straight-shaft internal-combustion engine link mechanism | |
| CA2504057C (en) | Selective leverage technique and devices | |
| JP2013520612A (en) | Power transmission device with crank structure | |
| WO2011066326A2 (en) | Compact, high-efficiency integrated resonant power systems | |
| EP3486453B1 (en) | Internal combustion engine with infinitely variable compression ratio mechanism | |
| CN107304710A (en) | Reciprocating-piston rotary engine | |
| WO2005111464A1 (en) | Cylinder type rotary power transmission device | |
| WO2019052186A1 (en) | Directly-connected piston engine with no crankshaft | |
| RU93006289A (en) | ROTARY PISTON ENGINE FOR INTERNAL COMBUSTION | |
| CN109958533B (en) | Hydraulic engine | |
| WO2011081510A1 (en) | Selective leverage system | |
| CN2310861Y (en) | Spiral rotor engine | |
| US20020100452A1 (en) | Trochilic piston engine | |
| US20120160209A1 (en) | Turbine having cooperating and counter-rotating rotors in a same plane | |
| US10309301B2 (en) | Constant-volume combustion engine | |
| JP2016535197A (en) | Rotary piston engine with comet gear shaft | |
| WO2009143672A1 (en) | A multi-circulation driving system of a linear, reciprocating and four-stroke engine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| MKLA | Lapsed |
Effective date: 20160414 |