CA2545253A1 - God-wheel chain motor - Google Patents
God-wheel chain motor Download PDFInfo
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- CA2545253A1 CA2545253A1 CA 2545253 CA2545253A CA2545253A1 CA 2545253 A1 CA2545253 A1 CA 2545253A1 CA 2545253 CA2545253 CA 2545253 CA 2545253 A CA2545253 A CA 2545253A CA 2545253 A1 CA2545253 A1 CA 2545253A1
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- motor
- god
- shaft
- tug
- wheel
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
- F03G—SPRING, WEIGHT, INERTIA OR LIKE MOTORS; MECHANICAL-POWER PRODUCING DEVICES OR MECHANISMS, NOT OTHERWISE PROVIDED FOR OR USING ENERGY SOURCES NOT OTHERWISE PROVIDED FOR
- F03G7/00—Mechanical-power-producing mechanisms, not otherwise provided for or using energy sources not otherwise provided for
- F03G7/10—Alleged perpetua mobilia
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
Abstract
In previous attempts to construct a perpetual motion machine, each device has found its own equilibrium without producing the anticipated results. In this series of designs, a very large disc with internal gearing protruding from both sides of its rim (or a wheel/sprocket* which has similar elements) is engaged at diametrically opposite sides, and on both faces, by gears of sprockets-according to its design-which in turn have internal gears attached to them. The shafts of the engaging gears or sprockets are held to a constant distance from the central god shaft, and in balance, by teeter arms, which pivot about the god shaft. On each of these same shafts is also a (cupid) sprocket, which engages an inboard harness chain on its proximal** side, which cycles about large harness sprockets, which are situated 'above' and 'below' the plane of the teeter arms.
Separate sets of teeter arms reach beyond the sprocket shafts, to engage shafts, of which each carries one (tug) pressure pinion (or more). The pressure (tug) pinion engages the distal** rim of the small internal (forge) gear.
On the shafts of the upper and lower harness sprockets is(are) a (brave) sprocket which extends (bridle) chain back toward the god shaft. The chain connects to a reversing (bridle) sprocket on a (bridle) shaft which is nearer to the god shaft. On that bridle shaft also resides a bridle gear/pinion, which engages a small (crib) gear/pinion on the god shaft.
The (angel) gear/sprocket (which engages the god wheel) is forced to turn, owing to the pressure imposed upon its distal edge by the tug gear (transferred by the internal forge gear, and the bolster rim/plate*** which joins them). (And the god wheel must also turn.) However, the angel/s must remain in place-if the harness sprockets are polar, then the angel sprockets are equatorial-because of the feedback rendered by the inboard harness chain, which engages and turns the lesser sprockets synchronously.
Several principles help to bring this eventuality about: gravity cannot play a defeating role, as all the elements when at rest are in balance; it is easier to turn a shaft with the increased torque available at the rim of a wheel; the 'hourglass' configuration of the inboard chain also poses some resistance to the cupid sprocket's leaving its central stationing at the 'neck'; and in some variations, the force (tug) pinions engage each small internal (forge) gear at a point which is even beyond the diameter of the meshing point of the angel wheel, further improving the leverage value of the force. (A tug gear choice of smaller diameter also serves to improve the pressure leverage against the forge gear.) A functioning single sided motor (having angel wheels on only one side of the god shaft) may also be constructed. However it does not return the same 'payback': While at least 3/4 of the elements needed to construct a double sided motor are required, and virtually the same volume of space, only about half of the rotational return can be realized from it.
.cndot. It depends on whether the god wheel carries multi-strand roller chain as its transfer medium, or some other means of receiving rotational force from its impinging angel wheels.
** distal or proximal vis a vis the god shaft *** The forge wheel (internal gear) may be attached, via a bolster rim or plate, directly to the angel wheel, or to the hub face of the angel wheel and/or the cupid wheel.
Separate sets of teeter arms reach beyond the sprocket shafts, to engage shafts, of which each carries one (tug) pressure pinion (or more). The pressure (tug) pinion engages the distal** rim of the small internal (forge) gear.
On the shafts of the upper and lower harness sprockets is(are) a (brave) sprocket which extends (bridle) chain back toward the god shaft. The chain connects to a reversing (bridle) sprocket on a (bridle) shaft which is nearer to the god shaft. On that bridle shaft also resides a bridle gear/pinion, which engages a small (crib) gear/pinion on the god shaft.
The (angel) gear/sprocket (which engages the god wheel) is forced to turn, owing to the pressure imposed upon its distal edge by the tug gear (transferred by the internal forge gear, and the bolster rim/plate*** which joins them). (And the god wheel must also turn.) However, the angel/s must remain in place-if the harness sprockets are polar, then the angel sprockets are equatorial-because of the feedback rendered by the inboard harness chain, which engages and turns the lesser sprockets synchronously.
Several principles help to bring this eventuality about: gravity cannot play a defeating role, as all the elements when at rest are in balance; it is easier to turn a shaft with the increased torque available at the rim of a wheel; the 'hourglass' configuration of the inboard chain also poses some resistance to the cupid sprocket's leaving its central stationing at the 'neck'; and in some variations, the force (tug) pinions engage each small internal (forge) gear at a point which is even beyond the diameter of the meshing point of the angel wheel, further improving the leverage value of the force. (A tug gear choice of smaller diameter also serves to improve the pressure leverage against the forge gear.) A functioning single sided motor (having angel wheels on only one side of the god shaft) may also be constructed. However it does not return the same 'payback': While at least 3/4 of the elements needed to construct a double sided motor are required, and virtually the same volume of space, only about half of the rotational return can be realized from it.
.cndot. It depends on whether the god wheel carries multi-strand roller chain as its transfer medium, or some other means of receiving rotational force from its impinging angel wheels.
** distal or proximal vis a vis the god shaft *** The forge wheel (internal gear) may be attached, via a bolster rim or plate, directly to the angel wheel, or to the hub face of the angel wheel and/or the cupid wheel.
Description
SPEC.IFICAT7ON
This invention relates 1.o a perpetual motion n-iachille (' Weight Motor'). In previous attempts, weights, and gears and cogs, and various other pai-apherualia, have found a thousand ways to resist the desired effect. In this invention, the 'wheel within a wheel, within a wheel' approach is taken.
Note: When the size ratio of the cupicl sprocket to the harness sprocket is equal to the size ratio of the angel wheel to the god wheel, harness shafts spin at the sanie rate as the god shaft, and the size of the bridle gear may be the sanle as the crib oear (Thus, if the i-atio of the brave sprocket to the bridle sprocket is 1:1, then the ratio of the bridle gear to the crib gear may be l:l .). These size ratios need not be chosen for a functioning nlotor, but are merely a calculations convenience.
In drawings which illustrate embodiments of the invention. Figure 1 is an elevation 'in X-ray' of a two-sided," sin(le god-wheel motor, bare of teeter arnis, smaller internal gears, and pi-essure wheels; Figure 2 is this einboclinlent and elevation with the elelnents inentioned above in place; Figure 3 is a top view of this en7bodiment in the same scale, through an equatorial section; Figure 4 is an enlargement of Figure 3; Figtue 5 is a copy of Figure 4, showing with arrows, where space was underutilized between the small internal 'forge' gears and the god shaft (whence the internal gears inight have been larger), and shows too how a bolster plate 28 may be fixed to the hub of an angel sprocket, to which bolster plate is fixed the forge (internal) gear; Figure 6 is a top view of an equatorial section of an embodiment having two god wheels, outrigger arms at each end of the motor (no longer requiring the weakening freeway slots), teeter racks which attach to the outrigger arms, and pressure (tug) wheels which are installed and maintainedh-eplaced from the motor's sides. Slideway (34) is also indicated in this Figure. Figure 7 is an enlargement of one side of Figure 6, showing how the presstue (tug) wheels are installed froni the sides of the motor-as either the hub and wheel unit is slid up the shaft to butt against the stabilizing arm until the rack is attaclled to the teeter ai-ms, and then slid back along the shaft into place inside the internal gear;
or the retaining rinas/collars are loosened allowing the whole shaft to shift until the tug gear is at its correct distance, and the i-ack is fixed to the oLrtrigger arms, and then slid into place.
Figure 8 is an elevation schematic of a two-sided motor (sans harness elements, etc.) showing on the left side the position of a tug unit before it is slid into place such that the tuo wlleel is adjacent to the receiving forge wheel; while the right side indicates whel-e the tug unit is in place and fastened to the rack platfornl. Figure 9 is an elevation schematic of a tNvo-sided motor having only one bridle sllaft below the god shaft; Fi(Icu-e is a side view elevation of an enibodiinent having one crib and two bi-idle shafts (above and below); Figure 11 is a side view elevation of an embodiment having two cribs-one at each end of the motor-and two bridle shafts each; Figure 12 is a side view clevation of an enlbodiment having two cribs-one at each end of the motor-and two bridle shafts on one side, and only one on the other side. A sending wheel (either sprocl:et or gear) transfers power to an outside consuuner. Figure 13 is and end view of the embodiment shown in Figure 12, wllere a sprocket is sending power to an outside sprocket/wheel through chain or similar non-skid belting. Figure 14 is also an end view of the embodiment in Figure 12, where a gear is sending power to an outside pinion through direct contact. Figure 15 is an elevation of a one-sided embodiment (having only one pair of angel wheels engaging its god wheel) bare of short teeter arms, etc.); Figure 16 is the embodiment illustrated in Figure 15 which indicates a compensating weight, and a longer, leveraging arm; Figure 17 is a simplified elevation of an embodiment being moved by a lever; Figure 18 is a schematic of the rack arms of an embodiment being moved by means of a rope and pulley system; ; Figure 19 is a schematic of the rack arms of an embodiment being moved by means of a weight/mass being applied to one end of the rack; Figure 20 is a schematic of the rack arms of an embodiment being moved by means of either hydraulic, or pneumatic, jacks; Figure 21 is a schematic of the rack arms of an embodiment being moved by means of electro-magnets which are controlled through a switch box in the foreground (where the toggle switch is here found in the neutral position).
* The term, 'two-sided' in this context means: having angel and cupid wheels on opposite sides of the god shaft.
** Such an element may be a dynamo, impeller, propeller, gear box, etc.
The motor illustrated in Figures 1 to 5 includes a central god shaft 1, on which is fixed a very large (god) sprocket 3. The god sprocket engages the middle row of a triple-strand compliment of roller chain 11, such that there is only enough chain to perfectly encompass the sprocket, and such that an empty strand of chain protrudes over each side of the very large sprocket. Teeter arms 17, hang, and balance, from the god shaft 1, such that two arms (called angel arms 17) extend to both sides of the god shaft and reach to shafts 18, on each of which are fastened a large (angel) sprocket 9 on one end, and a smaller (cupid) sprocket 10 found between the teeter 'angel' arms. The large (angel) sprocket 9 engages on its distal side, a protruding strand of the god chain 11, and the smaller (cupid) sprocket 10 engages a (harness) chain 13 on the side proximal to the god shaft 1. The harness chain 13 travels to large harness sprockets 5 whose shafts 4 are fixed, one above and one below the compass of the god wheel, such that the cycle of the harness chain describes an 'hourglass' profile. [In this case, the size ratio of the angel sprockets to the god sprocket is the same as the ratio of the cupid sprocket to the harness sprockets.]
A bolster rim 23 is fixed to each angel sprocket 9 and extends beyond the diameter of the angel to attach to a (forge) internal gear 8, such that it does not interfere with the free engagement of the sprocket with the god chain 11. Other sets of teeter arms, called tug arms (or 'long arms') 20 (two on each side of the god wheel 3) pivot about the god shaft 1, and reach beyond the angel shafts 18, to carry the tug shafts 6. On each tug shafts 6 is a tug pinion 7 which engages the forge (internal) gear 8 at its particular site.
The tug arms 20 have a freeway slot 19 cut into them which allows them to move independently of the movement of the angel arms 17 and shafts 18. At the ends of the longer tug arms 20 are cross members 21 which cause all such tug arms to move up and down in concert.
The tug gear/pinion 7 engages the distal side of the forge (internal) gear.
Neither the angel shafts 4, nor the tug shafts 6 extend to any wall; but the god shaft 1 and the harness shafts 4 extend beyond an inner crib wall 25, and into/through the outer walls 26 at both ends of the motor, and rest in bearings/(journals) 2. (The inner wall 25 at one end and the outer wall at that same end, in conjunction with the side panel 27, form an inner (crib) chamber 24 where a feedback loop can be completed.) Another (bridle) shaft 28 is placed between the outer (end) wall 26 and the inner (crib) wall of the crib 24, and near the god shaft 1, such that a bridle gear/pinion 16 on the bridle shaft 36 engages a small crib gear/pinion 22 on the god shaft 1. A small (brave) sprocket 14 on one of the harness shafts 4 connects chain 12 to the bridle sprocket 15 on the bridle shaft 36. The bridle pinion 16 on the bridle shaft 36 turns with the crib pinion 22 on the god shaft 1.
When pressure is applied to either (or to both, in opposite directions) end/s of the long tug arms 20 one end rises slightly and the other falls slightly, and force is sent via the tug wheels 7 against the forge (internal gear) wheels 8, which is conveyed significantly to the distal sides of angel sprockets 9 and to the god wheel 3. The large god wheel, and small crib wheel (3 and 22) turn, forcing the bridle gear 16 on the bridle shaft 36 to turn, forcing the bridle sprocket 15 on the bridle shaft to turn, forcing the brave sprocket 14 to turn, forcing the harness sprockets 5 to turn, forcing the cupid wheels 10 to turn, forcing the angel sprockets 9 to turn, yet stay in place. And the cycle repeats until pressure is removed from the long (tug) arms 20.
In the embodiment shown in Figure 5 bolster plates 28, take the place of bolster rims 23, but serve the same purpose. Using the face of an angel sprocket hub 42 (of the angel sprocket 9, which is shown in this case, and/or the hub 42 of the cupid sprocket 10) in some configurations allows the installment of a forge wheel 8 which has a greater outer diameter, as it is able to bypass the hub 42 of the god wheel (and it is a slightly easier element to construct and install). However, unless the hub is particularly short, it does require slightly more room within the motor to accommodate the resulting expansion-being beyond the hub length before the bolster 28 and forge 8 elements exist, instead of being largely within the length of the hub 42.
In the embodiments shown in Figures 6, 7 and 8, the shafts 6 of the tug wheels 7 are entered into the motor through the side of it. This eliminates the need for internal tug arms 20 with arm weakening freeway slots 19 in them, and produces a cleaner design overall. It also affords a cantilever effect to the god shaft-thus requiring a shorter and less strong main shaft for equal results. The teeter rack 30 which holds reaching arms 33, tug shafts 33, and the tug wheels 7, are attached to outrigger arms 32 with fasteners 31, which arms hang on the god shaft 1 outside the end walls 26 of the motor.
Retaining rings/collars 35 hold the tug shaft 6 from shifting out of position when the tug wheels 7 are slid along them to engage with, or to disengage from, the forge (internal) wheel 8.
Also revealed in Figure 6 is the slideway gap 34 which allows the tug wheel 7 and its hub 42 to slide along the tug shaft 6 during a process of introducing the teeter rack unit 30, or removing it.
In the embodiment shown in Figure 7 the tug wheels 7 and their hubs 42 are butted against the reaching arms 33 of the teeter rack 30-either they are not yet slid into place, or they are being removed from engagement for replacement or servicing-when, upon full tug pinion 7 to forge wheel 8 engagement, only the hubs 42 grip the shaft 6.
In the embodiment shown in Figure 8 (harness, and related elements not shown) individual tug units 35-each carrying only one tug shaft 6 (unless it sites between two god wheels 3), and its tug wheel complement 7-can be installed, and de-installed, independently of the other units by sliding it along the slide platform 61 of the carriage rack 34. On the left side of Figure 8, we see a tug unit 35 which is not yet installed; while on the right side we see a tug unit 35 which is installed (deeper into the side of the motor) and fastened by fasteners 31 to the carriage rack 34.
In Figures 9 to 12, the central/internal elements-those elements existing between the crib walls-are not shown, for simplification.
In the embodiment shown in Figure 9, only one crib 24, and one bridle shaft 36 exist at one end of the motor.
In the embodiment shown in Figure 10, one crib 24, and two bridle shafts 36 exist: both shafts at the same end of the motor.
In the embodiment shown in Figure 11, two bridle shafts 36 exist at each of the two ends of the motor.
In the embodiment shown in Figure 12, two bridle shafts 36 exist at one end, but in the other crib space 24 is only one bridle shaft 36. From the other/opposite harness shaft 4 a wheel (sprocket 37, or gear 40) sends power out of the motor to an outside consumer.
In the embodiment shown in Figure 13, power is sent out via chain 38 to an outside consumer sprocket 42.
In the embodiment shown in Figure 14, power is sent out from a harness gear 40 through direct contact with an adjacent pinion 41.
The embodiments in Figures 15 and 16 are essentially the same, except that gravity is somewhat compensated for in Figure 16 and better leverage is achieved.
In the embodiment shown in Figure 15, only one set of angel shafts 18 exist:
both on the same side of the god shaft 1, and each on an opposite side of the god wheel 3.
It is a relatively inefficient way of generating power.
In the embodiment shown in Figure 16, the long teeter (tug) arm 20 is extended across the god shaft 1 to produce greater leverage-from a class three, to a class one lever-and a weight 45 is added to that arm via a line 44, to further overcome the influence of gravity.
The embodiment in Figure 17 can be either a two-sided, or a single sided motor. It is caused to rotate when a lever arm 47 is pressed upward or downward against the bearing handle 21 of the long teeter arm 20 of the motor. A travel/displacement slot accommodates the slight arcing travel of the tug arm 20 when force is applied to it. The lever 47 pivots over the fulcrum 49.
The embodiment in Figure 18 uses a line 44 and pulley 43 system by which to exert force on either of the long tug arms 20.
The embodiment in Figure 19 uses a line 44 and weight/mass 45 by which to exert force on either of the long (tug) teeter arms 20.
The embodiments featured in Figure 20 use either a hydraulic pump 51 to pump fluid to one of the jacks 50, and simultaneously away from its opposite jack, whose piston rods 60 move up or down respectively against the long teeter arms 20; or a pneumatic pump 53 to pump air via hose 54 to one of the jacks 52, and simultaneously away from its opposite jack, whose piston rods 60 move up or down respectively against the long teeter arms 20.
The embodiment in Figure 21 uses electro-magnets 55 to move the long teeter arms 20.
Fixed to the ends of the teeter arms 20 on both top and bottom sides [if we wish the motor to rotate in both directions] are placements of magnetically attractive material 56.
Either one set of opposite magnets (x) is electrified via wires 57, or the other set (y) is, or the toggle switch 58 is left in a neutral, non-charging position (in which it is here shown).
God-Wheel Chain Motor List of Parts I god shaft
This invention relates 1.o a perpetual motion n-iachille (' Weight Motor'). In previous attempts, weights, and gears and cogs, and various other pai-apherualia, have found a thousand ways to resist the desired effect. In this invention, the 'wheel within a wheel, within a wheel' approach is taken.
Note: When the size ratio of the cupicl sprocket to the harness sprocket is equal to the size ratio of the angel wheel to the god wheel, harness shafts spin at the sanie rate as the god shaft, and the size of the bridle gear may be the sanle as the crib oear (Thus, if the i-atio of the brave sprocket to the bridle sprocket is 1:1, then the ratio of the bridle gear to the crib gear may be l:l .). These size ratios need not be chosen for a functioning nlotor, but are merely a calculations convenience.
In drawings which illustrate embodiments of the invention. Figure 1 is an elevation 'in X-ray' of a two-sided," sin(le god-wheel motor, bare of teeter arnis, smaller internal gears, and pi-essure wheels; Figure 2 is this einboclinlent and elevation with the elelnents inentioned above in place; Figure 3 is a top view of this en7bodiment in the same scale, through an equatorial section; Figure 4 is an enlargement of Figure 3; Figtue 5 is a copy of Figure 4, showing with arrows, where space was underutilized between the small internal 'forge' gears and the god shaft (whence the internal gears inight have been larger), and shows too how a bolster plate 28 may be fixed to the hub of an angel sprocket, to which bolster plate is fixed the forge (internal) gear; Figure 6 is a top view of an equatorial section of an embodiment having two god wheels, outrigger arms at each end of the motor (no longer requiring the weakening freeway slots), teeter racks which attach to the outrigger arms, and pressure (tug) wheels which are installed and maintainedh-eplaced from the motor's sides. Slideway (34) is also indicated in this Figure. Figure 7 is an enlargement of one side of Figure 6, showing how the presstue (tug) wheels are installed froni the sides of the motor-as either the hub and wheel unit is slid up the shaft to butt against the stabilizing arm until the rack is attaclled to the teeter ai-ms, and then slid back along the shaft into place inside the internal gear;
or the retaining rinas/collars are loosened allowing the whole shaft to shift until the tug gear is at its correct distance, and the i-ack is fixed to the oLrtrigger arms, and then slid into place.
Figure 8 is an elevation schematic of a two-sided motor (sans harness elements, etc.) showing on the left side the position of a tug unit before it is slid into place such that the tuo wlleel is adjacent to the receiving forge wheel; while the right side indicates whel-e the tug unit is in place and fastened to the rack platfornl. Figure 9 is an elevation schematic of a tNvo-sided motor having only one bridle sllaft below the god shaft; Fi(Icu-e is a side view elevation of an enibodiinent having one crib and two bi-idle shafts (above and below); Figure 11 is a side view elevation of an embodiment having two cribs-one at each end of the motor-and two bridle shafts each; Figure 12 is a side view clevation of an enlbodiment having two cribs-one at each end of the motor-and two bridle shafts on one side, and only one on the other side. A sending wheel (either sprocl:et or gear) transfers power to an outside consuuner. Figure 13 is and end view of the embodiment shown in Figure 12, wllere a sprocket is sending power to an outside sprocket/wheel through chain or similar non-skid belting. Figure 14 is also an end view of the embodiment in Figure 12, where a gear is sending power to an outside pinion through direct contact. Figure 15 is an elevation of a one-sided embodiment (having only one pair of angel wheels engaging its god wheel) bare of short teeter arms, etc.); Figure 16 is the embodiment illustrated in Figure 15 which indicates a compensating weight, and a longer, leveraging arm; Figure 17 is a simplified elevation of an embodiment being moved by a lever; Figure 18 is a schematic of the rack arms of an embodiment being moved by means of a rope and pulley system; ; Figure 19 is a schematic of the rack arms of an embodiment being moved by means of a weight/mass being applied to one end of the rack; Figure 20 is a schematic of the rack arms of an embodiment being moved by means of either hydraulic, or pneumatic, jacks; Figure 21 is a schematic of the rack arms of an embodiment being moved by means of electro-magnets which are controlled through a switch box in the foreground (where the toggle switch is here found in the neutral position).
* The term, 'two-sided' in this context means: having angel and cupid wheels on opposite sides of the god shaft.
** Such an element may be a dynamo, impeller, propeller, gear box, etc.
The motor illustrated in Figures 1 to 5 includes a central god shaft 1, on which is fixed a very large (god) sprocket 3. The god sprocket engages the middle row of a triple-strand compliment of roller chain 11, such that there is only enough chain to perfectly encompass the sprocket, and such that an empty strand of chain protrudes over each side of the very large sprocket. Teeter arms 17, hang, and balance, from the god shaft 1, such that two arms (called angel arms 17) extend to both sides of the god shaft and reach to shafts 18, on each of which are fastened a large (angel) sprocket 9 on one end, and a smaller (cupid) sprocket 10 found between the teeter 'angel' arms. The large (angel) sprocket 9 engages on its distal side, a protruding strand of the god chain 11, and the smaller (cupid) sprocket 10 engages a (harness) chain 13 on the side proximal to the god shaft 1. The harness chain 13 travels to large harness sprockets 5 whose shafts 4 are fixed, one above and one below the compass of the god wheel, such that the cycle of the harness chain describes an 'hourglass' profile. [In this case, the size ratio of the angel sprockets to the god sprocket is the same as the ratio of the cupid sprocket to the harness sprockets.]
A bolster rim 23 is fixed to each angel sprocket 9 and extends beyond the diameter of the angel to attach to a (forge) internal gear 8, such that it does not interfere with the free engagement of the sprocket with the god chain 11. Other sets of teeter arms, called tug arms (or 'long arms') 20 (two on each side of the god wheel 3) pivot about the god shaft 1, and reach beyond the angel shafts 18, to carry the tug shafts 6. On each tug shafts 6 is a tug pinion 7 which engages the forge (internal) gear 8 at its particular site.
The tug arms 20 have a freeway slot 19 cut into them which allows them to move independently of the movement of the angel arms 17 and shafts 18. At the ends of the longer tug arms 20 are cross members 21 which cause all such tug arms to move up and down in concert.
The tug gear/pinion 7 engages the distal side of the forge (internal) gear.
Neither the angel shafts 4, nor the tug shafts 6 extend to any wall; but the god shaft 1 and the harness shafts 4 extend beyond an inner crib wall 25, and into/through the outer walls 26 at both ends of the motor, and rest in bearings/(journals) 2. (The inner wall 25 at one end and the outer wall at that same end, in conjunction with the side panel 27, form an inner (crib) chamber 24 where a feedback loop can be completed.) Another (bridle) shaft 28 is placed between the outer (end) wall 26 and the inner (crib) wall of the crib 24, and near the god shaft 1, such that a bridle gear/pinion 16 on the bridle shaft 36 engages a small crib gear/pinion 22 on the god shaft 1. A small (brave) sprocket 14 on one of the harness shafts 4 connects chain 12 to the bridle sprocket 15 on the bridle shaft 36. The bridle pinion 16 on the bridle shaft 36 turns with the crib pinion 22 on the god shaft 1.
When pressure is applied to either (or to both, in opposite directions) end/s of the long tug arms 20 one end rises slightly and the other falls slightly, and force is sent via the tug wheels 7 against the forge (internal gear) wheels 8, which is conveyed significantly to the distal sides of angel sprockets 9 and to the god wheel 3. The large god wheel, and small crib wheel (3 and 22) turn, forcing the bridle gear 16 on the bridle shaft 36 to turn, forcing the bridle sprocket 15 on the bridle shaft to turn, forcing the brave sprocket 14 to turn, forcing the harness sprockets 5 to turn, forcing the cupid wheels 10 to turn, forcing the angel sprockets 9 to turn, yet stay in place. And the cycle repeats until pressure is removed from the long (tug) arms 20.
In the embodiment shown in Figure 5 bolster plates 28, take the place of bolster rims 23, but serve the same purpose. Using the face of an angel sprocket hub 42 (of the angel sprocket 9, which is shown in this case, and/or the hub 42 of the cupid sprocket 10) in some configurations allows the installment of a forge wheel 8 which has a greater outer diameter, as it is able to bypass the hub 42 of the god wheel (and it is a slightly easier element to construct and install). However, unless the hub is particularly short, it does require slightly more room within the motor to accommodate the resulting expansion-being beyond the hub length before the bolster 28 and forge 8 elements exist, instead of being largely within the length of the hub 42.
In the embodiments shown in Figures 6, 7 and 8, the shafts 6 of the tug wheels 7 are entered into the motor through the side of it. This eliminates the need for internal tug arms 20 with arm weakening freeway slots 19 in them, and produces a cleaner design overall. It also affords a cantilever effect to the god shaft-thus requiring a shorter and less strong main shaft for equal results. The teeter rack 30 which holds reaching arms 33, tug shafts 33, and the tug wheels 7, are attached to outrigger arms 32 with fasteners 31, which arms hang on the god shaft 1 outside the end walls 26 of the motor.
Retaining rings/collars 35 hold the tug shaft 6 from shifting out of position when the tug wheels 7 are slid along them to engage with, or to disengage from, the forge (internal) wheel 8.
Also revealed in Figure 6 is the slideway gap 34 which allows the tug wheel 7 and its hub 42 to slide along the tug shaft 6 during a process of introducing the teeter rack unit 30, or removing it.
In the embodiment shown in Figure 7 the tug wheels 7 and their hubs 42 are butted against the reaching arms 33 of the teeter rack 30-either they are not yet slid into place, or they are being removed from engagement for replacement or servicing-when, upon full tug pinion 7 to forge wheel 8 engagement, only the hubs 42 grip the shaft 6.
In the embodiment shown in Figure 8 (harness, and related elements not shown) individual tug units 35-each carrying only one tug shaft 6 (unless it sites between two god wheels 3), and its tug wheel complement 7-can be installed, and de-installed, independently of the other units by sliding it along the slide platform 61 of the carriage rack 34. On the left side of Figure 8, we see a tug unit 35 which is not yet installed; while on the right side we see a tug unit 35 which is installed (deeper into the side of the motor) and fastened by fasteners 31 to the carriage rack 34.
In Figures 9 to 12, the central/internal elements-those elements existing between the crib walls-are not shown, for simplification.
In the embodiment shown in Figure 9, only one crib 24, and one bridle shaft 36 exist at one end of the motor.
In the embodiment shown in Figure 10, one crib 24, and two bridle shafts 36 exist: both shafts at the same end of the motor.
In the embodiment shown in Figure 11, two bridle shafts 36 exist at each of the two ends of the motor.
In the embodiment shown in Figure 12, two bridle shafts 36 exist at one end, but in the other crib space 24 is only one bridle shaft 36. From the other/opposite harness shaft 4 a wheel (sprocket 37, or gear 40) sends power out of the motor to an outside consumer.
In the embodiment shown in Figure 13, power is sent out via chain 38 to an outside consumer sprocket 42.
In the embodiment shown in Figure 14, power is sent out from a harness gear 40 through direct contact with an adjacent pinion 41.
The embodiments in Figures 15 and 16 are essentially the same, except that gravity is somewhat compensated for in Figure 16 and better leverage is achieved.
In the embodiment shown in Figure 15, only one set of angel shafts 18 exist:
both on the same side of the god shaft 1, and each on an opposite side of the god wheel 3.
It is a relatively inefficient way of generating power.
In the embodiment shown in Figure 16, the long teeter (tug) arm 20 is extended across the god shaft 1 to produce greater leverage-from a class three, to a class one lever-and a weight 45 is added to that arm via a line 44, to further overcome the influence of gravity.
The embodiment in Figure 17 can be either a two-sided, or a single sided motor. It is caused to rotate when a lever arm 47 is pressed upward or downward against the bearing handle 21 of the long teeter arm 20 of the motor. A travel/displacement slot accommodates the slight arcing travel of the tug arm 20 when force is applied to it. The lever 47 pivots over the fulcrum 49.
The embodiment in Figure 18 uses a line 44 and pulley 43 system by which to exert force on either of the long tug arms 20.
The embodiment in Figure 19 uses a line 44 and weight/mass 45 by which to exert force on either of the long (tug) teeter arms 20.
The embodiments featured in Figure 20 use either a hydraulic pump 51 to pump fluid to one of the jacks 50, and simultaneously away from its opposite jack, whose piston rods 60 move up or down respectively against the long teeter arms 20; or a pneumatic pump 53 to pump air via hose 54 to one of the jacks 52, and simultaneously away from its opposite jack, whose piston rods 60 move up or down respectively against the long teeter arms 20.
The embodiment in Figure 21 uses electro-magnets 55 to move the long teeter arms 20.
Fixed to the ends of the teeter arms 20 on both top and bottom sides [if we wish the motor to rotate in both directions] are placements of magnetically attractive material 56.
Either one set of opposite magnets (x) is electrified via wires 57, or the other set (y) is, or the toggle switch 58 is left in a neutral, non-charging position (in which it is here shown).
God-Wheel Chain Motor List of Parts I god shaft
2 bearing
3 god wheel (This may be a disc to which internal gears are affixed; or a large sprocket to which multiple-strand roller chain is applied; or some other large wheel which can support an overlapping rim strip to which some other sort of non-skid wheel may roll.)
4 harness shaft harness sprocket wheel 6 tug shaft 7 tug pinion gear 8 forge wheel internal gear 9 angel wheel (gear or sprocket) cupid wheel (sprocket) 11 multi-strand roller chain (In this case it is triple strand, but other multiples may be used, so long as the god sprocket teeth engage it at, or near, the middle of it.) 12 bridle chain (traveling between the bridle sprocket, and the brave sprocket on the harness shaft) 13 harness chain 14 brave sprocket bridle sprocket 16 bridle pinion 17 teeter 'angel' arm from god shaft to angel shaft/s 18 angel shaft 19 freeway slot (in tug teeter arms, allowing it/them to arc up or down independently of the travel of the angel arms. The size has been exaggerated for illustrative purposes.) tug teeter arms 21 cross member (connecting the force arms so that they move in concert) 22 crib gear (on the god shaft within the crib walls) 23 rim bolster (from near the rim of each greater angel to a face of the forge wheel) 24 crib space (formed by inner and outer end walls of the motor, across which walls one or more ante shaft/s extend/s, and support/s one or more crib sprocket and gear set/s.
crib wall 26 end wall 27 side paneling 28 bolster plate (fixed to an angel hub, (and/or a cupid hub,) instead of using a rim bolster. This option obviates the need to take the god wheel hub diameter into account, so that the outer diameter of the forge wheel may be greater.) 29 access window in side/s of motor, for installation and maintenance purposes 30 teeter rack 31 fastening bolts 32 outrigger arms (outside the end walls) 33 reaching arms (reaching in from the teeter rack) 34 carriage rack 35 tug unit 36 bridle shaft 37 sending sprocket (to an outside consumer) 38 sending chain (or other belting) 39 internal gear/s (attached to god disc) 40 sending gear (to an outside receiving pinion-belonging to a gear box, dynamo, etc.) 41 counter weight (used to offset gravity when a single sided chain motor is employed) 42 wheel hub (whether sprocket or gear) 43 pulley 44 (pulley) line/cable 45 weight/mass source 46 spring 47 lever arm 48 travel slot in lever arm (which engages 'handle' of teeter carriage/rack) 49 fulcrum 50 hydraulic jack 51 hydraulic pump 52 pneumatic jack 53 pneumatic pump 54 feeder tubing/hose (to or from jack) 55 magnet 56 magnetically attractive material 57 electrical wire/cable 58 toggle switch (shown in neutral position) 59 electrical switch box (shown in foreground/background format) 60 jack piston rod 61 slide platform (connected to outrigger arms)
crib wall 26 end wall 27 side paneling 28 bolster plate (fixed to an angel hub, (and/or a cupid hub,) instead of using a rim bolster. This option obviates the need to take the god wheel hub diameter into account, so that the outer diameter of the forge wheel may be greater.) 29 access window in side/s of motor, for installation and maintenance purposes 30 teeter rack 31 fastening bolts 32 outrigger arms (outside the end walls) 33 reaching arms (reaching in from the teeter rack) 34 carriage rack 35 tug unit 36 bridle shaft 37 sending sprocket (to an outside consumer) 38 sending chain (or other belting) 39 internal gear/s (attached to god disc) 40 sending gear (to an outside receiving pinion-belonging to a gear box, dynamo, etc.) 41 counter weight (used to offset gravity when a single sided chain motor is employed) 42 wheel hub (whether sprocket or gear) 43 pulley 44 (pulley) line/cable 45 weight/mass source 46 spring 47 lever arm 48 travel slot in lever arm (which engages 'handle' of teeter carriage/rack) 49 fulcrum 50 hydraulic jack 51 hydraulic pump 52 pneumatic jack 53 pneumatic pump 54 feeder tubing/hose (to or from jack) 55 magnet 56 magnetically attractive material 57 electrical wire/cable 58 toggle switch (shown in neutral position) 59 electrical switch box (shown in foreground/background format) 60 jack piston rod 61 slide platform (connected to outrigger arms)
Claims (47)
The embodiments of the invention for which an exclusive property or privilege is claimed are defined as follows.
1 A chain motor (weight motor) which has multi-strand roller chain installed around the circumference of a single very large sprocket such that the middle strand of the triple strand set in engaged by the largest (god) sprocket, and a strand of chain protrudes over each side of that sprocket. The chain is also engaged by angel sprockets which exist on both sides of the god shaft, and on both sides of the god sprocket such that there are four angels engaging these protruding strands. The angel sprockets are fixed to an angel shaft on which is also fixed a cupid sprocket. Each angel shaft (one for each cupid sprocket) is held to a constant distance from the god shaft by balanced angel arms which may pivot about the god shaft. On the outer side of each of the angel sprockets is a rim bolster, which attaches to an internal gear. A tug pinion engages each internal (forge) gear at the edge distal from the god shaft. The tug shaft is held to a constant distance by teeter (tug) arms which extend beyond the reach of the angel arms, yet allow free movement of both types of arms owing to freeway slots (one in each of the tug arms). The cupid sprocket engages on its proximal side, chain which extends 'up' and 'down' to harness sprockets which have their shafts placed just outside the perimeter of the god wheel.
Also resident on one of the harness shafts is a smaller, (brave) sprocket.
The containment of the motor is such that a separate room exists in it, defined by an outer wall and an inner crib wall. The crib wall allows a shaft to be installed closer to the god shaft, and within the circumference of the god wheel. This bridle shaft holds both a bridle sprocket and a bridle pinion. A
chain connects the brave sprocket on the harness shaft to the bridle sprocket on the bridle shaft. The bridle pinion engages the crib pinion on the god shaft.
All shafts are installed with bearings necessary to allow them ease of spinning; and all wheels are installed with hubs (or other means) necessary to prevent disengagement from their respective shafts.
Cross-member 'handles' extend and connect across the ends of all the tug arms, which allow them to arc up or down in unison. When up or down pressure is applied to either of the cross-members, the wheels begin to spin.
Note that 'up' and 'down' are relative terms-owing to the fact that the motor may work at virtually any attitude, and in virtually any medium-and might at times be more appropriately called 'left' and 'right' (fore and aft, port and starboard) according to the particular attitude of the motor (and the vehicle in which it lies) vis a vis the viewer.
Also resident on one of the harness shafts is a smaller, (brave) sprocket.
The containment of the motor is such that a separate room exists in it, defined by an outer wall and an inner crib wall. The crib wall allows a shaft to be installed closer to the god shaft, and within the circumference of the god wheel. This bridle shaft holds both a bridle sprocket and a bridle pinion. A
chain connects the brave sprocket on the harness shaft to the bridle sprocket on the bridle shaft. The bridle pinion engages the crib pinion on the god shaft.
All shafts are installed with bearings necessary to allow them ease of spinning; and all wheels are installed with hubs (or other means) necessary to prevent disengagement from their respective shafts.
Cross-member 'handles' extend and connect across the ends of all the tug arms, which allow them to arc up or down in unison. When up or down pressure is applied to either of the cross-members, the wheels begin to spin.
Note that 'up' and 'down' are relative terms-owing to the fact that the motor may work at virtually any attitude, and in virtually any medium-and might at times be more appropriately called 'left' and 'right' (fore and aft, port and starboard) according to the particular attitude of the motor (and the vehicle in which it lies) vis a vis the viewer.
2 A motor as defined in claim 1, in which the tug wheels are mounted to the forge wheels from the side of the motor, instead of directly from the god shaft.
This is achieved by fixing a teeter rack between each end of the outrigger arms, which hang through bearings from the god shaft outside the end walls of the motor. The teeter rack carries the full complement of tug shafts, and their tug wheels via reaching arms, which are all parts of each single teeter rack amalgam. Thus unnecessary traffic in the center of the motor is rerouted, and the tug arms no longer require a weakening slot in them. Further, the reaching arms of the rack are designed to allow the tug wheels to slide back against them when they are entered into the motor, or are retracted from it, thereby ensuring that no damage to the wheels is caused in the process.
This is achieved by fixing a teeter rack between each end of the outrigger arms, which hang through bearings from the god shaft outside the end walls of the motor. The teeter rack carries the full complement of tug shafts, and their tug wheels via reaching arms, which are all parts of each single teeter rack amalgam. Thus unnecessary traffic in the center of the motor is rerouted, and the tug arms no longer require a weakening slot in them. Further, the reaching arms of the rack are designed to allow the tug wheels to slide back against them when they are entered into the motor, or are retracted from it, thereby ensuring that no damage to the wheels is caused in the process.
3 A motor as defined in claim 2, in which the teeter rack has instead become a carriage rack capable of allowing individual tug units (comprised of two reaching arms, bearings in the arms, a tug shaft, and a tug wheel/pinion and hub) to enter, or to leave, the motor independently of other units. *An additional tug pinion resides on any tug shaft which exists between god wheels.
4 A motor as defined in any of claims 1, 2, or 3, in which there are two god-wheels, and a full compliment of angel sprockets (eight) which engage them, of cupid sprockets (six), and of tug and forge wheels (eight). [Note that the middle tug shafts hold two angel sprockets each, if fully complemented.]
A motor as defined in claim 1, or 2, or 3, in which only one side of the god shaft has angel wheels by which to engage the god wheel. Further, cupid wheels and the other side-specific elements exist only on that single side as well. The harness shafts may be slightly out of plumb with the god shaft also, in order to provide good contact between the harness chain and the cupid wheels. [This is not a recommended configuration, except in very unusual circumstances.]
6 A motor as defined in claim 5, in which the long teeter arms do extend significantly across the motor, from where the angel, cupid, forge and tug elements exist, to the relatively empty side, such that the teeter arm may then serve as a first class lever (instead of a third class lever); and weight/mass (or other forcing influence/s) may be added to its far lever end to help to compensate for gravitational influences, and to further motivate the motor.
7 A motor as defined in any of claims 1 to 6, in which a very large internal gear is applied to both sides of a god-disc, such that, instead of the god multi-strand sprocket, the god gears are engaged by gear toothed angel wheels.
8 A motor as defined in claims 1 to 7, in which some other non-slip band (such as very wide, ribbed timing belt) is applied to the rim of the god disc, which can reliably be engaged by the angel wheels.
9 A motor as defined in any of claims 1 to 8, in which some other form of chain or belting (such as gear belt) is used as the harness element which travels among the harness wheels and the cupid wheels.
A motor as defined in any of claims 1 to 9, in which some other form of non-slip chain or belting is used between the 'brave' (sprocket) wheel and the bridle (sprocket) wheel.
11 A motor as defined in any of the above claims, in which a bolster plate is applied to the hub face of the angel wheel, instead of having a rim bolster fixed to the angel wheel itself.
12 A motor as defined in any of the above claims, in which a bolster plate is applied to the hub face of the cupid wheel instead of to the wheel or hub of the angel element.
13 A motor as defined in any of the above claims, in which bolsters are applied to both angel hubs and cupid hubs, and the additional forge wheels also have additional tug pinions rolling against them.
14 A motor as defined in any of the above claims, in which only one crib space exists in the motor, and only one bridle shaft (and its necessary wheels) is built into it. This allows only one harness shaft to be directly influenced by the crib wheel, at only one end of the motor.
A motor as defined in any of claims 1 to 14, in which one crib space exists and has two bridle shafts built into it. Thus allowing both harness shafts (and their necessary wheels) to be directly influenced by the god shaft at one end of the motor.
16 A motor as defined in any of claims 1 to 13, in which a crib space is built at both ends of the motor, and one crib has two bridle shafts (and their necessary wheels), while the other has one bridle shaft.
17 A motor as defined in claim 16, in which bridle shafts are built into both cribs both over and under the god shaft, for a total of four bridle shafts, and their necessary wheels.
18 A motor as defined in any of the above claims, in which some rotational force is sent out of the motor, from a wheel on a harness shaft, to a consumer wheel outside of the motor, via a sprocket chain, or through some other similar belting means.
19 A motor as defined in claim 18, in which rotational force is sent out of the motor via a large gear residing on a harness shaft, directly to a gear belonging to an outside device (gear box, dynamo, pump, etc.)
A motor as defined in claim 18, or 19, in which the rotational force is conveyed from a wheel residing somewhere else within the motor. [Although a harness shaft wheel is the usual preferred choice, as it tends to have the least of interfering traffic/elements about it.]
21 A motor as defined in any of the above claims, in which the force necessary to motivate the motor is provided manually, through a push, or a pull, directly to one, and/or the other side handle.
22 A motor as defined in any of claims 1 to 20, in which the force necessary to motivate the motor is provided using a pulley whose line/cable is attached to one, or to both, side handles.
23 A motor as defined in any of claims 1 to 20, in which the force necessary to motivate the motor is provided using a pulley whose line/cable is attached to one, or to both, side handles.
24 A motor as defined in any of claims 1 to 20, in which the force necessary to motivate the motor is provided using a block and tackle whose line/cable is attached to one, or to both, side handles.
25 A motor as defined in any of claims 1 to 20, in which the force necessary to motivate the motor is provided by a first class lever, which rests on a fulcrum near one of the side handles, and whose arm bears on the handle which is fixed through a travel/displacement loop in the lever, which thus can accommodate the slight change in distance as the teeter arm arcs up or down.
26 A motor as defined in any of claims 1 to 20, in which the force necessary to motivate the motor is provided by a (coil, or other type of) spring which exerts virtually a constant force against one, or both, of the side handles.
27 A motor as defined in any of claims 1 to 20, in which the force necessary to motivate the motor is provided by a weight which (in a gravitational condition) exerts force upon one of the handles.
28 A motor as defined in any of claims 1 to 20, in which the force necessary to motivate the motor is provided by an electro-magnet which can exert a variable force (depending on the strength of the charge) against one, or both, of the side handles.
29 A motor as defined in any of claims 1 to 20, in which the force necessary to motivate the motor is provided by a hydraulic jack which exerts force against one, or both, of the side handles.
30 A motor as defined in any of claims 1 to 20, in which the force necessary to motivate the motor is provided by a pneumatic jack which exerts force against one, or both, of the side handles.
31 A motor as defined in claim 25, where force is exerted on its far end through magnetic attraction to that end of the lever.
32 A motor as defined in claim 25, where force is exerted on its far end through line and pulley to that end of the lever.
33 A motor as defined in claim 25, where force is exerted on its far end through block and tackle to that end of the lever.
34 A motor as defined in claim 25, where force is exerted on its far end through manual push or pull to that end of the lever.
35 A motor as defined in claim 25, where force is exerted on its far end through weight/mass being applied to that end of the lever.
36 A motor as defined in claim 25, where force is exerted on its far end through hydraulic jack being applied to, or away from, that end of the lever.
37 A motor as defined in claim 25, where force is exerted on its far end through pneumatic jack being applied to, or away from, that end of the lever.
38 A motor as defined in any of the above claims, in which more or fewer god wheels are employed.
39 A motor as defined in any of the above claims, in which more or fewer angel wheels are employed.
40 A motor as defined in any of the above claims, in which more or fewer cupid wheels are employed.
41 A motor as defined in any of the above claims, in which more or fewer harness wheels are employed.
42 A motor as defined in any of the above claims, in which more or fewer brave sprocket wheels are employed.
43 A motor as defined in any of the above claims, in which more or fewer bridle sprockets are employed.
44 A motor as defined in any of the above claims, in which more or fewer bridle gears are employed.
45 A motor as defined in any of the above claims, in which more or fewer crib gears are employed.
46 A motor as defined in any of the above claims, in which more or fewer sending wheels are employed.
47 A motor as defined in claim 45 in which the sending wheel/s do/es not (all) reside in a crib, but can be found elsewhere in the motor.
Note: Internally found 'long arms' 20 are tug arms, while externally found 'long arms' are outrigger arms 32.
The cross member 'handles' 21 attached to tug arms, are 'handle' element parts of the teeter rack 30, when the outrigger format is used.
Note: Internally found 'long arms' 20 are tug arms, while externally found 'long arms' are outrigger arms 32.
The cross member 'handles' 21 attached to tug arms, are 'handle' element parts of the teeter rack 30, when the outrigger format is used.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2545253 CA2545253A1 (en) | 2006-03-20 | 2006-03-20 | God-wheel chain motor |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2545253 CA2545253A1 (en) | 2006-03-20 | 2006-03-20 | God-wheel chain motor |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2545253A1 true CA2545253A1 (en) | 2007-09-20 |
Family
ID=38520927
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2545253 Abandoned CA2545253A1 (en) | 2006-03-20 | 2006-03-20 | God-wheel chain motor |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2545253A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2014005205A1 (en) * | 2012-07-04 | 2014-01-09 | Rocha Carvalho Daniel | Self-powered electricity-generating gravitational circumscribed electromechanical circuit |
-
2006
- 2006-03-20 CA CA 2545253 patent/CA2545253A1/en not_active Abandoned
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2014005205A1 (en) * | 2012-07-04 | 2014-01-09 | Rocha Carvalho Daniel | Self-powered electricity-generating gravitational circumscribed electromechanical circuit |
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