WO2019093974A1

WO2019093974A1 - The wheel or the rotational corporeal body with the correction of precession effects in means of transport, work machinery or any other technical devices.

Info

Publication number: WO2019093974A1
Application number: PCT/SK2018/000007
Authority: WO
Inventors: Pavol Figura
Original assignee: Pavol Figura
Priority date: 2017-11-08
Filing date: 2018-10-25
Publication date: 2019-05-16
Also published as: EP3735371A1

Abstract

The wheel or the rotational corporeal body with the correction of precession effects in means of transport, work machinery or any other technical devices deal with the correction of adverse force effects on wheels (2) or on rotational bodies (2) with the aid of the corrective mechanism (1) of precession influence forces. The corrective mechanism (1) of precession influence forces includes the corrective wheel (12) or the corrective rotational bodies (12), which have in relation with the wheel (2) or the rotational body (2) contrarily oriented revolutions. The corrective wheel (12) or the corrective rotational body (12) is connected via their shafts with the rotor of the electric motor (13). The stator (14) of the electric motor (13) is mounted rotatably to the shaft (4).

Description

The wheel or the rotational corporeal body with the correction of precession effects in means of transport, work machinery or any other technical devices.

Field of invention

The invention is relevant for means of transport, work machinery and other technical equipment that include at least one wheel and/or at least one rotational, corporeal body. These may be different gyroscopes, electric motors, hydromechanical transformers, clutch mechanisms, corporeal shafts as well as propellers, turbines, disks, etc. These mechanisms can be integrated into a single whole, in course of their action, the said technical devices can be negatively affected by precession so they can start to show unexpected properties. Therefore, precession and its force effects must be corrected. The correction of precession effects is considered to mean the elimination, reduction or increase of the precession effects formed in course of rotation or at any change of the rotation parameters of wheels or bodies that are the constituting components of different means of transport, work machinery or devices. Therefore, it applies to the fields of transport, energetics, machinery, sports and many other fields of human activity.

State of the art of technology

in fact, all bicycles, motorcycles, passenger cars and trucks belong to the means of transport, work machinery or any other technical devices that move on wheels and whose direction of movement is controlled by turning of one or more wheels onto the desired direction. Owing to the rotation of wheels or rotational, corporeal bodies, to the aforementioned also belong other means of transport, machinery or equipment as tractors, truck-mounted cranes, loaders, different trailers, different trailers, military vehicles and equipment, fire-fighting equipment, watercrafts, hovercrafts, aircrafts, engines, turbines, fans, gearboxes, clutches, rotation brakes, wheels and gyroscopes. Any rotating wheel or rotating body on Earth is influenced by the movement of our planet through the Solar System.

All vehicles, machinery and equipment that move on the terrestrial surface are controlled mainly by rolling resistance or rolling friction. The direction of movement of means of transports can be controlled by a steering wheel or differential steering by its driver or operator. Also automatic systems steering systems aided by navigation, computing or other devices through control activators are used.

In aviation, heavier-than-air aircraft in flight utilise aerodynamic forces, but are propelled by rotational, corporeal bodies. There are principles known, how to reduce the quickness in the control of different flight control surfaces, such as elevators, whereby the restriction is achieved by leaning of the control rod or ropes on a friction element, what causes that quick movements are prevented unless certain forces are applied. Thus, also small movements due to vibrations are eliminated. However, such restriction directly applies only to flight control surfaces control (vertical and horizontal tails, ailerons), and it does not apply to precession effects of rotating components of the aircraft. There are also detents of the throttle lever position, but this detent has other function that is totally different from that described in this patent application. A running car, when turning or giving way is a subject not to only car's own kinetic energy, mass, roiling friction of tyres, aerodynamics, but also the precession effects of all rotating components of the car. Any rotating body, even not moving on Earth's terrestrial surface, in water or in air is subject to precession, because Earth moves. If the axis of rotation is perceived as horizontal, in course of movement at changes of course direction to the right or to the left the influence on the control of a mean of transport is not the same. However, the aforementioned is not thought literally, because even a dislocated axis deals with such influence force adequately, as the movement can be made also upwards or downwards, at longitudinal or transversal inclinations of the road or the course tilt, if the rotation axis is in other than horizontal position. Owing to the direction of the axes of rotation, aviation features its own specifics. Artificial horizons or yaw indicators have been manufactured for decades, cars have been manufactured for more than 130 years; but there is no solution of this problem in the state-of-the-art technique yet.

In the case of passenger cars, if the both steered wheels while rotating over the surface in the direction of the mean's of transport forward course will be forced, e.g. by the steering wheel to run to right, they will incite the influence force, which will increase the ground effect. The said force depends on the wheels' mass, on angular velocity, but also on the rapidity of this change, i.e. the angular velocity of the change of the direction. If the steering wheel has been turned to left, then the influence force of wheels on the road will be reduced. For example, the driver's gust of fright and his subconscious, swift turning of the steering wheel to the left may result in such ground effect reduction that - for certain - the car may become uncontrollable in the desired direction and also its braking effect is reduced. When the vehicle's cruise direction is partially changed, the precession effects of all its rotating wheels and corporeal bodies with the identical direction of rotation and fixed to the care are added. Simply said, the overall ground effect of the wheels, the entire axle and the entire car is reduced, if there is water, black ice or snow on the road, the situation can even worsen. Such situation can occur, even when all operation conditions are met and traffic regulations are observed.

in respect of aviation, the following is indicated.

An aircraft flies forwards propelled two turbine engines, one mounted on each wing and their turbines rotate in the identical sense, rightward. In course of the flight and yawing to the right, the engines' precession effects act against the aircraft's buoyant force, On the contrary, at yawing to the left, the said precession effects are added to the aircraft's buoyant force. Whereas the aircraft's buoyant force depends on its tilt, then yawing to the right under more difficult flight conditions (such as formation of icing), the aircraft's maximum instantaneous mass, low air density, the turbines' maximum rpm and their big mass, and other facts become - due to the motor turbines' precession effects - far more dangerous than the turning to the left. The increase of the ground effect on the road or any other part of the terrestrial surface at turning the right at adequate rpm needs not have a positive effect.

This issue does not apply only to correct actions, but also in situations of slide, spins around different axes in course of uncontrolled movements or car incidents.

Principle of the invention

The aforementioned shortcomings of the state-of-the-art technique are partially or entirely eliminated by a wheel or a rotational, corporeal body in the way of correcting the precession effects in means of transport, work machinery, or other technical equipment comprising at least one wheel or of at least one rotational, corporeal body, the essence of which is that they include at least one mechanism to correct precession effects. The said mechanism to correct precession effects may be constituted by an active mechanism to correct precession effects, i.e. by a technical solution and/or by a passive mechanism to correct precession effects, i.e. by creating a procedure in the documentation or other prescribed literature, which at observing of the said procedure will ensure safe and correct operation of the mean of transport, work machine or another device.

The mechanism to correct precession effects (hereinafter referred to solely as "corrective mechanism") can be designed in such way that it include at least one corrective wheel or at least one corrective rotational, corporeal body (hereinafter referred to solely as "rotational body"). Each corrective wheel and each corrective, rotational body will be manufactured as related to a wheel or a rotational body with contrarily oriented revolutions.

The mechanism can be designed so that each corrective wheel or corrective rotational body will be firmly mounted on the rotor of the electric motor, where the stator of the electric motor is mounted on the shaft rotatabiy.

The advantageous solution of wheels or rotational bodies will be such that each pair will be mounted on the identical shaft or more pairs on more their identical shafts; centres of the shafts will be located on the same axis and in regular intervals in a common plane or more planes. The electric motor axis, which will ensure the angular change of the wheels or rotational bodies, will be located perpendicularly to the shaft centre or the intersection of shafts.

The electric motors can also be interconnected with an automatic control device.

In this case, precession effect is understood as the force effect of the rotating wheel and/or the rotating rotational body, when the axis of rotation and/or other parameters have changed. This invention applies to all wheels and/or rotational bodies that are able of not only rotational, but also other movement as well. For the sake of simplicity, hereinafter - within the scope of the invention - the wheel or the rotational wheel in singular, or plural will be mentioned, in order to make the issue simpler, explanations will refer to passenger cars or aircraft. The invention does not concern only passenger cars or aircraft. The field of its real-life applicability is also at work and movement on land, on/under water, and in air, but also in the outer space is wide. Therefore, the invention focuses on how different bodies behave within means of transport, in certain regimes, they behave as stabilisers; in other regimes, they behave as devices that in course of movement or work may incite or incite influence force. Such influence force does not always use to work in the direction that would conform to our needs or aid us.

If we are aware of such influence force, it will be sufficient to adapt operation parameters of such car; therefore, it wiil be necessary that certain limit values be indicated or the limit states for safe, limit or dangerous operation be explained, instructed in, determined or delimited, and entered into its operation manual or any other legal guide or literature; in other words, we will create a procedure.

The said influence force will be either restricted, or improved using control, computing and automation equipment. These different principles can be connected; they can cooperate and improve, extend or even worsen properties of means of transport, machinery or other devices.

Within the invention scope, these influence force of rotating wheels will be referred to as "precession effects".

In order to eliminate, reduce or increase the influence force within the entire means of transport, work machine or other device or only within concrete wheels or within a system including rotational components, which form part of the said means, machine or device, a concrete technical device and/or restriction will be manufactured.

Any increase in this force will result in a new type of propulsion that will not depend on resistances of wheels, aerodynamic forces, and the action/reaction principle. It is one and the same corrective mechanism. One cannot understand it otherwise. If such propulsion is installed into a mean of transport, machine or device, e. g. aircraft and they are connected, the propulsion will - in course of tits operation - influence the aircraft by a force. It can pull, push, brake, buoy up, control or otherwise influence it by force. More such propulsions will be installed in means of transport, machinery and devices, more possibilities there will be how to influence them by force magnitude and direction. The influence force will be increased in such way thai on an axis or a shaft with the mounted wheel will be mounted a corrective wheel with contreriiy oriented revolutions; however, the second wheel will be shifted to the opposite side of the axis of direction change, i.e. a quasi mirror mounting of theses wheels will be formed. On one axis that determines both the centre and directional change any number of such pairs can be mounted. These may be located in one or more p!anes. it is a matter of design. Their mounting in pairs is important from safety reasons within the failure of one wheel and the opportunity to solve problems of the entire system, e.g. because of imbalance.

However, from such layout in pairs it emanates that even mounting of an odd number of wheels with identical rpm conirariiy the angular change direction along the perimeter of a circle will ensure the increase of influence force. However, in such a system it will be difficult to deal with imbalance within the failure of one wheel. All the said wheels are driven by electric motors installed in these wheels. Energy from the control circuits will be brought through wires and slip rings. The axis of rotation of these pairs will be connected with the shaft of the electric motor that will provide angular change of wheels. The electric motor is self-controlled and control circuits co-operate. Different sensors and stabilisers to correct the rotational power source operation are natural components of the control system. The entire such rotational mechanism with an electric motor will be fixed via the electric motor stator on the device, which it will influence with force. The force will be produced by the precession effects of wheels. For experts, the propulsion of the wheels, but also angular changes and rotation of the entire system based on other principles, such as hydraulic, pneumatic, and mechanic is obvious. Correct operation must be ensured with both static and dynamic balancing. Control and auxiliary systems will ensure a correct operation, but also failures fixing. When an electric energy source is used, then the shadowing of the electromagnetic field is one from the possibilities how to eliminate undesired properties.

Experts - based on expertise - will obviously design contrariiy oriented revolutions on any shaft, different axes, axles, semi-axles, and means of transport, work machinery or other technical device.

Mechanically, hydraulically or pneumatically operated corrective mechanisms working as retarders of swiftness of turning of the steering wheel or gear lever movement can be installed in cars.

The mechanical principle of corrective mechanism operation will be based on 10-fold increase of revolutions inside the steering wheel and behind this transmission their subsequent 10-fold reduction with the second transmission. In this way - naturally without big maintenance and setting demands - a mechanical resistance is incorporated in the steering wheel and the output from it will be corrected. The hydraulic and pneumatic principles of operation will be based on a throttle valve, which will reduce the medium flow rate in the hydraulic or pneumatic circuit in the steering wheel. In this way, the velocity of turning the steering wheel will be restricted utilising hydraulic or pneumatic resistance. It may be extended or replaced within the automatic or manual control in the way of programmed restriction, deceleration or acceleration of the response to a concrete change in the control. It will be possible to use this corrective mechanism within the co-operation with the hitherto known boosters and distributors or as retarder of the quickness of wheels control based on mechanical, hydraulic or pneumatic principles. The mechanical principle of corrective mechanism operation will be designed as aided by a gear transmission ahead of the steering gear to increase the revolutions 10 times and to subsequently reduce them 10 times behind this transmission aided by the second transmission, in this way - naturally without big maintenance and setting demands - a mechanical resistance is incorporated to ensure the restriction of quickness of the control of wheels due to mechanical resistance. The hydraulic and pneumatic principles of operation will be based on a throttle valve, which will reduce the medium flow rate in the hydraulic or pneumatic circuit behind the steering wheel. In this way, the velocity of wheels control simply will be restricted. St may be extended or replaced within the automatic or manual control in the way of programmed restriction, deceleration or acceleration of the response to a concrete change in the control. The corrective mechanism wilt also be used within the co-operation of ali the mentioned, but also hitherto known boosters, distributors or in the moment of swift turning of the steering wheel to the left, the hydraulic, pneumatic or mechanical system in cooperation for a desired time will operate with the relevant damper, a supple element or a lever mechanism that will eliminate or precession effect of the wheel for an important time in the way of creating the effect of force between the structure of the means of transport or the work machine and the shaft of rotation of the wheel or its semi-axle. This influence force depends on the swiftness in the change of direction of the controlled wheel. In this way, the ground effect on the road will be increased for a certain time using the mass of the mean of transport or of the work machine and thus - at the change of the direction to the left - the correction mechanism of the precession effect of the controlled wheel will be incited, or - within the mounting and bedding of the controlled wheel - the corrective wheel of equal or proportional mass and of lesser radius than that of the controlled wheel will be mounted on the same shaft and as close as possible to the latter, while ensuring for it equal or proportional revolutions, but contrary to those of the controlled wheel. Contrarily oriented revolutions will be ensured using known principles such as electromagnetic, hydraulic, pneumatic, mechanical, or other known system, it is important to ensure both the change in the corrective wheel revolutions depending on the controlled wheel revolutions and the freedom of control. The power source for the controlled wheel will be provided from an electric, mechanical, hydraulic, pneumatic, or any other circuit included in the mean of transport, work machine or device, or corrective wheels containing electric motors will be mounted to the outer sides of car's wheels. The electric motor stator is mounted to the wheel using wheel screws. Owing to the rotation of both the wheel and the corrective wheel, the corrective wheel stator includes slip rings to bring electric energy from the control unit through electrically conductive contacts of the supple contacting mechanism, which will provide the freedom of control, but also the freedom of springing and dampening and will also bring electric current to the siip rings. The corrective wheel's mass is equal or proportional to that of the relevant wheel. For the sake of simplicity, the rpm of wheels are taken from the car's revolution counter. Corrective wheels rotors are set in motion and are braked by the control unit or units that are fed from the car's electric circuit and that ensure double and contrarily oriented revolutions as compared with those of wheels" revolutions. In this way, both the controlled and the corrective wheels will have equal, but contrarily oriented revolutions. Also the corrective mechanism will be deait with in such way that, for cars, the corrective mechanism will be applied only in left curves or at turning to the left and, for aircraft with rightward rotation engines, the precession effects will be dealt with only in yawing to the right. In cases of other rotations, the analogy will be obvious. Shortly said, only more dangerous states will be dealt with,

Cars with corrective mechanisms of precession effects:

include at least one corrective mechanism;

- include at least one active corrective mechanism and/or at least one passive corrective mechanism;

- the active corrective mechanism includes at least one technical solution aided by at least one corrective wheel of equal or proportional mass as a wheel with contrarily oriented revolutions mounted on the same semi-axle or on the same shaft as the wheel will be settled, they are turned jointly, while the corrective wheel will be set in motion driven and braked by electric energy through regulating and control circuits, speedometer serving as revolution counter, creates contrarily oriented influence force. The electric energy is origins from the car's circuits, to experts, the analogy of setting in motion and braking will be obvious;

- the corrective mechanism includes at one least technical solution aided by at least one corrective wheel of mass equal or proportional to the summary mass of wheels with same or contrarily oriented revolutions, mounted fixedly or rotatably in the same car, while the corrective wheel's axis of rotation will be perpendicular or tilted under certain angle to the car's longitudinal axis; thus, the corrective mechanism will reduce the summary precession effects of wheels in such way that it will create influence force on the car's structure; setting in motion or braking of the corrective wheel's revolutions will be made on electric principle, aided by an automated regulation element with such sensors, speedometer, etc.; to experts, the analogy of other setting in motion and braking principles will be obvious;

- the corrective mechanism includes at least one technical solution aided by a device working on action/reaction principle with, e.g. a time-defined effect and mounted on the same axle, semi-axle or shaft, on which the wheel will be mounted; this corrective mechanism will be constituted by a rocket engine with the axis of action parallel to the direction of precession effects and which - in the moment of precession effects creation - will be put into operation action, while this influence force will depend on the rpm, mass and the velocity of the wheel's directional change; In order that the rocket engine needs not be turned according to the infiuence force direction, In cars It will function in left curves;

- the corrective mechanism includes at least one technical solution based on hydraulic or pneumatic principles connected with the axle damper in such way that the pressure accumulated from a pressure vessel mounted in the car will be transmitted to the damper so that the latter - in left turns - aided by a regulator and a control element will push the axle off the car's body using thereby the car's mass; this principle can be used only within a limited time span and the damper must subsequently be brought back to its normal state;

- the corrective mechanism includes at least one technical solution based on mechanical principle connected with the springing element of the axle so that a lever mechanism pushes the springing element of the axle or semi-axle off the car's body using thereby the car's mass; the influence force of the lever mechanism will be created by a linear hydraulic motor, the pressure will be transmitted from a pressure vessel, activation is ensured by an activator and control unit in left turns only; this principle can be used only within a limited time span and the damper must subsequently be brought back to its normal state; the normal state is considered to mean that before the correction launching;

·· the corrective mechanism includes a driving motor with its shaft fixedly connected with the mechanism of shafts arranged in a cross or a single shaft, on which at least two engines with wheels, whose axes of rotation create a 90° angle with the driving engine shaft; however, the latter is not a prerequisite as also with angles other than 90° influence force will be created; engines with wheels have the character of rotation along the perimeter; the engines with wheels opposed to the driving engine shaft have contrary sense of rotation; the sense of rotation of the driving engine determines the influence force in the direction of the axis of driving engine rotor: the influence force is a pressure or a traction vis-a-vis the stator of the driving engine; when such source is fixed to a body, we can move it then based on the precession effects principle.

With the corrective mechanism of precession effects, the safety of traffic on terrestrial communication worldwide may be achieved in all the hitherto used or newly manufactured cars; thus, its widest possible use can be expected.

As regards precession effects, one must always count with the masses of ali components, which are connected or settled while having their revolutions equal to those of the wheel and jointly change the sense of rotation. Within the frame of rotation and influence force, they constitute a single wheel. The statement "contrarily oriented revoiutions" does not mean that it is meant in dynamic regime, it is the designation that it has the sense of rotation opposite to that latter mentioned. The patent claims are indicated in static regime and they sha!l not be understood otherwise.

The overview of figures on the drawings

The invention is more detailedly explained in the figures that illustrate:

Fig. 1 - The corrective mechanism of precession effects through the corrective wheel

Fig. 2 - The corrective mechanism of precession effects of car wheels

Fig, 3 - The principle of the corrective mechanism of precession effects that creates traction force

Fig. 4 - The corrective mechanism according to Fig. 3 as a propulsion unit with bigger force and longer time effect.

Examples of realisation

EXAMPLE 1

THE CORRECTiVE MECHANISM OF PRECESSION EFFECTS USING A CORRECTIVE WHEEL USED WITH CAR WHEELS

The principle of the corrective mechanism of precession effects using a corrective wheel is shown in Fig. 1 , the correction of a car wheel precession is shown in Fig. 2.

The correction mechanism 1 will be realised in such way that on the same shaft 4, on which the controlled wheel is mounted, the corrective wheel 12 with of radius constituting 90 % of that of the controlled wheel 2, wherein the electric motor 13 fed through flexible feeding cable 16 will be located and mounted on the shaft 4 in a bearing 15. The rotor of the electric motor 13 and the corrective wheel 12 are jointed fixedly. The stator 14 of the electric engine is mounted on the fixed part of the braking mechanism 3 and it cannot rotate. Principally, this is an electrically controlled gyroscope with the mass equal to that of the controlled wheel 2. The mass of the controlled wheel 2 is counted with all what belongs to it and rotates jointly with the wheel 2. The corrective wheel 12 has revolutions oriented contrariiy to those of the controlled wheel 2. The automatic control unit 17 controls the controlled wheel's 12 revolutions and it will set into motion and will brake the controlled wheel 12 based on the conirolied wheel's 2 revolutions. The revoiutions are controlled based on a fixed point; therefore, as the mutual revolutions are always double. The automatic control unit 17 is fed from the car's electric circuit 6. With contrary rotation, their precession effects are subject to mutually influences and will be mutually subtracted. In this example of realisation, it is important that the corrective mechanism 1 acts in the same time, with equal duration of action and equal influence force. The disadvantage is that the controlled wheel 2 and the corrective wheel 12 have higher mass.

EXAMPLE 2

THE CORRECTIVE MECHANISM OF PRECESSION EFFECTS USING A CORRECTIVE WHEEL USED !N THE PROPULSION OF AIRCRAFT

An example of the corrective mechanism as an alternative aircraft propulsion based on precession effects is principally shown in Fig. 3 and in a concrete design for aircraft propulsion in Fig. 4; an electric battery is the source. The battery is located in the aircraft. The electric motor 13 is used and the stator 14 is fixed to the aircraft. The axis 19 and its shaft are parallel with the aircraft's longitudinal axis. The electric motor shaft 13 is fixed to a cross-like mechanism formed by 4 symmetrically settled semi-axles as shafts 4. All the semi-axles create a 90° angle with the axis 19 of the electric motor 13. Stators of the whee!s 2 and 12 are mounted on the semi-axles' ends. The wheels 2 and 12 are electrically connected to electric current collectors 18 mounted on the axis 19 of the electric motor 13; the collector contacts of carbon ensure the control and activity of the wheels 2 and 12, The wheels 2 and 12 have equal revolutions and the identical senses of rotation along the perimeter. All the wheels 2 and 12 and the electric motor 13 are controlled by electronic control units 17. The setting into motions the wheels 2 and 12 and the following rotation of the axis 19 of the electric motor 13 will incite a infiuence force in the direction of the axis .19 of the electric motor 13, The infiuence force is either traction, or pressure. This influence depends on the sense of rotation of the wheels 2 and 12 and the sense of the rotation of the axis 19 of the electric motor 13.

Experts— based on expertise— will obviously design contrarily oriented revolutions on any shaft, axes, axle, semi-axle, and mean of transport, work machinery or other technical device.

The aforesaid examples are not the only possibility to make use of the invention.

Industrial usability

The industrial usability of this invention will be that the installation of at least one corrective mechanism will increase the safety of traffic of such means of transport, work machinery or other devices and as a result of this also the safety within a concrete industrial branch. The usability will also be in the field of influence by force, the creation of new propulsion for means of transport, work machinery and other technical devices. Last, but not least, the reduction of precession effects of wheels or rotational bodies also the influence on our planet, Earth will be reduced, as our planet - in the Solar System - is nothing else than a rotational body with very little angular velocities of movement.

LEGEND

1 - CORRECTIVE MECHANISM

12 - CORRECTIVE WHEEL or CORRECTIVE ROTATIONAL BODY

13 - ELECTRIC MOTOR

14 - STATOR

15 - BEARING

16 - FLEXIBLE CABLE

17 - AUTOMATIC CONTROL UNIT

18 - COLLECTOR

19 - AXIS

2 - WHEEL or ROTATIONAL BODY

3 - BRAKING MECHANISM

4 - SHAFT

6 - ELECTRIC WIRING

Claims

PATENT CLAIMS

1.

The wheel or the rotational corporeal body with the correction of precession effects in means of transport, work machinery or any other technical devices, including at least one wheel (2) or at least one rotational body (2), characterised by thai they include at least one corrective mechanism (1 ) of precession effects,

2.

The wheel or the rotational corporeai body with the correction of precession effects in means of transport, work machinery or any other technical devices according to Patent Claim No. 1 , characterised by that the corrective mechanism (1 ) of precession influence forces include at least one corrective wheel (12) or at least one corrective rotational body (12), while each corrective wheel or each corrective rotational body (12) is designed in relation to the wheel (2) or rotational body (2) with contrarily oriented revolutions.

3.

The wheel or the rotational corporeal body with the correction of precession effects in means of transport, work machinery or any other technical devices according to Patent Claim No. 2. characterised by that the corrective wheel (12) or corrective rotational body (12) is fixedly connected via shafts with the rotor of tho electric motor (13), where the stator (14) of the electric motor (13) is rotatabiy mounted on the shaft (4)

4.

The wheel or the rotational corporeal body with the correction of precession effects in means of transport, work machinery or any other technical devices according to Patent Claim No. 3, characterised by that at least one pair formed by a wheel (2) or a body (2) with a corrective wheel (12) or a corrective rotational body (12), where each pair is mounted on the identical shaft (4) and in cases of more pairs on more identical shafts (4) that mutually penetrating in their centres or are located one above another and in regular intervals in a common plane or in more planes, while the axis (19) of the electric motor (13) is fixed to the shaft (4) centre or a intersection of shafts (4).

5.

The wheel or the rotational corporeal body with the correction of precession effects in means of transport, work machinery or any other technical devices according to Patent Claim No. 3 or Patent Claim No. 4, characterised by that the electric motor (13) is connected with automatic control unit

(17).