June 2000 at NET-Journal, Schneiders reported about a journey to USA, visiting some explorers and inventors, among others Don Martin. His family somehow seems knocked about by fate, e.g. complaint of a son demands steady presence of electricity. Electricity breaks down at Michigan from time to time, so Don Martin started to construct an electric generator by any available parts. This machine looks rather ´curious´, as foto shows.
At picture EV ERG 02 general construction of that machine is marked, upside by side-view and below by view top-down. There is an electric motor (EM), which drives a wheel of an old motorbike. Persumably this wheel will function as fly-wheel (SR, German Schwungrad). A disk leans against tread of that tyre, driving an electric generator (EG). Above this there are diverse electric installations.
Batteries are charged by this generator. Batteries supply that motor with electric power and same time several other electric consumers (like TV, drill, frigde, lamps etc.)
Quote NET-Journal: ´normally a 2 hp-motor with demanded power of 4,1 kW merely can drive a 5 kW electric generator and above this will charge batteries by 3,6 kW and above this do workload of some more 1,4 kW, as described above and demonstrated here´. Schneiders and other credible experts however ascertained, this machine was automatically running and working without any other kind of energy input. So by this machine would be produrced enough energy to drive itself, same time to drive electric consumers and above this to charge batteries.
This seems absolutely incredible resp. was interesting enough to ask Don Martin for constructing an other model in order to take it to Europe (for some costs). Construction process delayed, some months later half-done machine was transported across Atlantik, finished here by some parts.
Lastly at September 2000 this machine was demonstrated by Don Martin at a large congress in Zürich. It happened as usual by demonstrations: gigantic flop, that model didn´t work at all.
It was suggested, new tyre would show too less friction versus disk driving the generator. Some electric elements were American standard, some European norm, so propably caused failure. Perhaps batteries used didn´t fit to special charging method or for unusal resp. unknown circuitry. Participants of congress were disappointed and some rather angry, cause only a show was presented instead of facts.
Indeed, nobody did really know why this concept should work at all, probably even Don Martin doesn´t know up to now. Additional attempts for optimizing that model didn´t show decisive effects, even mechanical losses were minimized and some better electric elements were installed. There is only that fact, several credible experts ascertains to have seen and by relayable measuring methods did check that machine serving Don Martin´s house with electricity.
I wasn´t interested at this project at all, cause I can not judge electric or electronic circuitry. On the other hand, for me it looked senseless to use that strange design of fly-wheel. Lastly one year later I suddenly had suggestion: if that motorbike-parts would function only as a flywheel, Don Martin would have used a solution more simple and safe, by sure. So that special mechanics must be essential factor for energy earnings. So probably, Don Martin did construct really first machine working by Bessler-principle (described here in details at earlier chapters).
Bessler-principle
When this machine stands still, there is no contact between tyre and disk. If the wheel is started turning, centrifugal forces will press surface of tyre onto that disk. At picture EV ERG 03 this situation is shown. Flywheel (SR) turns around system axis (SA), normal contour of tyre is marked by circles. As now that disk of electric generator (EG) presses counter the tyre, mass-points (MP) will move at that (overdrawn) track of green curve.
After diversion by the disk, mass-point will move into direction rather straight upwards. Radial centrifugal forces exist only at circled tracks, here however inertia will drive masses further on at given direction. Upside in addition, gravity forces will weight at all mass-points, pressing them into an inner track. Lastly by falling down at left side, mass will come back to normal radius of circle. Downside, mass of elastic tyre want´s to go on flying downside-right. So before new diversion a ´traffic jam´ will come up, showing inwards-upside. Out of this jam by following masses, mass-points are pushed upside. So a thrust-component will exist at that disk as turning momentum.
This process of movements with its critical phase downside-right does correspond to some constructional disigns of previous chapters. Also there, these ´surplus-forces´ temporaryly are stored within elastic elements (and by these forces, some later, masses are pushed towards inside). Here this reduction of movements radius is done by pressure of outside disk, additionally that tyre functions as spring element.
By pushing-inside of masses, faster angles-speed must result, so masses will have to turn faster. If elasticity of tyre won´t allow corresponding acceleration of angles-speed, these masses will effect turning momentum at that tyre resp. wheel. That relatively reduced speed at relative small radius is re-inforced to normal speed at normal or even larger radius at downward-phase by weight plus centrifugal forces, thus ´for nothing´.
In order to keep motorbike-wheel running, thus that motor must only neutralize friction losses. Surplus of forces by self-acceleration can be taken off that system by generator-disk. So this machine is quite similar to some designs of previous chapters, where also decisive surplus of energy is generated at upward-phase of masses by guiding them upwards-inside. So probably Don Martin´s electric-generator-system could well be very first real machine, working by Bessler´s principles of movements.
Insufficient
Essential reason for failure of experiment above is probably that new tyre. Cause at motorbikes it´s essential, tyres stay rather circled round (e.g. a bike with too less compression will ´swimm´). For demanded dent of tyre, instead of new steel-braced radial tyres, old diagonal tyres or even soft tyres of ´motorbike-artists´ would be better.
Additional reason for failure could be, experiment above was done at movable support. Demanded track of effective masses can easily be overlayed by any vibrations, so sensible effect will be lost in total. Experiments thus should be done fix anchored in ground.
Above this it´s questionable, suggested surplus of energy will be sufficient to neutralize bad efficiency of motor and generator and all other electric equipements as well. If wheel will turn too fast, centrifugal forces dominate above gravity. Masses then will move at nearby circled tracks resp. weights won´t find time enough for acceleration and movement back to large radius.
So it might seem, arguments above by Bessler-principle won´t be sufficient for explanation, so there must be other reasons for that kind of generating electricity. So it´s question, what´s real cause for surplus of energy by this system.
Just at this congress at Zürich, I had pleasure of speaking about Flop of my Centrifugalpowerspider (based on a ´phenomena´ brought into world by physicans). Besides this, I reported about my analyses of crop circle pictures. In addition, I was honoured to present impressive ´pump-machine´ of Felix Würth. By this machine I saw realized principle of my Excenter-Nopp-Gear. However, technical solution of controlling Würth-Machine still doesn´t work sufficiently. On the other hand, this problem will be solved by Planet-Wheel-Motor of previous chapter. Nevertheless, effects discussed there could well be valid also for this concept here.
Just at same congress at Zürich, an other explorer did present remarkable points of view to subjects of energy and inertia. In my opinion he offered a concept for perpetuum mobile theoretically perfect: mass moves at a rotor at spiral track from inside towards outside, mass then is transferred to a second rotor rather inside, mass again by centrifugal forces is driven towards outside, and so on. So mass moves at an eight-shaped track, relative to axis of each rotor all times towards outside. However in my opinion, this concept will be rather hard to realize, e.g. based on diverse speeds and problem of giving mass from one rotor to the other and back again. Nevertheless, this explorer did present reasonable examples which could show right way for solution of problems discussed here.
Football and Billard at polygon
At picture EV ERG 04 schematically are shown football-players (soccer) by top-down view. Player A by kick-off will bring in football (FB) with force F1. Player B will kick right-angles to ball´s track by same force F2. The ball is diverted into direction F3. Following players will behave analogly. By this example, that explorer wanted to demonstrate, diverting movement of a mass into (here edged) circle will demand eight-fold forces of kinetic energy of mass.
This statement is not quite correct, cause two forces hitting by right-angles will result a larger force. That ball would fly distance F3 faster by factor of 1.4. Only some two third of energy input of players are demanded for diverting ball into circle track, remaining one third will effect acceleration of ball.
As the ball shouldn´t move too fast, player F some later within that circle, will ´intercept´ the ball before moving it to next player. Following players (G and H) could even keep ´passively´ shoes into ball´s track, thus ball would achieve starting point by original speed. Who ever did play a ball with some others within a circle, well knows that effect. Ball will move faster and faster each kick until one player won´t be able to ´handle´ the ball. Only football-experts are able to controll movements right for steady volley kick. Ball must be taken smoothly, immediately followed by well timed push into new direction, so ball will move by constant speed.
This game could also be done by Billard balls. First player will bring system-ball into game and each following player aims his ball exactly right-angles to track of system-ball (and balls theoretically should also hit right-angles). In order to achieve 45 degrees diversion, each next player will have to push its ball with correspondingly more power. At the end, after seven collisions, system-ball would come back to starting point by some ten-fold speed.
This Billard example does show in addition, energy input for diversion will not be lost in total. All balls pushed into game from aside, after collision with system-ball will be pushed back towards outside-ahead, thus into ´turning-sense´ of system.
Edged wall
This game could be played by a further version, as schematically shown at picture EV ERG 05. A mass-point (MP) is pushed into movement by force F1 within an (eight-) edged wall (EW). It´s assumed, movement of mass will be reflected at each wall without losses (angles of incidence equal to angeles of reflection, no friction, straight flight, no spin etc.). Mass thus would move (theoretically) by constant speed within that polygon.
Like football-players (G and H) above, redirection by fix wall is done by counter-pressure (F2). Mass will effect pressure onto the wall, which wall gives back right-angles to its surface. Remaining is a pressure-component which (if edged wall would be turnable around system axis SA) represents turning momentum (F4) at the wall in turning sense of system.
If the wall turns, that´s analog to situation of player F above, who smoothly takes the ball before playing it to next player. Thrust of mass would bring wall into turning motion, however kinetic energy of mass would be reduced correspondingly. The wall practically moves back ahead of mass, thus seemingly shows angles more flat, thus effects minor counter-pressure, thus mass is diverted less than these 45 degrees (opposite to player F above, who finally invests some power for diversion of ball).
Diversion-wheels
So it should be designed a process of movements analog to player F above. While taking the ball smoothly, ball effects a turning momentum towards the player. Forwarding ball to next player can be done by ´tension within material´, i.e. by pure passive counter-holding of shoe. This principle of movement is shown at picture EV ERG 06, where edged wall above is replaced by wheels for diversion of masses.
Mass-point (MP), introduced into game by force F1, is guided into new direction F3 by diversion-wheel (UR, German Umlenkrad). Pressure of mass-point is taken radial by wheel (A) resp. radial to its axis this wheel effects counter-pressure F2 towards mass-point. This radius practically represents mirror-surface of edged wall above. In addition, by tangential effecting inertia of mass, that wheel is brought into turning movement same time.
At next wheel (B) turning (F4) of diversion-wheel is marked. There mass does hit some ahead of mirror-surface onto that wheel, so tangential force above can effect longer. Analog to this, following diversion-wheels are arranged. By this arrangement should be possible, at the one hand to guide masses within that ´edged circle´ by constant speed, at the other hand to push all diversion-wheels into turning movement.
At diversion-wheel B are marked two radius. Right radius line does mark position, where mass hits onto that wheel. Mass there is decelerated, while force component showing into tangential direction will result turning momentum of that wheel. By this turning on the other hand, mass is guided aside of its original track´s direction, until at radius line left side mass will fly away tangentially to next diversion-wheel.
Soft diversion
Above was assumed, diversion of masses would be without losses, at edged wall and also now at these diversion-wheels, thus like theoretical and ideal elastic pushing. Energy of impulses must intermediately be stored within material-tension, e.g. within some hard mass resp. materia. A solid body like this however won´t be able to fly straight, then moving alongside a konvex bended circle surface, in order to fly away again into straight direction. Nevertheless, mass in kind of an elastic football could well behave like this, i.e. movement´s process like this demands mass in connection with some spring elements.
At first, at picture EV ERG 07 a theoretical experiment is shown, at which forces for diversion are demonstrated by a pendulum mechanism. Upside at this picture, schematically is shown a longitudinal-sectional view onto axis, below a cross-sectional view resp. view top-down is shown.
A rotorarm (RT, German Rotorträger) turns around system axis (SA). Outside at the rotorarm are installed movable pendulum (PE, e.g. is shape of a rope), at which effective mass (MP) is fixed below. Based on turning of rotorarm, centrifugal forces exist which let swing out pendulum (like shown left side of this drawning).
Into track of pendulum on the other hand will reach diversion-wheel (UR), which turns around its axis (UA, German Umlenkachse). When pendulum hits onto diversion-wheel, upper part of pendulum-rope is pressed inside, lower part of pendulum-rope will show some more upside and mass will be lifted to higher level (as marked right side of that drawing).
Below at this picture at A is marked a part of track (blue curve), which middle of pendulum-rope will move. Pendulum can swing out free, afterwards will hit onto diversion-wheel, by turning of that wheel will be guided alongside this circled section towards inside, afterwards again may swing out free.
At this picture at B corresponding track (green curve) is marked, which is done by mass-point. Mass can fall outside while pendulum can swing out free. When pendulum hits onto diversion-wheel, mass is also pressed inwards. As this picture shows, mass thereby will be lifted some higher.
Thus if pendulum hits onto diversion-wheel, its speed-ahead is decelerated rather abruptly. However, mass won´t be decelerated same kind, but downside part of pendulum-rope will swing ahead-upwards. Reduction of speed-ahead thus is transferred into potential energy of higher level. Same time however, that deceleration of pendulum-rope will effect turning momentum at diversion-wheel.
Supporting point of pendulum-rope at diversion-wheel afterwards will turn increasingly faster into turning sense of system (based on turning of diversion-wheel). Mass will not go on swinging higher, but will swing back downside, however now into new direction. By wandering of supporting point, thus diversion of mass is achieved. Mass there will pull at supporting point, however now into radial direction (versus axis of deversion UA).
So process of movements demanded above is achieved. At first, reduction of speed of mass is demanded (smoothly taking ball above), that reduction of speed has to be transferred into turning momentum (by tangential pulling of pendulum-rope at diversion-wheel), this process must be done elastically (reduced speed-ahead of mass is transferred into potential energy of higher level), at the following mass must be accelerated again (by transferring potential energy back into movement), finally by passive measures (counter-pressure of supporting point, thus radial to axis of diversion-wheel) diversion of mass into new direction will be done.
Potential forces
At picture EV ERG 08 left side at A theoretic potential of this movement´s process is shown. A mass (MP) is guided around system axis (SA) at an ´edged circle-track´. Mass is moving and its inertia is marked by force F1. In order to achieve diversion of 45 degrees, force F2 of same amount must affect onto that mass right-angles to its original direction. Resulting force F3 within that power-graph is diagonal line through this parallelogram of forces, so its length is 1.4 (square of two) of F1 resp. F2.
After diversion, mass thus will move faster some 40 percent. Before next force F5 from aside will cause next diversion, force F4 of acceleration should be taken off that system, so equal starting conditions are given.
This factor of 0.4 of original (and steady) given kinetic energy within that system is maximum value of free available surplus. However, only each tangential component of will effect turning momentum (remaining rest will produce tension within material resp. is input for diversion by itself). This factor 0.4 is related to kinetic energy of moving mass. However, to keep mass steady turning around system axis, energy is demanded only for equalizing losses by friction or heat etc. Related to this energy input neccessary, thus much larger factor of energy is free available output.
Potential designs
Movement´s process and effects of forces above was discussed by theoretical example of pendulums (which practically will be hard to construct). Instead by pendulums, forces can temporaryly also be stored within elastic elements. At picture EV ERG 08 at the middle at B, thus movement´s process is marked where mass is guided resp. beared by elastic elements resp. springs.
Diversion of 45 degrees again shall be achieved. Mass (MP) here e.g. hits onto diversion-wheel (UR) some 22.5 degrees aside. So effective mass must not move konvex curve alongside diversion-wheel, material should be elastic (e.g. like Don Martin´s tyre). Major part of masses thus could move at rather soft bended curve (upside and/or downside of diversion-wheel).
Tangential forces (F4) are given (effecting as turning momentum at diversion-wheel) and same time radial counter-pressure (F2) is given, however both forces with differing amount. At radius of mirror-surface above (thick marked line here) mass partly is already diverted, on the other hand elastic material is tensioned at its maximum. Finally at following phase, rest of masses will swing back by ´springs´, supported radially at diversion-wheel. Supporting point at diversion-wheel reaches most far into original track of mass at this (here) horizontal radius. So here lastly mass will leave diversion-wheel into its new direction (F3).
Instead of single mass-points, here at this solution should be used masses in shape of rings (instead of pendulum-rope above e.g. an elastic ´curtain´ with mass-parts downside). Effective masses could also be ring-shaped tape, flexibly turned around system axis (e.g. weighty parts embedded within a textile web). This ´tape´ could also be bended somehow before hitting onto diversion-wheel, e.g. like shown at picture above right side as C.
This bend e.g. does correspond to ´jam-section´ of picture EV ERG 03 above, there left side down. At least parts of Don Martin´s tyre (masses at supporting surface at disk of generator) will show that curve of movement. Now here at picture EV ERG 08 one can see clearly, diversion is effected exclusively by radial direction (F2) and same time thrust-component of mass here is working purely tangential as turning momentum (F4). Naturally, also combination of both basic designs of movement-curves are possible resp. are realized at Don-Martin-Machine.
So now it´s the job to design constructional elements for these movement processes in general, in order to make available theoretical surplus of energy. At first however it will make sense to check once more this absolutely ´incredible´ idea of earning energy by some simple wheels, by inertia and passive counter-pressure.
Rigid wheel
As everyone knows, centrifugal forces exist at a free turning wheel, nevertheless this forces are worthless, not usabel but only ´seemingly existing´ forces (as physics tell). EV ERG 09 left side shows a picture, like forces at rigid wheel usually are described. A wheel (RT) with fix spokes (SP) is turning around system axis (SA), at spoke´s outer end mass-point (MP) watched is mounted. This mass shows inertia power (TK, German Trägheitskraft) into tangential direction. As movement of mass is steady redirected into circled track (UK, German Umlenkung in Kreisbahn), centrifugal forces (ZF, German Zentrifugalkraft) exist showing radially towards outside. Solid spoke effects centrifpetal forces (ZP) of same amount, pulling mass inwards and thus keeping mass on its circled track.
By this common explanation tangential inertia (TK) and zentripetal pulling force (ZP) vectorially are added to resulting direction (UK). Long times I doubted, what´s wrong at this explanation. Both forces are steady given, so this graph can´t be interpreted as distance/time-graph (cause time interval is null). Within null time there is null movement, so null mechancial power, so length of a power-graph are null, so null resulting line. Common explanations (even gravity and pendulums are involved for additional explanations) are insufficient, facts must explainable by better arguments.
Same situation is shown at this picture right side. Mass is moving, so mass shows inertia. However that energy is defined by common physics to be only ´seemingly´, as long as inertia power (TK) can´t effect onto other bodies, e.g. as an impact. By my opinion, inertia is well a real existing, steady given power of moving mass, however that centripetal forces of explanation above are rather ´seemingly´.
Moving mass (MP) by its inertia effects radial pulling onto stable spoke, so material of spoke is tensioned and stetched (more or less according to elasticity). By molecular forces (MK, German Molekularkraft) material will resist further stretching, thus keeping mass on certain radius (like every molecule of spoke by itself is embedded within these chemical forces - or whatever these forces are). That molecular ´pulling-power´ however isn´t same amount like centrifugal force, but is much stronger. Both forces are equal only that very moment before break of spoke.
Molecular forces not at all are directed only centripetally (and even there are limited to distance of stretching). Molecular forces within material of spoke exist steady also in centrifugal direction (and all other directions) by nearby same amount. So this ´pulling force´ in fact is only fictitious, in reality however molecular compound keeps every part of material (of spoke and mass watched) at its place resp. here turning by constant radius. These (chemo-electric) molecular forces are of absolutely superior strength, so inertia resp. centrifugal forces have no opportunity for development at all (besides situation of break).
So at rigid wheel (and all systems with fix bearing of masses, no matter by stable lever arm or movable rope or elastic rubber etc.) do not interact mechanical forces with mechanical forces, but molecular forces prevents totally any effect of inertia. So relations at rigid wheels (and any system with fix bearing of masses) are not to compare with interaction of mechanical forces at all systems with free moving effective masses (even masses might move free only within some phases or limits). Only at mechanical systems of these conditions rules of mechanics are valid, thus allowed to use vectorial addition of forces (and same time neccessaryly these rules are to use).
As soon as there are forces effective from aside to inertia, there must result longer or shorter diagonal lines, thus indispensably forces of more or less strength. Forces effecting from aside onto given inertia can be effected ´actively´ by any other moving part or - with same effect - only ´passively´ by counter-pressure of (even resting) other parts.
So when ever mass can move free, e.g. is guided by multisectional joints like ´sickle-gears´ of previous chapter, or masses can roll alongside spiral tracks or masses are diverted only within some phases, result of vectorial addition of forces involved can not be null.
So (seemingly) exemplary model of inertia and centrifugal forces and radial centripetal forces at rigid wheel (inclusive all systems with any radially fix guidance of masses) not at all is representative for every system, but really misleading for real understanding of inertia-effects. Opposite, already by pure theoretic and logic conclusion: at all systems with flexible guidance of effective masses there must be differences between input and output of energy.
So it´s not surpricing, most mechanical systems consume more energy (really do destroy more energy than neccessary for friction). By strong logic conclusion however, there must exist mechanical systems achieving energy-surplus (resp. making ´seemingly worthless energy´ usable).
Rolling wheel
At a car´s wheel, at least masses of tread are elastically ´beared´. So it´s question, why obviously one couldn´t find self-exelleration at common cars. Picture EV ERG 10 may give an answer.
At A a wheel (RT) is shown with its axis (SA), the rim (large black circle) and the tyre (green). Normally, a car´s tyre will be circled round (green circle), tyre of resting car however is pressed down (green curve) to the road (blue straight line).
At B this wheel does roll on the road from right to left freely (so without driving power) and each mass-point at tread will move at well know bended curve. Tyre will be no more circled round, no more symmetric, but will show contour like (oversized) drawn here.
Masses upside move most fast ahead, want to go on flying ahead, so that swelling resp. dent ahead-downside will come up. As soon mass there comes in contact with the road, mass will stand still at ground, afterwards again being pulled up and moved ahead. This unsteady rolling of wheel demands remarkable deformations of tyre, well known as resistance of rolling wheel.
Energy input for wheels rolling shows effect towards the tyre (e.g. warming up, material fatique etc.), but also towards the other part of system, towards the road. Masses of tread steadyly beat ahead-downwards onto the road, so streets are destroyed within few years. So that wheel/road-system is an obvious example for energy ´destroying´.
Wheel at diversion-wheel
Naturally now it´s question, why Don-Martin´s motorbike-wheel resp. a car´s wheel in connection with a diversion-wheel should be example for energy-earnings. At this picture at C, instead of road above is drawn that diversion-wheel (UR) with its axis (UA), which analog to road will deform the tyre (green curve) by pressure versus that wheel. Right side down at D, situation of turning wheels is shown. Again downside left the tyre will show that dent (like ´traffic-jam-section´ above).
Essential difference now is, at this system mass (MP) of tread will never stand still (un-like parts of tread above, laying at the ground). Also within that jam-section mass (MP) mainly will move into direction of turning sense of tyre. That mass has influence onto supporting surface (like above onto the road), but now obviously vector of that influence shows tangentially to diversion-wheel resp. does show at least component of tangential thrust.
Also this tyre is deformed, so also here energy must be invested for equalizing resistance of rolling. This resistance however can be reduced essentially by corresponding construction of tyre (e.g. cause this tyre mustn´t carry a car). Energy with negative effect towards road above, here however represents positive turning momentum onto diversion-wheel, thus this part of energy is free available.
This turning momentum results of dam up of masses before redirection by diversion-wheel. Mass there is decelerated for a short moment in relation of its angles-speed, while its speed in space must not be reduced. Mass within that jam-section at first moves outwards on larger radius, but by same absolute speed. With same speed at the following, mass can move back to original radius and back to normal angles-speed.
By diversion-wheel however, now mass is pushed to smaller radius. Based on laws of constance of energies, mass further inside should show faster angles-speed (which however is equalized when mass at the following - here right side - moves back to average radius). So these inward-outward movements are neutral.
Decisive however is counter-pressure of diversion-wheel, effecting from aside to direction of movement of masses. There vectorially will add both forces (these of masses inertia and these of ´spoke´ of diversion-wheel). By laws of mechanics must result a larger diagonal line, i.e. here decisive acceleration of absolute like angles-speed is created. Tyre is elastic, so masses can partly move faster. On the other hand, this acceleration will effect turning momentum at rim of wheel. Bases on friction, this turning momentum is also available at diversion-wheel for free usage.
By these movements however is described only process of masses, which are directely in contact with diversion-wheel. These parts of tread correspond to ´tape´ of picture EV ERG 08 above, there described at C. Much more effect however will show these parts of masses of tyre, positioned aside of surface of diversion-wheel. These parts do show track of picture EV ERG 08 above, there schematically shown at B.
Tyre used by Don Martin at Zürich-Congress was rather small, so didn´t show much masses aside of diversion-wheel. Also this fact might cause failure of this experiment. So now must be looked at contribution of these mass-parts aside in details.
Mass aside of surface
At picture EV ERG 07 above, mass was guided aside (resp. there below) of diversion-wheel. That cross-secitonal view is shown once more here at picture EV ERG 11. At rotorarm (RT) mass (MP) is installed at a swivable pendulum (PE). Ahead and behind a diversion-wheel mass can swing out (left). Diversion-wheel (UR) reaches into that track (right side). When pendulum hits onto diversion-wheel, upper part of pendulum is pushed inside and downward part with effective mass swings outward-upside. Reduction of speed-ahead of mass is stored temporaryly by potential energy of higher level. As pendulum afterwards swings back, mass will achieve original speed, however now into new direction.
Swinging-back of pendulum however is rather slow at these small differences of levels. Much faster could react a spring. So downward part of pendulum could also be constructed by an elastic element (A). So when pendulum hits onto diversion-wheel, temporary reduction of speed is stored into tension of spring (B). As soon as degree of redirection becomes smaller, that spring (e.g. rubber-rope) will accelerate mass into new direction, while supporting point of spring is radial to axis of diversion-wheel.
Swivable pendulum beared at rotorarm could also be constructed as a spring (C) total length, could also be bended somehow. This bended elastic pendulum (D) when hitting onto diversion-wheel would be tensioned stronger. Back-swinging spring will show effect described above.
However, effective masses should not be arranged only at one side of diversion-wheel, but symmetrically at both sides. This principle is shown schematically at this picture downside. Pre-tension of spring could also show into other direction, like motorbike-tyres of Don Martin´s machine are constructed.
Cross section of tread (E) of this tyre, ahead and behind a diversion-wheel shows rather round contour. This surface should be elastic resp. should be able to work springy. Aside of that tread, effective masses should be concentrated (green points). Side-walls (F) of this tyre however should be very soft, cause they practically must only guarantee mass in principle will turn as fast as rim (G).
When middle parts of tread hit onto diversion-wheel (UR), these parts are pressed towards inside. Effective masses however, at first can stay at nearby same radius to system axis. Tread thereby will be bended flat and masses thus are guided some more aside. As described above, also here swinging back of tread will effect acceleration of masses into new direction.
So if effective masses are guided by elastic or springy elements, redirection of these masses is done within longer time. Also redirection of neighbouring parts at the middle and aside of tread will occure at different times. By time-stretching (instead of ´time-less´ impacts, e.g. of theoretical example with Billard-balls above), forces can effect better and longer, so energies are transferred in total, into tangential like radial directions, at tyre like at diversion-wheel as well. So it´s guarantee, effects will occure really corresponding to mechanical laws (instead of elimination by pure concentric movements and guidance of masses at stable spokes, like described above at rigid wheel).
Edged and round tracks
At theoretical example of movements of mass-point within edged wall, loss-free mirroring of movement was assumed. A part of picture EV ERG 05 above here at poicture EV ERG 12 is shown once more. Around system axis (SA) a mass (MP) is guided at an ´edge-circle´ track. Mass within polygon is redirected by counter-pressure of wall.
Opposite, mass naturally effects pressure onto the wall. At this picture at the middle upside is shown a section of wall (A). If this ´chock´ would be movable by rollers, this wall would be shifted to right side, so this (here) horicontal pressure would come obvious. Naturally, mass then would be redirected less or would even not be redirected to (here) upside-right.
Optimum redirection would occure, if changing of direction wouldn´t occure abruptly but alongside a bended wall (B), like shown upside right.
At downside row of this picture, now changing of direction of masses via diversion-wheel (UR) is shown, which is turnable around its axis (UA). Around system axis (SA) is drawn a circled bow (C), which shows average radius of masses for comparison.
Redirection (D) of masses when hitting onto diversion-wheel, now is just opposite to soft redirection at concave bow (B) above. So here will happen rather sharp deceleration and same time rather hard diversion towards upside. Only at second part of this circle-section, original speed is achieved (resp. some higher speed), while same time diversion into direction of system axis becomes increasingly smaller. By this movement´s process would come up large losses of energy, if mass isn´t elastic or elastically embedded or guided springy.
Above at picture EV ERG 10 was shown, why part of tread will be dammed up before coming into contact with diversion-wheel. This swelling (E) here is shown once more (again rather overdrawn). Length of tread of tyre is some longer than length of (fictive) circle between diverse diversion-wheels. If diversion-wheel will take forces (for usage of turning momentum is slowed down relatively), ahead of each diversion-wheel will come up this ´jam-section´ of tread.
Opposite to single mass-points above, now mass is assumed to be represented by an elastic ring. Whole masses steadily run through this section of track (E). This section is nearby identical to harmonic redirection by soft bend (B) above, it´s only shifted some ahead of diversion-wheel. So if ring-shaped masses show adequate elasticity, relative loss-free redirection will be possible even at this convex ´chock´.
At this picture right side down, schematically is shown curve (F) of masses, which are arranged aside of diversion-wheel (like discussed above at picture EV ERG 11). Based at elasticitiy of (springy) bearing of masses at sides of tread, deceleration of speed-ahead of middle parts of tread at first will only result (spring-) tension within ´bearings´. Middle supporting point of tread wanders in direction towards system axis. Extension of spings will occure by supporting radially towards direction of diversion-wheel axis (UA). So masses arranged aside run rather round tracks (F), however some behind corresponding tracks of masses at the middle (E).
Effective principle
This picture EV ERG 12 shows decisive aspect of effect of this movement´s principle. If masses are moved ´edge-wise´ within circle, at the one hand forces exist into tangential, at the other hand into radial direction. These two directions are obvious at chock (A). If this chock stands still, it will effect radial pressure onto masses and masses are guided towards inside. If this chock is movable, masses effect tangential thust onto this chock.
Diversion-wheel does both functions too, oppostie to fix or movable chock however, both functions same time. Tangential thrust of masses effect turning momentum onto diversion-wheel. Turning of diversion-wheel however won´t reduce its radial pressure versus masses. By this turning, effect of sideward forces will even occure at better angles, cause counter-pressure of diversion-wheel now will occure diagonal from outside-back to inward-ahead. Only by static view that radius of diversion-wheel shows versus direction of movement of masses. By dynamic process however, sideward pressure of diversion-wheel will hit onto masses into direction-ahead.
As mentioned above and according to all laws of mechanics, vectorial addition of given inertia power of effective masses plus sideward pressure will result larger power (especially by these acute angles both forces match here). Surplus of speed is available at diversion-wheel as free usable turning momentum. As mentioned above, that energy-output is much stronger than energy-input for equalizing losses of friction.
So, diversion-wheel is turning, but keeps its place relative to system axis. Also masses are steady moving, however at differing radius relative to system axis. As this simple animation can tell, masses move at a standing wave.
In principle, this system is a mechanical oscillator steadily build up. Same time, surplus of energy is drawn off the system permanently. Both functions are done by diversion-wheel, at the one hand re-enforcing swinging into radial direction, at the other hand taking thrust as turning momentum.
Constructional disigns
Most easy to calculate theoretic effect of this principle, probably will be example of pendulum (picture EV ERG 07) with its intermediate storage of kinetic energy in shape of potential energy of higher levels. Most easy to construct an experimental model of this principle probably will be, installing a sheet of rubber (double sided) at circumference of rotorarm and using some heavy spheres as effective masses downside within edge (seam) of that ´curtain´. Most easy to run Don Martin´s machine probably will be, using rather broad (and old diagonal-) tyre instead of that small motorbike-tyre.
A mechanical oscillator is rather sensible and building up can only occure in resonance with swinging frequence of whole system. Just that wasn´t guarantee at experiments of Don Martin´s machine in Zürich. Causes of troubles couldn´t be found also at following experiments (even this model is quite similar to that model serving Don Martin´s house with electricity). An other cause of disturbance e.g. could be based on different radius of motorbike-tyre and diversion-wheel.
Above at picture EV ERG 10 is shown a car´s tyre, flattened onto road. This straight surface of road is shorter than corresponding segment of circle (between both ends of supporting distance). So car´s wheels not only ´beat´ steady destroying onto roads, but also ´rub out´ length- and cross-wise at surface of roads. If now that tyre is dented inside by diversion-wheel of smaller radius, supporting surface at diversion-wheel is longer than corresponding section of circle of tyre. So also here will occure ´slip´ resp. disturbing effect.
That´s why at picture EV ERG 14 radius of rotorarm (RT, turning around system axis SA) and radius of diversion-wheels (UR, turning around each axis UA) are same size. So supporting sectors of tread are same length as correponding supporting surface of diversion-wheels. Maximum five of these diversion-wheels can be installed, minimum two of should be used in order to get resonance with a symmetric oscillator (opposite to Don Martin´s one-sided machine). Naturally by any gear all diversion-wheels are to coordinate resp. whole energy surplus is to transfere to one generator.
At this picture schematically is marked a track of mass-points (MP), similar to animation above. Here however, track of supporting surface is shown, while at this animation is shown track of effective masses, which is some rounder and shifted some behind. As mentioned above (see picture EV ERG 11), effective masses should be installed aside of diversion-wheel, might be installed some more inside (like side-surfaces of tyre) or masses might be installed at some larger radius.
There are many possibilities, one of is shown at picture EV ERG 14, downside schematically by longitudinal-sectional view. Around system axis (SA) is turning a rotor-arm (RT), which is constructed by two disks of very elastic material (cause that rotorarm has only to guarantee turning of effective masses). At the outer end of that rotorarm effective masses (MP) are installed. These masses may not be a continuous ring, but must exist of separated segments embedded resp. fixed at that elastic material.
Tread of that wheel however should be constructed by eleastic resp. springy elements (FE, German Federndes Element). This part can exist of relatively hard rubber and even elements of spring-steel could be embedded, however arranged cross-wise to tread (like steel-braced radials are constructed, however cross-wise or even as diagonal web). Also at that tread, at its outside circumference effective masses must be fixed or embedded. That surface of tread could also be bended somehow, e.g. concavely like shown here.
Into normal track of that tread (left) that diversion-wheel (UR) will reach (right), however much less than here (oversized) is shown (in reality only some few percents of radius). Springy tread is pushed inward by diversion-wheel, effective masses at first will swing some outside, later on will swing back. Shifted in space and time, thus standing waves will result, that of middle tread resp. supporting surface and that of major effective masses aside.
Essential points thus are, tread is guided by a rather soft rotorarm. Rubber-surfaces of rotorarm could show towards outside to effecive masses (like shown here) or could show principle contour of side-surfaces of a tyre (like shown e.g. at picture EV ERG 11) or could also be in contact with middle of tread.
Surface of tread can be straight, convex or concave in principle. Into cross-direction tread must be springy, at outer border separated parts of effective masses must be embedded or fixed elastically. Middle part of supporting surface should be flexible, however should show constant circumference resp. stretching there must be limited.
Within that frame of conditions, lots of possibilities are given. Tyre-manufacturers do know swinging behavior of their tyres and grave consequences of each un-balancy. By these knowledges and resources it will be easy to design and construct systems of constant swinging in shape of steady waves - and with ´un-balanced´ results in shape of surplus of turning momentum.
Analyses
By these analyses I wanted to contribute explanations of reasons, why Don Martin´s electric generator is running really. Sensefull circuitry of electric elements and usage of some electronic effects could be additional reasons for his results, however that motorbike-tyre won´t work like normal flywheel, but fullfills decisive and komplex functions discussed above.
At the beginning I suggested, Bessler-prinziple would be used, so combination of inertia and gravity. Essential fact here however is (like at many constructional designs of previous chapters) counter-pressure of a ´barrier´, resulting these clear surplus of energy. Like many of previous designs of other subjects, also here these elastic springs are decisive for building up that mechanical oscillator.
From that point of view, Don Martin´s electric generator indeed could be very first machine, working by effects glaimed here and principles of sensefull processes of movement deduced here. With regard to points of view discussed here, it well should be able to make running some more models of Don Martin´s ´sensible´ machine. Above this, Edge-Ring-Generators of much stronger efficiency will be constructed, with vertical axis, much heavier effective masses, severals diversion-wheels, radius of same size etc.
Also these machines will demand sensible coordination of swinging frequences, so these machines may be not as sturdy as e.g. Planet-Wheel-Motor or Crop-Circle-Motor of previous chapter. At any case however, already simple experiments will approve effects glaimed here and show surplus of energy of that process of movements. I hope, someone will believe in my suggestions and conciderations and realize machines like these.
Evert / 23.11.2001
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