At previous chapter Bessler-Problem solved a version of solution to historic Bessler-Wheel is described. Georg Künstler had genious insight, complete large wheel won´t turn continously. Usable energy is earned by deceleration of outer wheel, while re-acceleration is done by weigths of inner wheels.
However, inertia resp. centrifugal forces are more unisversal than gravity, cause inertia (and especially centrifugal forces) are to produced as we like it, nearby without costs. So at this chapter, only inertia resp. centrifugal forces are concerned, i.e all axis are assumed to stand vertically. Effective principles - im-pulse in combination with inertia - here are shown universally valid kind.
Braking-inward of masses was already examined by several explorers and some inventors did publish experimental results. I mostly recommended usage of excentric walls for that purpose, e.g. at Swivel-Arm-Mashine resp. based on diverse analyses to ´Threefold-Halfmoons´, finally e.g. at Crop-Circle-Motor. Now however at this chapter, prerequisites and effects of ´Impulse-Principle´ are described in details. As an example for application, concept of ´Centripetalpowerspiders´ is presented (closely and as compensation of flop of my Centri-fugal-powerspiders). Following chapter will show some more applications of this principle of movements.
Starting point
At picture EV CPS 21 basic arrangement of Bessler-solution above is shown schematically. Fix connected with a shaft, large wheel is turning around system axis (SA). Inner side of this wheel is shapes as gear-rim (ZK, German Zahnkranz). Gear-wheels roll alongside within that gear-rim, these gear-wheels function as rotors (RO). Effective mass is installed excentrically at these rotors. Each rotor is guided at its axis (RA) by rotor-arm (RT), which free can turn around central shaft. As mentioned above, system axis and all other axis are vertical, so this picture does show schematic view top-down.
If large wheel is started to turn (all times assumed counter clock-wise), also rotors will start to move. As rotor-arm can turn free, finally situation will result, shown at this picture upside (A). Rotor-arm and rotor and gear-rim will turn same speed around system axis and effective masses will be at their outmost positions. Within one time-unit, whole system is assumed to do one half turn (180 degrees).
If now however within that time-unit, gear-rim is decelerated, e.g. its position C (upside picture left) will turn only 170 degrees to position D (downside picture left-downside), an other constellation will result and there will come up relative movements between parts.
Rotor-arm, rotor and effective masses show inertia-forces, based on which e.g. rotor-arm will keep its original speed. Rotor thus will roll alongside that track (of delayed gear-rim), so rotor now will also turn around its own axis. Effective mass thus will show some backwards, so is decelerated, thus transferes some turning momentum to rotor-arm.
If now following, gear-rim again is free to turn, mass wants to move back to its outmost position, based on centrifugal forces. So rotor will turn back to its old position and by this turning will accelerate gear-rim. So after one more time-unit, starting constellation (upside at picture at A) will result.
If this concept for usage of gravity is used, each rotor will do one full turn around its own axis while system does one full turn around system axis (see previous chapter). Here however, using centrifugal forces, rotor won´t have to turn around but will have to do only some swivel movements.
Swivel-Segments
At pictur EV CPS 22 one rotor is shown at four different phases. As time-unit, each 90 degrees turning of system is assumed. An area of swivel is marked at rotor (dotted lines). Depending on speed of gear-rim, mass will swing within that sector inwards resp. outwards. Starting position of rotor is assumed left side at A.
If gear-rim at first phase will do only 80 degrees (B), rotor-arm will go on moving and mass correspondingly will be turned some inside. After gear rim did once more slow turning (C), rotor-arm will show even more ahead and mass will be quite inside of its swivel area.
At following phase, gear-rim again will be free to turn. Gear-rim is accelerated, cause mass now will swing outwards (D). As an equivalent, now rotor-arm will be delayed, so its relative running-ahead is compensated, lastly starting position (A) is achieved again. Green curve does mark track of mass point, an inward bended and following an outward opening spiral.
So, centrifugal forces here will stretch distance between system axis and mass (from C to A). This point of view is discussed in details at chapter Pendulum-Wheel. However, starting position not at all and automatically will be achieved once more, but only by certain conditions, as discussed at the following. Here e.g., outmost position of mass is not radial to system axis, so centrifugal forces all times are working at effective lever arm.
Rotor-Segments
As first consequence of that only-swivel-movement does result, rotor no longer must be circle-shaped, but well could be shaped only like a circle-segment. So space within gear-rim is to use more flexible.
At picture EV CPS 23 for example, rotor-arm is some third of diameter of gear-rim. Here is only marked rotor bearing (RL, German Rotorlager) as a part of rotor-arm, same time position of rotor´s axis (RA). Rotor is drawn as circle-segment. Effective mass (green thick ring) is arranged at backside of rotor, some more inside, e.g. at half radius of rotor.
Four phases of different speeds of gear-rim are marked (grey lines at gear-rim), again one rotor is shown at four different situations. By relative movements, rotor and gear-rim are in connection at different spots (marked by A, B, C and D).
At deceleration-phase (A to C), these conneting spots practically are supporting points slowed down, around which mass can fall ahead, based at its inertia of previous movement. At this picture however, mass all times is positioned behind that mark (dotted lines) of 90 degrees turning each time unit. So by delay of gear-rim, mass won´t be decelerated (if mass isn´t installed quite outside of rotor, but is arranged some inward like marked here).
At deceleration-phase, mass however is brought towards inside, like comparison with dotted circle clearly shows (left side mass is outside, right side mass is inside). If radius is reduced while angles-speed is constant, turning momentum will come free. This momentum will result acceleration of rotor-arm resp. its rotor-bearing (RL), here drawn rather large. Compared with 90-degree-scale (dotted lines), that rotor-bearing (RL) will move ahead (from A to C) resp. is moved back again (from C to A).
Compressing and stretching
At picture EV CPS 24 for better comparison, positions of rotor above are drawn one beside the other. Upside line represents system axis, downside line represents gear-rim (ZK, rolled out). Distance between is taken by rotor arm (RT) and rotor. Upside are marked time units by steady distances, downside are marked different movements of gear-rim each time-unit.
This picture clearly shows how mass (MP) is guided inside (here upwards) form A to C, and afterwards from C to A, this rod-arrangement again is stretched, i.e. mass can fall outside (here downwards). However, there is no guarantee for automatically achieving originally status.
Above was mentioned e.g., mass is guided inwards by nearby constant angles-speed. So absolut speed of mass is reduced. Opposite, if mass moves outwards, mass (normally) will keep its absolute (now reduced) speed, so will finally show less angles-speed. So decisive for re-acceleration is, turning momentum set free while mass moves inwards, at outward-phase is available correspondingly.
Adequate Masses
So there must exist adequate mass at rotor-arm (RT) versus mass of rotor. This corresponding mass here is marked by large drawn rotor bearing (RL). Only by this, momentum coming free while rotor-mass moves inwards can be transfered into kinetic energy of rotor-arm-mass accelerated (while at lightweighted rotor-arm this energy would ´fall flat´). Analogly at following phase, only that heavy rotor-arm is able to swing out rotor-mass again - with energy-surplus.
At picture EV CPS 25 left side, rotor above is shown once more. Its position A does show stretched arrangement with mass most outside. By same position of rotor-arm (RT), dotted drawn contour B does show situation with mass most inside.
From this inner position, mass could move radially (to system axis) outside and simply could turn back (light) rotor-arm. In sum, starting situation would be achieved, however at a position some backward (in turning sense of system), so energy would be lost. Only corresponding mass at rotor-arm can hinder, rotor-mass moving outwards, however just by falling backwards-outside.
Additional Sling-Effect
Additonal effect of acceleration by slinging masses is presented here by chapter Addition of Power since end of 1999. Up to now, no physican could be engaged to check my claims honestly. At best was mentioned, real forces and seamingly force of inertia couldn´t vectorally be added this kind. Also Dr. Habbel (from whom I took this problem) did try for decades (in vain) to draw physican´s attention to phenomena of ´David´s Sling´.
At least since Middle Ages, catapults are well know: a seesaw with one long and one short rod, short rod showing towards aim, long rod tied down, short rod weighted by masses, looped rope fixed at end of long rod, bullet put into loop, lastly long rod got free, bullet flies up and away.
Sceptics of my claims should reconstruct this machine and put rope-loop and bullet a) in direction opposite to aim, b) in direction to aim, c) let it hang down straight at end of long rod. Old warriors did find optimum by experiments - only by simple drawings I deduced claims and recommended energy-surplus for peacefull usage.
Applied to concept discussed here, this will say: mass of rotor-arm by its inertia slings out mass of rotor. To force of rotor-arm vectorially adds inertia-force of rotor-mass. Within certain angles (see below) a larger component of force will result, thus more kinetic energy is produced than energy is consumed (by partly deceleration of rotor-arm´s turning).
Optimum Configuration
Chapter above did show, sling effect does exist only up to 180 degrees turning of rotor-arm and up to angles of maximum 135 degrees between rotor and rotor-arm. At this picture for example is demonstrated, mass at C (below, inside of its swivel-area) could optimally sling outward-up to position D.
However it would make sense, experts calculating optimum constellation, i.e. relation of R1 (distance system axis to rotor axis, so length of rotor-arm) to R2 (distance rotor axis to effective mass), but also to R3 (distance rotor axis to each supporting point, here G, so radius of rotor), in addition relations of masses. There are experts with experieces by education, job and handling analog problems, which easily could manage this challenge.
At previous picture EV CPS 25 right side, an other optimizing-problem is marked: optimum position of rotor-arm-mass (here concentrated nearby rotor-bearing, RL) to effective mass (MP) of rotor and position of supporting-point (here H), lastly angles of swivel area.
As an example, this rotor is drawn in shape of circle-segment of some 120 degrees and its mass is concentrated some 90 degrees behind rotor-arm (E). By same position of rotor-arm, this rotor (F) once more is drawn (dotted lines) at its inner position, i.e. with its mass inside. Effective mass of rotor probably should be same as mass nearby rotor-bearing (RL).
Energy-Account
By this constellation is guarantee, delay of supporting point (H) won´t hinder movement ahead of effective mass (MP). Mass is guided inwards nearby radially, so its angles-speed will be rather constant. Momentum coming free, rather tangentially can effect thrust onto mass at rotor bearing (RL). At reverse process, at phase of slinging-out effective mass, exchange of momentums will occure correspondingly direct manner.
So, effective mass of rotor should be concentrated behind (in turning sense) of its rotor axis, while other parts of rotor should be constructed as light as possible. Correspondingly, spokes of rotor-arm should be light, however heavy mass concentrated nearby rotor bearing (RL). Also mass of gear-rim (ZK) is without effect, thus should be light in order to show few resitance versus its deceleration and acceleration.
So, this impuls-principle needs two masses, which are really effective. These masses should show analog characteristics concerning their turning momentums, thus should show similar weights and should turn around system axis at likely radius. There is one mass (that one of rotor-arm, RT), which turns at constant radius with differing angles-speeds. Other mass (that one of rotor) moves by nearby constant angles-speed, however at radius of variing lengths. Between both masses permanently turning momentums are exchanged, however sum of kinetic energies is constant. This will say, energy of turning momentums of this system is constant.
Besides this however, there are two sources of additional energies. At the one hand, this system can do workload by deceleration of gear-rim (ZK). Source of this energy is pure inertia. While mass is pushed inwards, inertia of mass resists inward-bending of its track, thus pushes a ´barrier´ ahead. Inwards-braking could also be done by ´active´ input of forces - with consequence, this power must be supported somewhere. Just this is done here direct kind, as system effects direct thurst onto (passive) supporting-point (here onto decelerated gear-rim).
On the other hand, slinging outwards masses within rotor systems, not at all needs corresponingly input of forces, in order to keep same angles-speed on larger radius. It´s only neccessary, force-input (here partly deceleration of rotor-arm) vectorially is added to inertia of rotor-mass really, i.e. direction of given inertia and feeded energy must show benificial angles. Simple formulas are well known by experts. They only should have to trust in calculations - even energy surplus will result at certain phases.
Only at clumsy arrangements of system (see variations at catapult above), energy falls flat without any effect. If energy can ´got lost´, it´s strict logically conclusion, energy can be ´earned´ by clever organisation. As examples are well known bad efficiency of steam engines (their losses of heat resulted rules of energy-constance - up to hypothesis of heat-death of whole universe). Skillful version of this concept are heat-pumps with their high efficiency (and energy surplus).
Objection to this well known kind of ´Perpetuum Mobile´ immediately is stated, this engine uses environmental energy. Just that´s the point: one mustn´t fix borders of system narrow like usually, mustn´t design ´closed´ systems (which in reality can never exist). Energy-level of whole universe is constant and stays constant. It´s only neccessary and possible as well, to organize local and temporary differences of forces, in order to earn usable energy. Perfectly natural it´s ´cheep´ to use free available forces of inertia and gravity. An other well known example of that kind of perpetuum mobile are sails resp. lift (sorry, chapter Why sails won´t pull is available only in German language).
Constructional Designs
With designs corresponding to criterias discussed above, these claims are easy to confirm. Shape of rotors corresponding to rotor (E) right side at picture EV CPS 25 above, probably will be suitable. Admitted swivel area between rotor-arm and gear-rim can be constructed by diverse known technics. Braking-out of energy, for example is possible by generators, which produce electric flux only within certain phases.
Technicans well will be able to design and to construct energy-generators by pure mechanical elements, only by clever arrangements of parts and movement´s processes, thus producing energy with ´null´ input. These engines e.g. will drive high revolutions, so centrifugel forces are much stronger than gravity forces. This will say, axis of these machines must not be arranged vertically at any case, but could show in any direction. Depending on application of engines, many designs will be valuable. One essential variation of these impulse-engines is discussed at the following.
Gear-rim (ZK) above is a very large constructional element. Large diameter is not suitable for demanded decelerations and re-accelerations. Like rotor here mustn´t be complete wheel (but only circle-segment), only segments of gear-rim are neccessary. Instead of complete large wheel with inside gear-rim, separated spokes could be used with inward showing segments of gear-rim.
Nevertheless, this part would show large diameter. In addition, connections with gear-teeths are not good for stead changing workload. So, solution of control-problems better would be done by elements of smaller radius and with steady transfere of forces.
Control inside
Picture EV CPS 26 schematically shows concept, where drive-elements are arranged inside and exclusivly realized by rods and joints. Within a housing (GE, German Gehäuse), now elements are to arrange much more effective than by concepts of comparable size as show before.
Rotor-arm (RT) is free turnable around system axis (SA). At outer end of each rotor-arm is installed rotor bearing (RL), around which rotor (RO) is swivable. Rotor here is shaped like a rod, showing backward (in turning sense) nearby right-angled to rotor-arm.
On the other hand, drive-arm (AT, German Abtiebsträger) is turnable around system axis, fix connected with a central shaft (for input of forces when starting system resp. output of drive when system produces energy-surplus). At outer end of drive-arm (AT) is installed a joint, called drive-bearing (AL, German Abtriebslager), at which a drive-rod (AH, German Abtriebshebel) is mounted swivable. This drive-rod is connected swivable with rotor (RO) by a joint, called rod-bearing (HL, German Hebellager).
Left side at this picture, rotor is shown in position where mass is most outside. Right-side-downward at this picture, rotor-mass is positioned most inside (for comparison, previous position is drawn by dotted lines). Guiding-inwards of rotor-mass is done by decelerated turning of drive-arm (AT), which now shows downward-left (and its previous position is also marked by dotted lines).
Both arms (AT and RT) turning around system axis thus show right-angle (A) resp. acute angle (B) to each other. Admitted or wanted angles of swivel area can be realized by different known technics. So this schematic drawing does show only principle of design of inside control elements (instead of outside arranged control element by gear-rim with its large diameter).
Centripetalpowerspider
Picture EV CPS 27 shows concept above once more. Now however, demanded equality of masses of rotor and roto-arm is pointed out by circles same size (naturally masses could also show shape other kind). All elements are connected by rods and joints, like described above. All parts are turnable around system axis.
Drive-arm (AT) here is drawn some shorter. This will avoid, rotor-mass is pulled backwards by relative deceleration of drive-arm (AT) resp. thus is guarantee, rotor-mass is brought to smaller radius (in direction of system axis) without reduction of its angles-speed.
At this picture at A are shown two rotors, symmetrical to system axis (so these are two rotors, no longer one rotor in different positions like in pictures above). At this picture upside, both rotors are at their outmost track. Each time-unit, system is assumed to do half turning (180 degrees) in general.
If now, drive-arm (AT) is delayed, it will run e.g. only 170 degrees at this time unit. This situation is shown at this picture downside at B. Its reduced turning can be seen e.g. at drive-bearing (AL) marked by D (at upside and downside part of this picture). By this delay of drive-arm (AT), rotor-masses are pulled inwards, to see e.g. at rotor marked by C (again at upside and downside part of picture). On the other hand, masses of rotor-bearing (RL) will do accelerated turning, to see e.g. at rotor-arm (RT) marked by E (at upside like downside part of this picture).
So this system, while turning around system axis, will do a sequence of situations shown at this picture upside (A) and downside (B). Now one can see, all forces described above can effect in rather tangential directions. So this version is probably much more effective than versions mentioned above for deduction of inpuls-principle.
Feasibility
Naturally, this basic concept of Centripetalpowerspider (resp. Impuls-Engine with inside control) is to realize by numberless technical variations. As mentioned above, e.g. axis must not show in vertical direction in general. With this picture EV CPS 28, thus only feasibility of including rods schematically is demonstrated (where however system axis is still assumed to stand vertical).
Left side at this picture, rotor (RO) above marked with C is shown once more, however in larger scale. In principle, this rotor is circle shaped. Downside this rotor is fix connected with a rod, this ´appendix´ reaching down to bearing (RL) of rotor-arm (RT).
On the other hand, this rotor shows a hole (marked by dotted lines), into which drive-rod (AH) reaches. Within this hole, drive-rod (AH) and rotor are connected swivable by rod-bearing (HL). Area of swivel resp. angles of swivel-area are to define e.g. by dimension of this hole.
Upside right at this picture, side view of this rotor is shown. Again, this hole and rod-bearing (HL) within rotor is marked by dotted lines. Towards downside, appendix of rotor reaches down to rotor-arm with its rotor-bearing.
Downside left at this picture, view top-down onto rotor is shown. Rotor is connected swivable with drive-rod (AH) via joint of rod-bearing (HL). Drive-rod (AH) is connected swivable with drive-arm (AT) via joint of drive-bearing (AL). Drive-arm (AT) at this view is vertical above system axis (SA).
Rotor-arm (RT), in principle shows analog design, e.g. its mass here is drawn also circle-shaped. Also within rotor-arm (RT) is a hole, into which appendix of rotor reaches and where both parts are jointed by rotor-bearing (RL), like this picture shows upside left.
Downside right at this picture, rotor-arm (RT) is to look at by view top-down. Hole within rotor-arm and rotor-bearing (RL) are marked by dotted lines. Rotor-arm (RT) must be free turnable around central shaft (so around system axis), within its swivel area wanted. So bearing of rotor-arm must be arranged at other axial level. Here for example, two appendix of rotor-arm (RT) at both sides of drive-arm (AT) are drawn.
Already this simple drawing does show, essential elements can be arranged within narrow space. Effective masses take large part of whole constructional volume, while all other parts for controlling movement´s process are rather small dimensioned.
When this system shall be started, drive-arm (AT) via central shaft must be turned. Holes of rotor resp. rotor-arm limit swivel area, so all parts soon will turn same speed. After normal turning speed is achieved, by phase-wise deceleration of turning speed of drive-arm (AT) resp. central shaft, output of usable net-energy is taken off system.
Pulsating
At this simple animation, only two rotor-masses (green) and two accessory rotor-arm-masses (blue) are shown while turning. If one looks contentrated to rotor, one can see inwards-swivel and outward-falling (each some 180 degrees, both mirrored), thus movement on differing radius, i.e at spiral tracks.
It´s much more difficult to recognize same time running-ahead and falling-back of rotor-arm while turning. Masses of rotor-arm move at constant radius, however with differing speeds.
So this system is pulsating into two dimensions, at the one hand inwards-outwards, at the other hand ahead-backward, both while generally turning around system axis. This movement seems ´living´, even here forced into simple mechanics.
Indeed, that´s kind of basic shape of all movements in universe, e.g. essential shape of movements of atoms. There is nothing turning steadily, but on spiral tracks (which however are bended by two dimensions all times, steady bended more or less). There is no constant speed, but steady changing speeds. There are no parts turning (like here these mechanical elements), whether elemental particles nore any stuff with boundery. There are only turning ether-areas around each other, nothing else but un-dividable ether - however that´s subject of Ether-Theory, which will be essentially detailed next months.
Surplus at catapult
Here once more shall be pointed out, where from surplus of energy results, even by these simple mechanics. Formulas of lever arms are correct, valid at any kind of gears, with fix elements like swivably jointed elements. However, tension within jointed rods can contribute essential effects.
At picture EV CPS 30 left side, catapult mentioned above schematically is shown. Lever-arm with two arms is turnable around system axis (SA). Heavy masses (black point) weight at shorter arm (AT) as driving momentum. At outer end of longer rotor-arm (RT), rotor (RO) is installed swivable, inclusive its bullet (MP). If movement of this seesaw is released, weight falls down, rotor-arm swings upwards (dotted circled segments), bullet is accelerated at spiral track (green curve), bullet finally flys off tangentially.
Decisive factum is, acceleration of mass (MP), at its beginning, won´t demand complete weight of driving masses. At this first phase, acceleration of bullet is primarily done by radially pulling forces of rotor-arm (so longitudinal tension within materials). Demanded power is relative small (based on acute angles between rotor-arm and rotor). So at the beginning, driving weigts can fall downwards rather free, thus will accumulate high kinetic energy, which finally at later phases is transfered into additional acceleration of bullet.
By this clever usage of catapult, energy-surplus clearly is given, as clear as energy is wasted by clumsy usage by this variation of engine: rotor installed as fix extension of rotor-arm. At both cases formulas of lever arms are valid, at both cases available driving force is originally of same amount. At one case, bullet will plop down nearby, at the other case, bullet will fly off and away. In addition it´s remarkable: rebuildings of Middle-Ages catapults did show, if unit is free to roll back and ahead while shooting, much longer distances were achieved. So sling-effect is enforced by additional movements ahead and back.
Deficit at bending
An other example of clever or clumsy solution is task of bending a rod. Clever would be to fix this rod at one end and to pull at other end sidewards. Clumsy would be to fix both ends of rod and to pull sidewards at the middle of rod. At archery for example, relative high pulling forces are neccessary to start bending the bow (sideward pulling at a rope, tied parallel to a rod, does result only longitudinal tension within rod, nearby null bending). Later on by benefical angles, it´s rather easy to bend bow further on.
At this picture upside right at B, ´clumsy rod-bending´ above is transfered to lever arm system of Centripetalpowerspiders. Fix point is system axis (SA) resp. central shaft, where drive-arm (AT) is mounted turnable. By joint of drive-bearing (AL) this drive-arm (AT) and drive-rod (AH) show rather large angles. This system is stretched by centrifugal forces (radial to system axis) of effective mass (MP) of rotor (RO) nearby rod-bearing (HL).
Double Profits
It will take rather high forces, to pull mass inwards (in direction to system axis) by this unfovourable angles (e.g. by pulling drive-bearing (AL) here upwards). Opposite this will mean, at drive-bearing (AL) resp. drive-arm (AT) one can ´brake-out´ relative high forces (for usage outside system). So wanted output of energy can be maximized by conscious application of ´un-favourable´ angles within this lever arm system.
Within this system, there are relative movements while system´s generally turning. This turning of system, here is not shown. For better comparison this picture downside right at C, thus once more is a ´still frame´, does show only relative movements. Opposite to situation at B, here drive-arm (AT) is moved some backwards (here upwards), so drive-bearing (AL) did move at circled track around system axis (dotted black circle segment). Mass (MP) thereby is moved rather linear (resp. in radial direction) towards system axis (dotted green line).
By this process, wanted energy was earned by braking drive-arm backwards. Same time corresponding turning momentum of rotor-mass became free and was transfered (via rotor RO) onto mass of rotor-arm (RT). Rotor-bearing (RL) of rotor-arm thus is accelerated at its circled track (dotted blue segment) around system axis. Sum of kinetic energy of masses of rotor and rotor-arm is unchanged.
Now however, situation of clever catapult-arrangement is given (mirrored to A): rotor and rotor-arm show small angles between. So at the beginning of following phase, mass (MP) is re-accelerated mostly by tension within rotor-arm into radial direction. So not at all, total kinetic energy of previous acceleration of rotor-arm is demanded for following sling-outwards of rotor-mass.
As described above, this system will swing between situations of B and C (in reality naturally while whole system is turning). Kinetic energy of effective masses in sum is constant (reduced only by losses of friction). Energy of braking-out resp. decelerating drive-rod (AT) however ist completely additional, free for usage outside of system. Above this, there is surplus of energy by sling-effect, so system will show sufficient self-dynamic for keeping turnings constant.
Depending on purpose of application is to define, which part of energy-surplus is directly to take off system and which part should remain within system for self-acceleration. This is depending on relation of masses and lengths of all lever arms and angles and dimension of swivel area, to define by simulation-programs.
Final
Doubts about theoretic possibility of purly mechanic (and effectivly working) Perpetuum Mobile now are removed for ever. Facts and points of view shown here should be sufficient to draw attention of skillful handcrafts, longsighted managers, clever students and professional experts to this subject. Then, also problems of optimazing and constructing pure mechanic Energy-Generators will soon be solved. I will show only one, even more concentrated version of this engine and mention some few other applications at next chapter Impulse-Engines. Afterwards I will close, other men will finish this subject matter.
Evert / 26.04.2002
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