| 摘要 |
In previous attempts to construct a perpetual motion machine, each device ha s found its own equilibrium without producing the anticipated results. In this series of designs, a very large disc with internal gearing protruding from both sides of its rim (or a wheel/sprocket* which has similar elements) is engaged at diametrically opposite sides, and on both faces, by gears of sprockets-according to its design-which in tu rn have internal gears attached to them. The shafts of the engaging gears or sprocke ts are held to a constant distance from the central god shaft, and in balance, by teeter arms, which pivot about the god shaft. On each of these same shafts is also a (cupid) sprocket , which engages an inboard harness chain on its proximal** side, which cycles about large harness sprockets, which are situated 'above' and 'below' the plane of the teeter arms. Separate sets of teeter arms reach beyond the sprocket shafts, to engage shafts, of which each carries one (tug) pressure pinion (or more). The pressure (tug) pinion engages the distal** rim of the small internal (forge) gear. On the shafts of the upper and lower harness sprockets is(are) a (brave) sprocket which extends (bridle) chain back toward the god shaft. The chain connects to a reversing (bridle) sprocket on a (bridle) shaft which is nearer to the god shaft. On that bridle shaft also resides a bridle gear/pinion, which engages a small (crib) gear/pinion on the god shaft. The (angel) gear/sprocket (which engages the god wheel) is forced to turn, owing to the pressure imposed upon its distal edge by the tug gear (transferred by the internal forge gear, and the bolster rim/plate*** which joins them). (And the god wheel mus t also turn.) However, the angel/s must remain in place-if the harness sprockets are polar , then the angel sprockets are equatorial-because of the feedback rendered by the inboa rd harness chain, which engages and turns the lesser sprockets synchronously. Several principles help to bring this eventuality about: gravity cannot play a defeating role, as all the elements when at rest are in balance; it is easier to turn a shaft with the increased torque available at the rim of a wheel; the 'hourglass' configuration of the inboard chain also poses some resistance to the cupid sprocket's leaving its central stationing at the 'neck'; and in some variations, the force (tug) pinions engage each small internal (forge) gear at a point which is even beyond the diameter of the meshing point of the angel wheel, further improving the leverage value of the force. (A tug gear choice of smaller diameter also serves to improve the pressure leverage against the forge gear.) A functioning single sided motor (having angel wheels on only one side of th e god shaft) may also be constructed. However it does not return the same 'payback': Whil e at least 3/4 of the elements needed to construct a double sided motor are required, and virtually the same volume of space, only about half of the rotational return can be realiz ed from it. .cndot. It depends on whether the god wheel carries multi-strand roller chai n as its transfer medium, or some other means of receiving rotational force from its impinging angel wheels. ** distal or proximal vis a vis the god shaft *** The forge wheel (internal gear) may be attached, via a bolster rim or plate, directly to the angel wheel, or to the hub face of the angel wheel and/or th e cupid wheel.
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