Claims 1. Engines with ignition coils, wherein a small-length coil can power turbine and
Diesel engines. The small-length coil consists of a cubic metal or a flat metal plate with length as depicted in Fig. 10 (Figure 10). On the cubic metal there is α gap where two shafts 16A and 16B are reciprocating (Fig 6).
On both plug ' shafts there is a joint lozenge 11 (Fig 6) where plugs 17 and 17 on sides 12 and 12. On these rollers are put on the bottom which reciprocate towards drivers 3 and Fig 10.
On the upper part of the side pins, a drawing spring 16 Fig.10 is attached or springs on pressure, drivers. A lozenge is the abutment of a half joint lozenge 13
Fig 6 and plugs 17 and 17 on the centre of a fork 14 Joint no. 6 connects the lower shaft no .4 to shaft no.7; joint no.8 connects shaft no.7 to shaft 1OA of the B lozenge; Joint no. 11 connects shaft 10 B to shaft no.12; Joint ho. 13 connects shaft no.12 to shaft no. 14 of F lozenge. The low shaft is connected through a piston rod 26 to the cam 27.
Standing on a shaft 28 with a pinion (cog) 29 with the pinion 10 Fig.l ...DIZEL type] A pusher is based on a crankshaft.
The eccentric plates 9 Fig.l (Detail 1 Fig 10) thrust the shaft no.4 Fig 10. The cam's height starts from 0 up to the manufacturer's choice and its length is equal to the final drive.
The cam is immersed (detail 1 Fig 10), a regulator controls the rotation speed and the power and when it is totally immersed the engine- stops.
2. According to claim no.l there is a group of 2 ignition coils, where bar no.15 is connected through a joint to the lever no.17- Fig 9 which is connected through a joint to the fulcrum no.19 and to the shaft of lozenge B. Only the B lozenge has a cog. The lever's length is found by dividing the initial drive by the final drive at a distance of the resistance under-lever per 1 cm).
3. Pursuant to claim 1, in the group of three amplifiers (Figure 8) rod N 15 is connected to the lower shaft 14 of the amplifier A by an articulated joint; amplifier A is connected to the lever 17 that is connected to fulcrum 19 and shaft
13 of amplifier B. The shaft of the lozenge B is connected to rod 15 and the latter to lever 17, which is connected to fulcrum 19 and the shaft of lozenge C. The latter is connected to con-rod 26 that is connected to cam 27 of shaft 28 and the gear 29 is connected to gear 10 (Figure 1). The shafts of the amplifiers A and B of lozenge C are connected to a con-rod and a cam, transforming the reciprocating motion to rotation and the shaft of amplifier C bears a gear that is connected to crank N 3 gear 10 Figure 1.
4. Pursuant to claim 1 it contains a crank-type mechanism consisting of a metal box where a shaft N 11 is based (Figure 1), which bears a crank N 3 and cod N 10. The shaft N 11 is connected to a cog N 4 that is connected to a cog of free torsion N 5, which is connected to cog N 7, which operates the crank N 6 bearing eccentric slates N 9 detail Figure 10 N 1. It bears a motor N 1 that gives the startin - 1 Og thrust.
5. Pursuant to claim 1, it includes a Diesel-type mechanism that, instead of a craft N 3, bears a crankshaft where the con-rod of the amplifiers shall give a reciprocating motion to the crankshaft. |
Engines with amplifiers The present invention regards engines with amplifiers, which shall be producing work like Diesel type engines do, or like petrol and steam engines, bur without using fuel. Those engines will produce unlimited electric power and they shall operate cars, ships, even airplanes. According to my theory, in order to achieve perpetual motion and produce work, each torsion should have greater power than the previous one, and my experiments have proven so.
The advantage of the invention compared to today's engines is greater economy.
All products nowadays require fuel and cost us in terms of environment and health. The abovementioned engines however will operate inside oil and in room temperature, not to mention that the replacement of the present engines with the new ones will offer work to millions of people for a significant period.
Figure 1 displays a turbine (No.3) whose perimeter and its length is adjustable due to the size of the engine. The turbine's perimeter is cog-shaped lengthwise (No.10).
The shaft supporting the turbine bears a cog, which moves another cog of free torsion (No.5), which also moves another cog (No.7), held by the shaft, which has a rotor (IS#.6). The shaft has eccentric slates, whose size starts from zero and reach the size of the initial route and the length, equal to the final stroke of the amplifier (Figure 10 detail
1). This figure shows that the cam is equipped with a regulator that adjusts the revolutions of each engine at the manufacturer's choice: it may immerse partially and produce lesser work or even fully and stop the engine. The starting thrust is induced by an external battery or motor.
A metal chamber containing oil for self-lubrication shall hold the turbine. The engines with amplifiers may also be produced with a crankshaft instead of a turbine. The route of the crankshaft's buttons shall be of the same length as the amplifier, while con-rods will connect the amplifier to the crankshaft's buttons, like in Diesel-type engines. This may operate small and medium-sized engines.
The amplifier (No.10) will consist of 3 or even 4 articulated lozenges. The initial shaft holds the articulated lozenge A, whose sides bear rollers based on guides (no.3) and can close together inwards, thus resulting in a greater running route. Joint No.5 connects shaft No.4 to shaft No.7, where joint No.8 is connected to B lozenge 9Joint No.l l connects shaft No.10 to shaft No.12 and joint No.13 connects shaft No.12 to shaft No.14, which supports lozenge C, where the final shaft is connected to a con-rod No.26. The latter is connected to button No.27 on the shaft No.28 that bears a cog No.29, which is connected to turbine Figure 1 and cogs No.10.
Figure 7 displays a lozenge that shall replace all lozenges and half-lozenges that will enable free connection, will close totally thus offering greater route, power and free the middle space. Lozenges of bigger size and greater opening in degrees in addition to a fourth lozenge approximately double the route.
In the initial route we combine the size and the opening of the lozenges so that they close up symmetrically and they result in one shaft. Whilst the starting thrust to today's engines is given externally by one torsion, the engines with amplifiers shall need 5-10 external torsions.
After the modification, I estimate that the friction shall be more; nevertheless they shall not exceed 35%; measurements have been conducted to the lengthwise amplifier, not the modification item (the latter shall exhibit more friction, yet the work produced will not be affected).
With an initial start of 56 kg, the back pressure from the springs, Fig. 10 item 16, shall be 4/10. Using 560 kg, the back pressure shall amount to 4/100.